JP6631490B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a control device that controls the traveling of a hybrid vehicle.

  In a hybrid vehicle in which the rotational power from the engine and the motor is transmitted while being shifted by a transmission, the hybrid vehicle travels only with the motor in an operation range where the load is relatively small, and when the load increases, the engine is started. The required driving force can be exerted.

  When shifting from a running state using only the motor to an operating state using the engine, for example, if the vehicle speed during motor running exceeds a set speed, the engine is controlled to start.

  Therefore, in Patent Document 1, in the case of cruise traveling that automatically follows the traveling of the vehicle in front, the above set speed is made higher than in the case of normal traveling, so that the period of traveling by the motor is increased and fuel efficiency is improved. I am trying to do it.

JP 2007-186069 A

  By the way, there is a problem that uncomfortable vibration is likely to occur due to the influence of torque fluctuation when shifting from the running state using only the motor to the operating state using the engine, that is, when starting the engine. This is more pronounced when the speed of the vehicle is high.

  Therefore, if the set speed is increased, the fuel consumption can be improved by increasing the period of motor travel, but the occupant may feel uncomfortable vibration when the engine is started. Conversely, if the set speed is reduced, the vibration can be reduced, but the fuel consumption may be reduced due to the reduction in the period of the motor travel.

  In addition, in recent years, vehicles are being equipped with various automatic driving modes in order to simplify or automate the driving operation of the driver. In these automatic driving modes, the driver can predict the behavior of the vehicle to some extent in the mode in which the driver is steering, but cannot predict the behavior of the vehicle in the mode in which the driver is less involved in the driving operation. , May be sensitive to engine vibration.

  Therefore, an object of the present invention is to determine a set speed at which the engine is started according to the type of the automatic operation mode so as to realize vibration suppression / quietness and / or improvement in fuel efficiency of a vehicle compartment.

In order to solve the above problems, one embodiment of a control device for a vehicle according to the present invention includes:
An engine that drives a driving wheel, and a motor that starts the engine and drives the driving wheel, comprising a control unit configured to control the engine,
When traveling by the motor, when the vehicle speed exceeds a set speed, a control device for a vehicle that starts the engine,
The control unit includes:
(I) a first automatic driving mode (maned automatic driving mode) in which the vehicle travels while performing automatic steering and automatic acceleration / deceleration based on map information;
(Ii) a second automatic driving mode in which the vehicle travels so as to maintain a target vehicle speed or a distance from a preceding vehicle according to steering by a driver;
Can be executed at least, and in the case of the second automatic operation mode, the set speed is set higher than in the case of the first automatic operation mode.

  According to the present invention, in the second automatic driving mode, the set speed is higher than that in the first automatic driving mode, and therefore, the vibration suppression and quietness of the vehicle compartment in the first automatic driving mode having high vibration sensitivity. Can be improved. Further, in the second automatic driving mode in which the behavior of the vehicle can be predicted to some extent, improvement of fuel efficiency can be prioritized over vibration suppression and quietness of the vehicle compartment.

FIG. 1 is a diagram illustrating a vehicle control device according to an embodiment of the present invention, and is a skeleton view illustrating a schematic overall configuration of a vehicle on which the vehicle control device is mounted. FIG. 2 is an engagement operation table showing engagement or disengagement of the friction engagement element used for the gear change processing at each gear. FIG. 3 is an input / output diagram illustrating the transfer of various information to and from a control device (ECU). FIG. 4 is a nomographic chart illustrating the rotation operation of each rotation element of the planetary gear included in the power transmission mechanism. FIG. 5 is a shift diagram illustrating a shift switching control based on a vehicle speed and a required torque, a shift switching diagram showing a boundary line for switching between a stepped shift and a continuously variable shift in the shift switch control, 6 is a map illustrating an example of a power source switching diagram showing a boundary line for switching between motor driving and a power source switching diagram. FIG. 6 is a flowchart illustrating an engine start permission vehicle speed setting process. FIG. 7 is a view for explaining another aspect of the embodiment, and is a skeleton view showing a schematic overall configuration of a vehicle equipped with the control device. FIG. 8 is an engagement operation table showing engagement or disengagement of the friction engagement element used for the shift speed switching process of the transmission at each shift speed.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 6 are diagrams illustrating a control device of a vehicle according to an embodiment of the present invention, and FIG. 1 is a diagram illustrating an example of a vehicle equipped with the control device of the vehicle.

  In FIG. 1, a vehicle 100 includes, as power sources, an engine 101 which is an internal combustion engine, and rotating electric machines 103 and 105 functioning as motor generators (MG). The vehicle 100 travels by transmitting rotational power output from the engine 101 and the rotary electric machines 103 and 105 to drive wheels 109 via a power transmission mechanism 110 and rolling. The vehicle 100 is decelerated and stopped by a friction type brake (braking mechanism) 140 that functions when a driver steps on a foot brake (not shown) by frictionally braking the rotation of the drive wheel 109.

  The power transmission mechanism 110 is connected to an input shaft 111 to which rotational power output from the engine 101 is input and a differential gear (differential gear device) 150 and outputs rotational power to be transmitted to each of the left and right drive wheels 109. An output shaft 112, a transmission shaft 113 interposed between the input shaft 111 and the output shaft 112 and transmitting the rotational power so as to relay the power, and a rotation shaft of the engine 101 disposed between the input shaft 111 and the transmission shaft 113. A power distribution mechanism 115 that distributes power to the rotating electric machines 103 and 105 to output the power, and an automatic transmission at a shift speed that is disposed between the output shaft 112 and the transmission shaft 113 and includes the rotational power transmitted from the power distribution mechanism 115. And a stepped transmission mechanism 117 that outputs the driving force to the driving wheel side.

  In this power transmission mechanism 110, an input shaft 111, an output shaft 112, and a transmission shaft 113 are housed in series in a transmission case 119 such that the shaft centers are a common axis, and each of the power transmission mechanisms 110 is rotatably provided via a bearing or the like. Supported. Here, the rotation speed (the number of rotations) of the output shaft 112 is detected by the vehicle speed sensor 132, the rotation speed of the rotor of the rotating electric machine 103 is detected by the rotation speed sensor 133, and the transmission shaft 113 integrated with the rotor of the rotating electric machine 105 is detected. The rotation speed is provided so that the rotation speed sensor 135 detects the rotation speed. The vehicle speed sensor 132 and the rotation speed sensors 133 and 135 are connected to be able to transmit sensor signals to the ECU 11 described below. In addition, FIG. 1 is a skeleton diagram (skeleton diagram) in which the lower side in the figure is omitted because the power transmission mechanism 110 is configured to be rotationally symmetric about the axis of the input shaft 111 and the like.

  The power distribution mechanism 115 includes a first rotating electric machine (MG1) 103 and a second rotating electric machine (MG2) 105 connected to a single pinion type planetary gear mechanism 121 having a switching clutch C0 and a switching brake B0. The rotational power is distributed and output. The planetary gear mechanism 121 includes a sun gear S0, a planetary gear P0, a carrier CA0, and a ring gear R0 as rotating elements. The first rotating electric machine 103 is connected to the sun gear S0 of the planetary gear mechanism 121 so that the rotor rotates integrally therewith. The second rotary electric machine (MG2) 105 is connected to the ring gear R0 of the planetary gear mechanism 121 and the transmission shaft 113 so that the rotor rotates integrally therewith. The carrier CA0 of the planetary gear mechanism 121 is connected to the input shaft 111, that is, the output shaft of the engine 101. The switching brake B0 is installed in the transmission case 119, and engages or releases the sun gear S0. The switching clutch C0 engages or releases the connection between the sun gear S0 and the carrier CA0. The switching clutch C0 and the switching brake B0 are driven by hydraulic pressure to adjust an engagement pressure with a target member to be brought into pressure contact, thereby maintaining an engaged state, a released state, and a frictional contact (so-called sliding) state. It is constructed by a combination element.

  For example, when the switching clutch C0 and the switching brake B0 are released, the power distribution mechanism 115 is brought into a differential state in which the sun gear S0, the carrier CA0, and the ring gear R0 can be relatively rotated. At this time, the output (rotational power) of the engine 101 is distributed to the first rotating electric machine 103 and the second rotating electric machine 105 (the transmission shaft 113). And the second rotating electric machine 105 is driven as an electric motor. As a result, the power distribution mechanism 115 enters a so-called continuously variable transmission state (electrical CVT: Continuously Variable Transmission) by the rotating electric machines 103 and 105, and changes the rotation speed of the transmission shaft 113 regardless of the rotation speed of the engine 101. The differential state can be continuously changed, and the speed ratio of the rotation speed of the input shaft 111 / the rotation speed of the transmission shaft 113 can be continuously changed. When functioning as electric motors, rotating electric machines 103 and 105 receive (supply) electric power stored in battery 108 via inverter 107 to rotate and drive. The generated power is charged (stored) in the battery 108 via the inverter 107.

  When one of the switching clutch C0 and the switching brake B0 is engaged, the power distribution mechanism 115 is brought into a non-differential state in which differential rotation is not possible. For example, when the sun gear S0 and the carrier CA0 are engaged by the switching clutch C0, the power distribution mechanism 115 is brought into a locked state where the power distribution mechanism 115 and the ring gear R0 are integrally rotated to be in a non-differential state where differential rotation is impossible. . At this time, the speed ratio of the engine 101 and the speed of the transmission shaft 113 are fixed to the gear ratio “1”. As a result, the power distribution mechanism 115 is brought into the constant speed change state in the non-stepless speed change state, so that the stepped speed change mechanism 117 can perform the stepped speed change.

  Further, even if sun gear S0 is connected to transmission case 119 by switching brake B0 and locked, power distribution mechanism 115 is in a non-differential state in which differential rotation is impossible. At this time, the ring gear R0 is rotated at a higher speed than the carrier CA0. As a result, the power distribution mechanism 115 is in a constant speed-up (shift) state in a non-stepless speed change state, and is in a state in which a stepped speed change by the stepped speed change mechanism 117 is possible.

  The stepped transmission mechanism 117 includes switching clutches C1, C2 and switching brakes B1, B2, B3 together with a single pinion type first planetary gear mechanism 125, a second planetary gear mechanism 126, and a third planetary gear mechanism 127. It functions as a 4-speed stepped automatic transmission. The first planetary gear mechanism 125 includes a sun gear S1, a planetary gear P1, a carrier CA1, and a ring gear R1 as rotating elements. The second planetary gear mechanism 126 includes a sun gear S2, a planetary gear P2, a carrier CA2, and a ring gear R2 as rotating elements. The third planetary gear mechanism 127 includes a sun gear S3, a planetary gear P3, a carrier CA3, and a ring gear R3 as rotating elements. The switching clutches C1, C2 and the switching brakes B1, B2, B3 are constructed by the same frictional engagement elements as the switching clutch C0 and the switching brake B0.

  In the stepped transmission mechanism 117, the sun gear S1 and the sun gear S2 are connected so as to rotate integrally, and are connected to the transmission shaft 113 via the switching clutch C2 so as to be fastened or released. Further, the ring gear R2 and the sun gear S3 are connected so as to rotate integrally, and are connected to the transmission shaft 113 via the switching clutch C1 so as to be fastened or released. Further, the ring gear R1, the carrier CA2, and the carrier CA3 are connected to the output shaft 112 so as to rotate integrally. The switching brakes B1, B2, and B3 are installed in the transmission case 119. The switching brake B1 engages or releases the sun gear S1 and the sun gear S2 that rotate together, and the switching brake B2 engages or releases the carrier CA1. The brake B3 engages or releases the ring gear R3.

  In the power transmission mechanism 110 configured as described above, one of the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115 is driven to be engaged by the drive control of the ECU 11, which will be described later. The switching clutches C1, C2 and the switching brakes B1, B2, B3 are selectively driven to be engaged. As a result, the rotational power of the engine 101 and the rotating electric machines 103 and 105 transmitted from the power distribution mechanism 115 via the transmission shaft 113 is switched to a later-described gear according to various driving conditions such as a vehicle speed. The output is output from the output shaft 112 to the drive wheel 109 side. That is, the power transmission mechanism 110 constitutes a stepped transmission.

  The power transmission mechanism 110 is brought into a continuously variable transmission state by switching the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115 by the drive control of the ECU 11, which will be described later, and includes the stepped transmission mechanism 117. As a result, a state in which it can function as an electric continuously variable transmission is established.

  In the power transmission mechanism 110, a transmission path is formed so that rotational power can be output by setting one of the switching clutches C1 and C2 of the stepped transmission mechanism 117 to an engaged state. As a result, the transmission path of the rotational power is cut off.

  In detail, as shown in the engagement operation table of FIG. 2, the power transmission mechanism 110 includes the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115, and the switching clutches C1, C2 and the switching brake of the stepped transmission mechanism 117. By selectively engaging B1, B2, and B3, a continuously variable speed, or a first speed (1st), a second speed (2nd), a third speed (3rd), a fourth speed (4th), a fifth speed ( 5th), R (Reverse), or N (Neutral), a stepped speed change step is selected to form a transmission path. In FIG. 2, “示 し” indicates that the vehicle is in the engaged state during the selective driving, and “◎” indicates that the vehicle is in the engaged state during the selective driving during the above-described stepped shifting, but is selected during the stepless shifting. This indicates that the motor is released when driven. Further, the vehicle 100 is operated by selecting a shift lever (not shown), for example, parking “P (parking)”, reverse running “R (reverse)”, power transmission path blocking neutral “N (neutral)”, and forward running. Either “D (drive)” or forward traveling “M (manual)” is selectable. When step “D” is selected, continuously variable transmission control is executed. When “M” is selected, Stepped shift control is executed.

  As shown in FIG. 3, an ECU (Electronic Control Unit) 11 performs overall control of the entire vehicle 100 in accordance with a control program stored in a memory 12 in advance. The ECU 11 corresponds to a control unit in the present invention. The ECU 11 receives a signal input such as various sensor information shown on the left side in the drawing and outputs a signal such as control information to various device devices shown on the right side in the drawing, so that, for example, the engine 101 and the rotating electric machines 103 and 105 The drive is controlled, and the drive of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power transmission mechanism 110 is controlled to control the power distribution mechanism 115 and the stepped transmission mechanism 117. Has become.

  Here, the ECU 11 is provided with a signal input interface on the left side in FIG. Although not shown in detail, the ECU 11 includes, for example, a sensor signal of an engine coolant temperature, a sensor signal of a selected position of a shift lever, an operation signal of an automatic operation mode setting switch, and an operation signal of an auto cruise switch provided on a steering wheel. A sensor signal of the rotation speed sensor 133 of the rotation speed of the rotary electric machine 103, a sensor signal of the rotation speed sensor 135 of the rotation speed of the rotary electric machine 105, a sensor signal of the rotation speed NE of the engine 101, a sensor signal of the intake air temperature, an M mode ( A manual shift operation) switch signal, an operation signal of an air conditioner (air conditioner), a sensor signal of a vehicle speed sensor 132 of a vehicle speed (output shaft 112), a sensor signal of an AT (Automatic Transmission) oil temperature in the power transmission mechanism 110, ECT (Electronic Control signal switch operation signal, side brake operation signal, foot brake (brake pedal depression amount) sensor signal, catalyst temperature sensor signal, accelerator opening (accelerator pedal depression amount) sensor signal, cam angle Sensor signal, snow mode setting signal, vehicle longitudinal acceleration sensor signal, various signals for automatic driving such as auto cruise driving, sensor signal of turbocharger turbine speed NT, vehicle weight (vehicle weight) Various types of signals such as the sensor signal of (2) can be input.

  The ECU 11 is provided with a signal output interface on the right side in FIG. Although not shown in detail, the ECU 11 includes, for example, a drive control signal for an injector (fuel injection device), a drive control signal for an electronic throttle valve of an intake pipe, a control signal for adjusting a supercharging pressure, and a control signal for an electric air conditioner. To the ignition signals of the plugs of the combustion chamber of the engine 101, the drive control signal of the rotating electric machine 103 (MG1), the drive control signal of the rotating electric machine 105 (MG2), and the controllers A and B which execute separate drive control processing for parallel processing. Control signal, display signal to a gear ratio indicator, display signal to a snow mode indicator, drive control signal to an AT line pressure control solenoid, drive control signal to an ABS (Anti-lock Break System) actuator, M mode (manual) Shift operation) display signal to indicator, drive control signal to AT solenoid, A Executes various control signals such as drive control signal to electric motor of T electric oil pump, drive control signal to electric heater, display signal to gear ratio indicator, etc. A control signal to the controller C can be output.

  In addition, the ECU 11 generates various corresponding output signals based on various input signals from sensors and the like installed in each part of the device, and outputs a drive control signal to, for example, a solenoid (not shown). The ECU 11 is a hydraulic pressure disengagement or release hydraulic pressure for switching between engagement and disengagement of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power distribution mechanism 115 and the stepped transmission mechanism 117 constituting the power transmission mechanism 110. Is appropriately supplied to execute the shift control process.

  In the power distribution mechanism 115 and the stepped transmission mechanism 117 of the power transmission mechanism 110, the switching clutches C0, C1, and C2 and the switching brakes B0, B1, B2, and B3 are appropriately engaged to rotate the respective rotating elements (the sun gear S). , The carrier CA and the ring gear R) rotate while maintaining the relationship of the rotational speed shown in the alignment chart of FIG. In the alignment chart of FIG. 4, the rotating elements (the sun gear S, the carrier CA, and the ring gear R) that are connected and integrally rotate are combined into one vertical line so that a predetermined rotation speed ratio (speed ratio) is obtained. Are set so that the intersection between the straight line crossing the vertical line and the vertical line is the rotation speed of each rotary element.

  For example, as shown in FIG. 4, in the power distribution mechanism 115, the meshing position of the sun gear S0, the carrier CA0, and the ring gear R0 is fixed during the stepped shift in which the switching clutch C0 or the switching brake B0 shown in FIG. It is rotated in a directly connected state. At this time, the power distribution mechanism 115 forms a path through which the rotational power is transmitted, and the intersection of the crossing line orthogonal to the vertical line of each rotating element and the vertical line becomes a horizontal line, and the power distribution mechanism 115 rotates at a constant speed. Become. That is, when the power distribution mechanism 115 is in the engaged state, the first rotating electric machine 103 in which the sun gear S0 and the rotor rotate integrally, the engine 101 in which the output shaft is connected to the input shaft 111 that rotates integrally with the carrier CA0, the ring gear R0 and the rotor. Is rotated at a constant speed with the second rotating electric machine 105 integrally rotating, and rotational power is transmitted and output from the input shaft 111 to the stepped transmission mechanism 117 in front of the output shaft 112 via the transmission shaft 113.

  In short, at the time of the stepped shift in the engaged state of the power distribution mechanism 115, the speed ratio of the rotational power transmitted and output from the input shaft 111 to the output shaft 112 depends on the switching clutches C1 and C2 and the switching brake B1 of the stepped transmission mechanism 117. , B2, and B3 are determined by the stepped shift switching according to the engaged state and the released state.

  The power distribution mechanism 115 has a sun gear S0, a carrier CA0, and a ring gear R0 whose meshing positions are changed at a gear ratio according to the number of teeth during a stepless speed change with the switching clutch C0 and the switching brake B0 shown in FIG. In this case, the intersection between the crossing line inclined with respect to the vertical line of each rotation element and the vertical line is vertically different, resulting in differential rotation. That is, when the power distribution mechanism 115 is in the released state (stepless speed change), the sun gear S0 connected to the first rotating electric machine 103, the carrier CA0 (input shaft 111) connected to the engine 101, and the second rotating electric machine The differential rotation with respect to the ring gear R <b> 0 connected to 105 is allowed, and the rotational power output from the input shaft 111 is transmitted to the transmission shaft 113 on the side of the stepped transmission mechanism 117 in front of the output shaft 112.

  In short, the speed ratio of the rotational power transmitted and output from the input shaft 111 to the output shaft 112 at the time of the continuously variable transmission in the disengaged state of the power distribution mechanism 115 is determined by the switching state of the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115. Gear ratio based on the differential rotation of the rotating electric machines 103 and 105 in accordance with the release state and the engagement state and the release state of the switching clutches C1, C2 and the switching brakes B1, B2, B3 of the stepped transmission mechanism 117. Is determined by the stepped speed changeover corresponding to.

  At this time, when the switching clutches C1 and C2 are in the engaged state, the stepped transmission mechanism 117 is rotated at a constant speed with the intersection of the cross line orthogonal to each vertical line and the vertical line being a horizontal line. . That is, the stepped transmission mechanism 117 transmits the rotational power transmitted from the input shaft 111 at a constant speed through the transmission shaft 113 and the power distribution mechanism 115 at the same speed as it is, and rotates the output shaft 112 at a constant speed. .

  The step-variable transmission mechanism 117 includes sun gears S1 to S3, carriers CA1 to CA3, and ring gears R1 to R3, each of which has a different tooth according to the engaged state and the released state of the switching clutches C1, C2 and the switching brakes B1, B2, B3. By configuring a speed change mechanism that is rotated at a speed ratio according to the number, the intersection between the cross line inclined with respect to the vertical line of the rotating element and the vertical line is differentially rotated at different rotational speeds vertically different . That is, the stepped transmission mechanism 117 transmits the rotational power transmitted from the input shaft 111 via the power distribution mechanism 115 and the transmission shaft 113 by appropriately rotating each of the rotating elements such as the sun gear S in a differential path. The speed is changed at the speed ratio between the rotating elements and output to the output shaft 112 for rotation.

  Then, the ECU 11 executes a control program in the memory 12 based on various kinds of information such as sensor signals to be acquired, thereby, for example, according to a map such as a shift diagram shown in FIG. The drive of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the transmission mechanism 110 is controlled.

  Specifically, the ECU 11 uses the torque and the vehicle speed required to be output from the output shaft 112 as parameters as shown in the shift diagram of FIG. A shift control process is executed by outputting a drive control signal for setting the switching clutches C0, C1, C2 of the transmission mechanism 110 and the switching brakes B0, B1, B2, B3 to the engaged state or the released state. Here, FIG. 5 shows an example of a shift diagram showing shift lines SHd and SHu used when executing shift switching control using the vehicle speed and the output (requested) torque as parameters. FIG. 5 also shows an example of a shift switching diagram showing shift boundaries GCc and GCt between a stepped shift region and a stepless shift control region for switching between a stepped shift and a stepless shift. Further, FIG. 5 shows an engine traveling area and a motor traveling area in order to switch between the engine traveling in which the rotational power of the engine 101 is the traveling torque and the motor traveling in which the rotational power of the rotating electric machines 103 and 105 is the traveling torque. An example of a power source switching diagram showing the power boundary line PT of FIG.

  More specifically, the ECU 11 executes the speed change control process at the timing of crossing the shift lines SHd and SHu in FIG. At this time, during acceleration, the ECU 11 executes, for example, a shift stage switching control process for upshifting from the second speed to the third speed at a timing crossing the upshift shift line SHu from the low speed side to the high speed side. During deceleration, the ECU 11 executes a shift stage switching control process for downshifting from the fourth speed to the third speed, for example, at a timing crossing the downshift shift line SHd from the high speed side to the low speed side.

  The ECU 11 executes a control process for switching between the stepped shift and the stepless shift at the timing of crossing the shift boundary lines GCc and GCt in FIG. At this time, the ECU 11 switches the switching clutch C0 and the switching brake of the power distribution mechanism 115 at the timing of crossing the continuously variable transmission boundary line GCc from the high torque side to the low torque side while keeping the speed of the stepped transmission mechanism 117 as it is. A shift type switching control process is executed in which B0 is released and the process shifts to the continuously variable shift control region. Further, at the timing of crossing the stepped shift boundary GCt from the low torque side to the high torque side, the ECU 11 keeps the shift stage of the stepped transmission mechanism 117 as it is and switches the switching clutch C0 or the switching brake B0 of the power distribution mechanism 115. Is set to the engaged state, and a shift type switching control process for shifting to the stepped shift control region is executed.

  When shifting from a running state using only the motor to an operating state using the engine, that is, when starting the engine, there is a problem that uncomfortable vibration is likely to occur due to the influence of torque fluctuation. For this reason, in this embodiment, the vibration suppression control which outputs the torque which offsets the torque fluctuation from the motor by PWM (Pulse Width Modulation: Pulse Width Modulation) is performed by the ECU 11 at the timing of starting the engine.

  The automatic driving mode setting switch is an interface through which an occupant (including a driver) of the vehicle 100 or a non-riding operator (hereinafter, referred to as an occupant or the like) inputs information. It is configured to include a touch panel for an occupant or the like to perform an input operation, and an operable switch or button object displayed on a screen is mounted. The automatic operation mode setting switch may be a portable information terminal wirelessly connected to the ECU 11, and may be a device that receives an input operation by an occupant or the like and outputs information to the occupant or the like. Input means, for example, a mechanical push switch may be used. The vehicle 100 is provided with three types of automatic driving modes that can be selected and instructed by an input operation of an automatic driving mode setting switch. The auto cruise switch is, for example, a group of push switches having a mechanical knob provided on a steering wheel, and instructs start and end of an auto cruise mode, setting of a cruise vehicle speed, and start and end of a preceding vehicle following mode. , And the inter-vehicle distance can be set.

[Auto cruise mode]
In the auto cruise mode, for example, on an expressway, automatic operation is realized by simplifying an accelerator operation and a brake operation to assist a driver's driving operation. In the auto cruise mode, automatic steering based on map information is not performed. Steering is performed only by operating the steering wheel of the driver, or operation of input means such as a steering wheel or a direction indicator switch by the driver, or operation of a camera or millimeter wave. It merely performs the automatic steering or the steering assist operation based on the recognition result of the external situation by the radar sensor or the like. When the ECU 11 obtains the auto cruise mode selection instruction (including the cruise vehicle speed setting and the inter-vehicle distance setting) from the operation signal of the auto cruise switch, the ECU 11 executes the control program in the memory 12 to determine the vehicle speed and the like. It is configured to send various kinds of acquired information to the automatic driving controller C. The instruction to end the auto cruise mode may be executed by input means other than the auto cruise switch, for example, by operating an accelerator pedal or a brake pedal. The automatic driving controller C generates an automatic cruise control signal based on various kinds of acquired information such as the vehicle speed passed from the ECU 11 and returns the signal to the ECU 11. The ECU 11 implements automatic cruise traveling by executing an automatic driving traveling control process of the vehicle 100 based on the received control signal.

  The automatic driving control controller C performs a constant speed control mode in which the vehicle travels while maintaining a constant vehicle speed and an inter-vehicle control mode in which the vehicle follows the preceding vehicle while maintaining a constant inter-vehicle distance. The program is executed in cooperation with the ECU 11. The ECU 11 and the autonomous driving controller C execute a constant speed control mode and a headway control mode by acquiring operation signals such as a driver's instruction to select auto cruise driving and designation of various driving conditions. Further, the vehicle 100 is equipped with various devices capable of executing the auto cruise mode of the constant speed control mode and the headway control mode. For example, in addition to sensors for detecting vehicle speed and acceleration, detection of peripheral information Equipment. The peripheral information detecting device is a so-called millimeter-wave radar sensor that receives a reflected millimeter wave radiated and detects an inter-vehicle distance, and a communication that performs so-called inter-vehicle communication with a preceding vehicle and receives various information such as a brake signal. It is configured to include functions and a camera that captures images of the surroundings of the vehicle.

  In the constant speed control mode of the auto cruise running, the operation of the friction type brake 140 is automatically performed together with the drive of the engine 101 and the rotating electric machines 103 and 105 and the switching of the power transmission mechanism 110 so as to maintain the set running speed. Control. For example, while traveling on a downhill on a highway, the engine brake of the engine 101 and the regenerative braking of the rotary electric machines 103 and 105 are effectively used by switching the gear ratio of the power transmission mechanism 110, and the friction brake 140 is used. The running speed is maintained at the set speed by applying friction braking. Here, the regenerative braking of the rotating electric machines 103 and 105 functions by executing a so-called regenerative control process in which the rolling torque of the drive wheels 109 is transmitted and generated to generate power, and the rotating electric machines 103 and 105 function as generators. This utilizes the braking force generated when driving. The torque applied to drive the rotating electric machines 103 and 105 as generators is referred to as regenerative torque, and the generated power is referred to as regenerative power. In the description of the present embodiment, the regenerative braking is described as being functioned by the rotating electric machines 103 and 105 for convenience, but may be performed by one or both of the rotating electric machines 103 and 105, May be appropriately selected and made to function in accordance with the cooperation of the user.

  In the inter-vehicle control mode of auto cruise traveling, the distance from the preceding vehicle is detected by a millimeter-wave radar sensor so as to follow the preceding vehicle while maintaining a constant inter-vehicle distance. By acquiring braking information and the like such as stepping on a foot brake by communication, the driving of the engine 101 and the rotating electric machines 103 and 105 and the switching of the power transmission mechanism 110, and the operation of the friction brake 140 are automatically controlled. I have. For example, in an inter-vehicle control mode during deceleration traveling of a preceding vehicle on a highway, the engine brake of the engine 101 and the regenerative braking of the rotary electric machines 103 and 105 are effectively used by switching the gear ratio of the power transmission mechanism 110, and the friction is increased. The automatic brake 140 is automatically operated as appropriate to follow the vehicle while maintaining a constant inter-vehicle distance with the preceding vehicle. The auto cruise mode is a mode in which the vehicle travels so as to maintain a target vehicle speed or a distance from a preceding vehicle according to steering by a driver without being based on map information including a travel route. Mode.

[Route automatic operation mode]
In the automatic route driving mode, automatic driving is realized by executing automatic steering and automatic acceleration / deceleration based on map information. The route automatic driving mode is provided with two types, a manned automatic driving mode selected when an occupant is in the vehicle and an unmanned automatic driving mode selected when the occupant is not in the vehicle.

  In the automatic route driving mode, a target route to a preset destination, that is, a traveling route is determined according to map information provided in the navigation system, and automatic driving traveling to the destination is realized. The map information may be stored in a non-volatile memory of a vehicle-mounted navigation terminal, or may be stored in a server or the like outside the vehicle and referred to by road-to-vehicle communication or other wireless communication.

  The autonomous driving controller C, for example, based on the destination input by the driver to the navigation terminal, the vehicle position calculated by the navigation terminal, map information, infrastructure information, the target route and course, the target route based on the weather, etc. Generate a travel plan along the route. The travel plan is data indicating a change in the vehicle speed and the steering torque of the vehicle when the vehicle travels on a course along the target route. The travel plan includes a speed pattern and a steering pattern of the vehicle. Here, the speed pattern is, for example, data consisting of a vehicle speed set in association with time for each target control position with respect to a target control position set at a predetermined interval (for example, 1 m) on the course. The steering pattern is, for example, data consisting of a target steering torque set in association with time for each target control position with respect to a target control position set at a predetermined interval (for example, 1 m) on the course. The autonomous driving control controller C sets the travel time (the time required for the vehicle to arrive at the destination) to be minimized or the fuel efficiency to be minimized in accordance with, for example, a selection input by an occupant or the like. Then, a travel plan may be generated.

  The speed pattern in the generated travel plan is used as a base vehicle speed, and when traveling, is a value proportional to the difference according to a difference obtained by subtracting the actual inter-vehicle distance from the target inter-vehicle distance with the preceding vehicle by a predetermined map. The vehicle speed safety margin is calculated, and the target vehicle speed is calculated by subtracting the vehicle speed safety margin from the base vehicle speed. For example, when the actual inter-vehicle distance is too small, the vehicle speed safety margin becomes a positive value, and by subtracting this from the base vehicle speed, the target vehicle speed is reduced accordingly. Note that the vehicle speed safety margin can be prevented from increasing beyond the base vehicle speed by guarding the lower limit value thereof to zero. On the other hand, in the automatic route driving mode, the front vehicle following mode in which the vehicle follows the preceding vehicle, that is, the vehicle running immediately before, can be selected. In this front vehicle following mode, the target vehicle speed exceeding the base vehicle speed is allowed to be increased by not setting a lower limit value to the vehicle speed safety margin or setting a lower limit value to a specific negative value. Following can be facilitated.

  The ECU 11 automatically controls the traveling of the vehicle based on the traveling plan generated by the automatic driving traveling controller C. That is, the ECU 11 estimates and calculates the running resistance from the map information, the actual gradient, the actual driving force, the actual acceleration, and the like, and considers (adds to the target driving force) the target resistance output from the automatic driving controller C. The engine 101, the rotating electrical machines MG1 and MG2, the brake 140, and the hydraulic circuit (therefore, the power transmission mechanism 110) are controlled so that the vehicle speed matches the actual vehicle speed. Thus, the ECU 11 controls the operation of the vehicle so that the vehicle travels independently according to the travel plan.

  Among the route automatic driving modes, the unmanned automatic driving mode and the manned automatic driving mode have the same basic operation, but the unmanned automatic driving mode has more comfort (for example, the engine 101 Control relating to suppression of vibration and noise and suppression of vibration in the speed change operation of the power transmission mechanism 110 are omitted or reduced, thereby reducing relative fuel consumption. Note that the automatic route driving mode is a mode in which a vehicle travels based on map information including a traveling route, and corresponds to the first automatic driving mode in the present invention.

  The ECU 11 is configured to be able to execute an auto cruise mode, a route automatic driving mode (unmanned automatic driving mode and manned automatic driving mode), and a manual driving mode in which automatic driving is not performed, by executing a control program in the memory 12. ing.

  For example, in the manual operation mode, the ECU 11 executes a control program in the memory 12 based on acquired information such as a sensor signal according to the manual operation of the driver, thereby driving the engine 101 and the rotating electric machines 103 and 105. The switching of the power transmission mechanism 110 is performed to realize the traveling of the vehicle 100.

  Further, in the auto cruise mode and the automatic route driving mode, the ECU 11 acquires running conditions such as a set vehicle speed according to an operation signal of an automatic driving mode setting switch and activates a communication function such as a millimeter wave radar sensor and a vehicle-to-vehicle communication. Then, various kinds of information necessary for automatic traveling are obtained, and the control program in the memory 12 is executed. Thereby, the ECU 11 realizes the traveling of the vehicle 100 by automatically controlling the operation of the friction brake 140 together with the drive of the engine 101 and the rotating electric machines 103 and 105 and the switching of the gear stage of the power transmission mechanism 110.

  Returning to FIG. 5, in the present embodiment, as shown, the power boundary line PT between the engine traveling region and the motor traveling region is substantially L-shaped, and the right end position of the power boundary line PT is changed. I have. The right end of the power boundary line PT is a solid line PT4 in the manual operation mode, a dashed line PT1 in the unmanned automatic route operation mode, a dashed line PT2 in the manned automatic route operation mode, and an auto cruise mode. In this case, each is represented by a broken line PT3.

  In the case of the unmanned route automatic driving mode, since the vehicle is unmanned, there is a possibility that the vibration suppression and quietness of the passenger compartment are not required as compared with the case of the manual driving mode. In this embodiment, as shown in FIG. 5, the engine start permission vehicle speed is set higher in the unmanned route automatic driving mode than in the manual driving mode. As a result, the motor traveling area is expanded, so that the fuel efficiency in the unmanned route automatic operation mode can be improved as compared with the manual operation mode.

  Further, in the case of the auto cruise mode, there is a possibility that vibration suppression and quietness of the passenger compartment are required more than in the case of the manual operation mode. In the present embodiment, as shown in FIG. 5, in the auto cruise mode, the engine start permission vehicle speed is set lower than in the manual operation mode. This makes it possible to reduce unpleasant vibrations that occur when the engine is started, so that it is possible to reduce the vibration and quietness of the cabin in the case of the auto cruise mode and to improve the quietness compared to the case of the manual operation mode. become.

  Here, the ECU 11 extracts and sets the engine start permission vehicle speed Vth associated with the various operation modes from the memory 12 according to the selection by the automatic operation mode setting switch. Specifically, the ECU 11 executes the control program in the memory 12 to execute the engine start permission vehicle speed setting process shown in the flowchart of FIG.

  In FIG. 6, when the process is started, first, the ECU 11 checks whether or not the automatic route driving mode is set (step S11). Then, it is determined whether or not the auto cruise mode is set (step S12).

  In steps S11 and S12, the ECU 11 that could not confirm the setting of the automatic route driving mode or the auto cruise mode selects V4 corresponding to the power boundary line PT4 as the engine start permission vehicle speed Vth used in the manual driving mode (step S13). .

  In step S12, after confirming that the auto cruise mode is set, the ECU 11 selects V3 corresponding to the power boundary line PT3 as the engine start permission vehicle speed Vth (step S14).

  On the other hand, in step S11, the ECU 11 that has confirmed the setting of the route automatic driving mode further checks whether or not the unmanned automatic driving mode has been selected (step S15).

  In step S15, the ECU 11 that has confirmed that the vehicle is in the unmanned automatic route driving mode selects V1 corresponding to the power boundary line PT1 as the engine start permission vehicle speed Vth (step S16). On the other hand, in step S15, the ECU 11 that has confirmed that the vehicle is not in the unmanned route automatic driving mode (that is, that it is in the manned route automatic driving mode) sets V2 corresponding to the power boundary line PT2 as the engine start permission vehicle speed Vth. Select (step S17).

  These engine start permission vehicle speeds have a relationship of V2 <V3 <V4 <V1. That is, the engine start permission vehicle speed V1 set in the unmanned route automatic operation mode is higher than the engine start permission vehicle speed V2 set in the unmanned route automatic operation mode. Then, the engine start permission vehicle speed V2 set in the manned route automatic driving mode is set smaller than the engine start permission vehicle speed V3 set in the auto cruise mode.

  With this configuration, in order to improve the fuel efficiency, the unmanned route automatic driving mode, the manual driving mode, the auto cruise mode, and the manned route automatic driving mode are arranged in the order from the one with the highest effect. On the other hand, regarding the vibration suppression and quietness of the cabin, the automatic route driving mode for manned operation, the automatic cruise mode, the manual driving mode, and the automatic route driving mode for unmanned operation are performed in the order of higher effect. In the present invention, the engine start permission vehicle speed V4 in the manual operation mode is not limited to this, but is smaller than a numerical value that gives priority to vibration suppression and quietness of the vehicle compartment over improvement in fuel efficiency, for example, V2 or V3. It may be a value.

  The ECU 11 continues the traveling control process in the selected driving mode based on the engine start permission vehicle speed set in steps S13, S14, S16, and S17 (step S18). The above process may be repeatedly performed at predetermined time intervals while the vehicle is running, or may be performed each time a new driving mode is set.

  As a result of the above processing, the ECU 11 determines whether the traveling mode of the vehicle 100 is one of an unmanned route automatic driving mode, a manned route automatic driving mode, a manned auto cruise mode, and a manned manual driving mode. The set value of the engine start permission vehicle speed held in the memory 12 is selected.

As described above, in the present embodiment, the ECU 11
(I) a manned automatic driving mode (first automatic driving mode) in which the vehicle travels while performing automatic steering based on map information;
(Ii) an auto cruise mode (second automatic driving mode) in which the vehicle travels so as to maintain a target vehicle speed or a distance from a preceding vehicle according to steering by a driver;
Can be executed at least, and in the second automatic operation mode, the engine start permission vehicle speed (set speed) is set higher than that in the first automatic operation mode (V3 is set to be larger than V2). ).

  In the above-described vibration suppression control at the time of starting the engine, the higher the vehicle speed in the motor traveling, the higher the speed of the motor rotation. Therefore, when the engine start permission vehicle speed is set to be high, the fuel consumption can be improved by the increase in the period of the motor travel, but the occupant may feel uncomfortable vibration when the engine is started. Conversely, when the engine start permission vehicle speed is set low, the vibration suppression control functions to suppress the vibration, but the fuel consumption may be reduced due to the reduction in the period of the motor running.

  Further, the driver can predict the behavior of the vehicle to some extent in the case of the auto cruise mode, but cannot predict the behavior of the vehicle in the case of the manned automatic driving mode, and thus may be sensitive to engine vibration.

  According to the present embodiment, in the auto cruise mode, the engine start permission vehicle speed is higher than in the manned automatic driving mode, so that the vibration suppression and quietness of the vehicle compartment in the manned automatic driving mode with high vibration sensitivity are improved. It is possible to do. Further, in the auto cruise mode in which the behavior of the vehicle can be predicted to some extent, improvement of fuel efficiency can be prioritized over vibration suppression and quietness of the passenger compartment.

  Further, as another aspect of the present embodiment, for example, as shown in FIGS. 7 and 8, the present invention may be applied to a vehicle 200 equipped with one rotating electric machine 207 that cooperates with the engine 101 as a power source. In brief, the vehicle 200 transmits the rotational power of the engine 101 and the rotary electric machine 207 to the power transmission mechanism 210 via the torque converter 205 connected to the input shaft 211 and the transmission shaft 213, and transmits the rotational power. Is output from the power transmission mechanism 210 to the output shaft 212 to roll the drive wheels 109 so that the vehicle travels.

  Here, the power transmission mechanism 210 has a coupling clutch K0 between the engine 101 and the rotary electric machine 207, and also arranges switching clutches C1, C2, C3, C4 and switching brakes B1, B2 to form two sets of double pinions. Type planetary gear mechanisms 221 and 222. The planetary gear mechanism 221 includes a sun gear S1, planetary gears P11 and P12, carriers CA11 and 21, and a ring gear R1 as rotating elements. The planetary gear mechanism 222 includes sun gears S21 and S22, planetary gears P21 and P22, carriers CA12 and 22, and A ring gear R2 is provided as a rotating element. FIG. 7 is a skeleton diagram in which the lower side in the figure is omitted because the power transmission mechanism 210 is configured to be rotationally symmetric about the axis of the input shaft 211 and the like.

  As shown in the engagement operation table of FIG. 8, the power transmission mechanism 110 is configured to selectively engage the switching clutches C1, C2, C3, C4 and the switching brakes B1, B2, thereby setting the first speed (1st) and the second speed (1st). Speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th), 6th speed (6th), 7th speed (7th), 8th speed (8th), R1 (Reverse1), R2 (Reverse2) Is selected to form a transmission path. Note that “な お” illustrated in FIG. 8 indicates that the engagement state is established during the selective driving.

  While embodiments of the present invention have been disclosed, it will be apparent that modifications may be made by those skilled in the art without departing from the scope of the invention. All such modifications and equivalents are intended to be included in the claims.

11 ECU
12 Memory 100, 200 Vehicle 101 Engine 103, 105, 207 Rotating electric machine 109 Driving wheel 110, 210 Power transmission mechanism 115 Power distribution mechanism 117 Stepped transmission mechanism

Claims (1)

An engine that drives a driving wheel, and a motor that starts the engine and drives the driving wheel, comprising a control unit configured to control the engine,
When traveling by the motor, when the vehicle speed exceeds a set speed, a control device for a vehicle that starts the engine,
The control unit includes:
(I) a first automatic driving mode in which the vehicle travels while performing automatic steering and automatic acceleration / deceleration based on map information;
(Ii) a second automatic driving mode in which the vehicle travels so as to maintain a target vehicle speed or a distance from a preceding vehicle according to steering by a driver;
And at least the set speed is set higher in the second automatic driving mode than in the first automatic driving mode.

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