JP6750557B2 - Vehicle control device - Google Patents

Description

The present invention relates to a control device for a vehicle in which a rotating electric machine and an internal combustion engine are mounted as power sources.

2. Description of the Related Art In recent years, vehicles equipped with an internal combustion engine and a rotary electric machine have become widespread, and both or one of the internal combustion engine and the rotary electric machine are used as a power source. Patent Document 1 discloses that in such a vehicle, when traveling in an unmanned automatic driving mode, noise is reduced at night or in the early morning by using only the rotating electric machine as a power source.

JP, 2016-102441, A

On the other hand, in a vehicle equipped with an internal combustion engine and a rotary electric machine as a power source in this way, the stop control process of the internal combustion engine is started in order to prevent repeated stop/start. It may be restricted to start after a predetermined time has passed from.

However, in such a vehicle control device, if the start restriction of this stop control process is made uniform, the operation of the internal combustion engine may be unnecessarily maintained, which hinders improvement of fuel efficiency. ..

Therefore, an object of the present invention is to provide a control device for a vehicle that can realize stop control of an internal combustion engine suitable for an operation mode.

One aspect of the invention of a control device for a vehicle that solves the above-mentioned problems includes an internal combustion engine and a rotary electric machine as a power source, and a manual operation mode according to an operation by a driver and an automatic operation mode that does not require an operation by the driver. On the other hand, it is a control device mounted on a vehicle traveling on the other hand, and has a function of executing the stop control process of the internal combustion engine used in combination with the rotating electric machine after waiting for a stop prohibition time from starting of the internal combustion engine. However, the stop prohibition time is set according to the manual operation mode or the automatic operation mode.

Thus, according to one aspect of the present invention, in the case where the manual operation mode and the automatic operation mode are provided, when the internal combustion engine used together with the rotating electric machine is stopped, the operation mode is changed according to the selected manual operation mode or automatic operation mode. The stop control process is started after waiting for the stop prohibition time set by the above.

Therefore, it is possible to stop the internal combustion engine after a stop prohibition time suitable for the manual operation mode or the automatic operation mode has elapsed, and to provide a vehicle control device that realizes stop control of the internal combustion engine suitable for the operation mode. You can

FIG. 1 is a diagram for explaining a vehicle control device according to an embodiment of the present invention, and is a skeleton diagram showing a schematic overall configuration of a vehicle equipped with the control device. FIG. 2 is an engagement operation table showing engagement or disengagement of each frictional engagement element of the transmission controlled by the control device (ECU). FIG. 3 is an input/output diagram for explaining exchange of various information with the control device (ECU). FIG. 4 is a collinear diagram for explaining the rotating operation of each rotating element of the planetary gears included in the power transmission mechanism of the internal combustion engine and the rotary electric machine. FIG. 5 is a shift diagram for explaining a shift switching control based on a vehicle speed and a required torque, a shift switching diagram showing a boundary line for switching between stepped shifting and continuously variable shifting in the shift switching control, and engine running. It is a map illustrating an example of each of a power source switching diagram showing a boundary line for switching between motor running and. FIG. 6 is a control block diagram for explaining control processing during traveling. FIG. 7 is a time chart explaining the start restriction of the stop control process of the internal combustion engine in the manual operation mode. FIG. 8 is a time chart explaining the start restriction of the stop control process of the internal combustion engine in the unmanned operation mode. FIG. 9 is a flowchart illustrating a control process for limiting the start of the stop control process. FIG. 10 is a diagram illustrating a first other aspect of the embodiment, and is a flowchart illustrating a control process for limiting the start of the stop control process. FIG. 11 is a diagram illustrating a third other aspect of the embodiment, and is a skeleton diagram showing a schematic overall configuration of a vehicle equipped with the control device thereof. FIG. 12 is an engagement operation table showing engagement or disengagement of the friction engagement elements of the transmission controlled by the control device (ECU) of the third mode for each shift speed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. 1 to 9 are diagrams illustrating a vehicle control device according to an embodiment of the present invention, and FIG. 1 is a diagram illustrating an example of a vehicle including the control device.

In FIG. 1, a vehicle 100 includes an internal combustion engine type engine 101 and rotary electric machines 103 and 105 that function as motor generators (MG) as power sources. The vehicle 100 travels by transmitting the rotational power output from the engine 101 and the rotary electric machines 103 and 105 to the drive wheels 109 via the power transmission mechanism 110 to cause them to roll. In this vehicle 100, a friction brake (braking mechanism) 140, which functions when a driver depresses a foot brake (not shown), frictionally brakes the rotation of the drive wheels 109 to decelerate and stop. That is, the friction brake 140 limits the rotation of the drive wheel 109 by applying the friction braking torque to stop the drive wheel 109 in a decelerating manner.

The power transmission mechanism 110 is connected to an input shaft 111 to which the rotational power output from the engine 101 is input and a differential gear (differential gear device) 150, and outputs rotational power 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 to transmit the rotational power in a relay manner, and a rotation shaft of the engine 101 arranged between the input shaft 111 and the transmission shaft 113. A power distribution mechanism 115 that distributes and outputs power to the rotary electric machines 103 and 105, and a shift speed that is provided between the output shaft 112 and the transmission shaft 113 and that includes the rotary power transmitted from the power distribution mechanism 115 And an automatic transmission mechanism 117 for outputting.

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 so that their axes coincide with each other. Is supported. Here, the rotation speed (rotation speed) of the output shaft 112 is detected by the vehicle speed sensor 132, the rotation speed of the rotor of the rotary electric machine 103 is detected by the rotation speed sensor 133, and the rotation speed of the rotor of the rotary electric machine 105 is detected by the transmission shaft 113. The rotation speed is set 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 the ECU 11 described later so that sensor signals can be transmitted. Note that FIG. 1 is a skeleton diagram in which the lower side of the figure is omitted because the power transmission mechanism 110 is configured to be rotationally symmetric with respect to the axis of the input shaft 111 and the like.

In the power distribution mechanism 115, the first rotating electric machine (MG1) 103 and the second rotating electric machine (MG2) 105 are connected to a single pinion type planetary gear mechanism 121 including a switching clutch C0 and a switching brake B0, and an engine The rotational power of 101 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 rotary electric machine 103 is connected to the sun gear S0 of the planetary gear mechanism 121 so that the rotor rotates integrally. The second rotating 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. 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 disengages between the sun gear S0 and the carrier CA0. The switching clutch C0 and the switching brake B0 are friction members that maintain an engaged state, a released state, or a frictional contact (so-called sliding) state by adjusting the engagement pressure with a target member that is driven by hydraulic pressure to make pressure contact. It is constructed by compound elements.

In the power distribution mechanism 115, for example, when the switching clutch C0 and the switching brake B0 are released, the sun gear S0, the carrier CA0, and the ring gear R0 are brought into a differential state in which they can rotate relative to each other. At this time, the output (rotational power) of the engine 101 is distributed to the first rotary electric machine 103 and the second rotary electric machine 105 (transmission shaft 113), and, for example, the first rotary electric machine uses the distributed output of the engine 101. 103 is driven as a generator, and the second rotating electric machine 105 is driven as an electric motor. As a result, the power distribution mechanism 115 is brought into a so-called continuously variable transmission state (electrical CVT: Continuously Variable Transmission) by the rotary electric machines 103 and 105, and the rotation speed of the transmission shaft 113 is irrespective of the predetermined rotation speed of the engine 101. Can be set to a differential state that continuously changes. Therefore, the power distribution mechanism 115 is a continuously variable transmission that can function as an electric continuously variable transmission (T/M) that continuously changes the speed ratio of the rotation speed of the input shaft 111/the rotation speed of the transmission shaft 113. It can be in a state. The rotary electric machines 103 and 105 are driven to rotate by receiving supply (discharge) of electric power stored in the battery 108 via the inverter 107 when functioning as an electric motor, and when functioning as a generator. The generated power is charged (stored) in the battery 108 via the inverter 107.

Further, 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 impossible. 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 in which the ring gear R0 and the ring gear R0 are integrally rotated, and a non-differential state in which differential rotation is not possible. .. At this time, the gear ratio is fixed to "1" where the rotation speed of the engine 101 and the rotation speed of the transmission shaft 113 match. As a result, the power distribution mechanism 115 enters the non-stepless speed change state of the constant speed change state, and the automatic speed change mechanism 117 allows the stepped speed change.

Further, the power distribution mechanism 115 is in a non-differential state in which differential rotation is impossible even if the sun gear S0 is connected to the transmission case 119 side by the switching brake B0 and is in a locked state. 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 enters the non-stepless speed-changing, constant speed-up (shift) state, and the automatic speed change mechanism 117 allows the stepped shift.

The automatic transmission mechanism 117 includes a single pinion type first planetary gear mechanism 125, a second planetary gear mechanism 126, and a third planetary gear mechanism 127, as well as switching clutches C1, C2 and switching brakes B1, B2, B3. 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 friction engagement elements as the switching clutch C0 and the switching brake B0.

In this automatic 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 that they can 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, 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 integrally, and the switching brake B2 engages or releases the carrier CA1 to perform switching. 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 by the drive control of the ECU 11 described later to be in the engaged state, and the automatic transmission mechanism 117 is switched. The clutches C1, C2 and the switching brakes B1, B2, B3 are selectively driven to be in the engaged state. As a result, the rotational power of the engine 101 and the rotary electric machines 103, 105 transmitted from the power distribution mechanism 115 via the transmission shaft 113 is changed to a shift stage described later in accordance with various operating conditions such as vehicle speed, thereby changing the speed. While being output, it is output from the output shaft 112 to the drive wheel 109 side. That is, the power transmission mechanism 110 constitutes a stepped transmission (T/M).

In addition, the power transmission mechanism 110 is brought into a continuously variable shift state by releasing the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115 by the drive control of the ECU 11 described later, and the automatic transmission mechanism 117 is included. It is made ready to function as an electric continuously variable transmission (T/M).

In the power transmission mechanism 110, one of the switching clutches C1 and C2 of the automatic speed change mechanism 117 is engaged to form a transmission path capable of outputting rotational power, but both of them are released. As a result, the rotational power transmission path is cut off.

More specifically, as shown in the engagement operation table of FIG. 2, the power transmission mechanism 110 has a switching clutch C0 and a switching brake B0 of the power distribution mechanism 115, and switching clutches C1 and C2 and a switching brake B1 of the automatic transmission mechanism 117. , B2, B3 are selectively engaged to achieve continuously variable gears, 1st speed (1st), 2nd speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th) ), R (Reverse), and N (Neutral) are selected, and a transmission path is formed. In addition, "○" shown in FIG. 2 indicates that the engagement state is set during the selective drive, and "◎" indicates that the engagement state is set during the selective drive during the above-described stepped shift but the selection during the stepless shift. It is shown that it is released when driven. In addition, the vehicle 100 is, for example, parked “P (parking)”, traveling backward “R (reverse)”, neutralizing power transmission path “N (neutral)”, traveling forward by selecting a shift lever (not shown). It is equipped with a selection of either "D (drive)" or "M (manual)" for forward running. When the "D" position is selected, continuously variable transmission control is executed, and when the "M" position is selected. The stepped shift control is executed.

Then, as shown in FIG. 3, an ECU (Electronic Control Unit) 11 is configured to integrally control the entire vehicle 100 according to a control program stored in advance in the memory 12. The ECU 11 receives signals such as various sensor information shown on the left side of the drawing and outputs signals of control information and the like to various device devices shown on the right side of the drawing, so that, for example, the engine 101 and the rotating electrical machines 103 and 105 are output. The drive control is performed, and the drive of the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power transmission mechanism 110 are controlled to control the power distribution mechanism 115 and the automatic transmission mechanism 117. ing.

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 remaining charge (SOC: State Of Charge) of the battery 108, an engine water temperature sensor signal, a shift lever selection position sensor signal, and a rotational speed of the rotary electric machine 103. The sensor signal of the rotation speed sensor 133, the sensor signal of the rotation speed sensor 135 of the rotation speed of the rotating electric machine 105, the sensor signal of the rotation speed NE of the engine 101, the sensor signal of the intake air temperature, the switching signal of the M mode (manual shift operation) switch. , An air conditioner (air conditioner) operation signal, a vehicle speed (output shaft 112) vehicle speed sensor 132 sensor signal, an AT (Automatic Transmission) oil temperature sensor signal in the power transmission mechanism 110, an ECT (Electronic Controlled Transmission) switch Operating signal, side brake operating 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 signals, sensor signals for acceleration in the longitudinal direction of the vehicle, various signals for automatic driving such as auto cruise traveling, sensor signals for turbine revolution speed NT of supercharger, vehicle weight (vehicle weight) sensor signals, etc. Various signals can be input.

Further, 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 for the intake pipe, a control signal for adjusting boost pressure, and a control signal for an electric air conditioner. To the ignition signal of the plug of the combustion chamber of the engine 101, the drive control signal of the rotary electric machine 103 (MG1), the drive control signal of the rotary electric machine 105 (MG2), and the controllers A and B that execute separate drive control processing for parallel processing. Control signal, display signal to gear ratio indicator, display signal to snow mode indicator, drive control signal to AT line pressure control solenoid, drive control signal to ABS (Anti-lock Brake System) actuator, M mode (manual) Gear change operation) indicator display signal, AT solenoid drive control signal, AT electric oil pump drive control signal, pump drive control signal, electric heater drive control signal, gear ratio indicator display signal, etc. Various signals, and control signals to the controller C that executes control control processing for automatic driving traveling such as auto cruise traveling for parallel processing can be output.

In addition, the ECU 11 generates various output signals corresponding to various input signals from sensors installed in various parts of the device, and outputs a drive control signal to, for example, a solenoid (not shown). The ECU 11 supplies an engagement hydraulic pressure or a release hydraulic pressure for switching engagement/release of the power distribution mechanism 115 and the automatic transmission mechanism 117 of the power transmission mechanism 110 and the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3. It is appropriately supplied to execute the shift control process.

In the power distribution mechanism 115 and the automatic speed change mechanism 117 of the power transmission mechanism 110, the respective rotating elements (sun gear S, sun gear S, sun gear S, The carrier CA and the ring gear R) rotate while maintaining the relationship of the rotational speeds shown in the alignment chart of FIG. In the nomographic chart of FIG. 4, the rotating elements (the sun gear S, the carrier CA, the ring gear R) that are connected and integrally rotate are grouped into one vertical line, and the rotational speed ratio (gear ratio ), the separation distance of each vertical line is set, and it is drawn so that the intersection of the straight line intersecting the vertical line and the vertical line becomes the rotation speed of each rotating element. There is. FIG. 4 shows a gear ratio for each gear, such as the first gear ratio (1st: 3.357), and the power distribution mechanism 115 and the automatic gearbox 117 rotate integrally as described later. Each gear ratio according to the distance between the vertical lines for each rotary element is also illustrated.

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. 2 is engaged. It is rotated directly. At this time, in the power distribution mechanism 115, a path through which the rotational power is transmitted is formed, and the intersection of the intersecting line orthogonal to the vertical line of each rotary element and the vertical line becomes a horizontal straight line for uniform speed rotation. Become. That is, when the power distribution mechanism 115 is in the engaged state, the rotary electric machine 103 in which the sun gear S0 and the rotor rotate integrally, the engine 101 in which the output shaft is coupled to the input shaft 111 that rotates in unison with the carrier CA0, the ring gear R0 and the rotor are integrated. The rotating electric machine 105 is rotated at a constant speed, and rotational power is transmitted from the input shaft 111 via the transmission shaft 113 to the automatic transmission mechanism 117 in the preceding stage of the output shaft 112.

In short, when the power distribution mechanism 115 is engaged in a stepped speed change, the speed ratio of the rotational power transmitted from the input shaft 111 to the output shaft 112 is determined by the change clutches C1, C2 and the change brake B1 of the automatic speed change mechanism 117. It is determined by the stepped shift change according to the engagement state or the release state of B2 and B3.

Further, in power distribution mechanism 115, the sun gear S0, the carrier CA0, and the ring gear R0 whose meshing positions are changed at a gear ratio corresponding to the number of teeth during stepless speed change in the released state of the change clutch C0 and the change brake B0 shown in FIG. The crossing line that is inclined with respect to the vertical line of each of the rotating elements and the crossing point of the vertical line are 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 rotary electric machine 103, the carrier CA0 (input shaft 111) connected to the engine 101, and the rotary electric machine 105 are connected. The differential rotation with the ring gear R0 is permitted, and the rotational power output from the input shaft 111 is transmitted to the transmission shaft 113 on the automatic transmission mechanism 117 side in front of the output shaft 112.

In short, the gear ratio of the rotational power transmitted from the input shaft 111 to the output shaft 112 at the time of continuously variable transmission in the released state of the power distribution mechanism 115 is determined by the engagement state of the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115. In addition to the continuously variable transmission ratio based on the differential rotation of the rotary electric machines 103 and 105 depending on the release state, the switching clutches C1 and C2 and the switching brakes B1, B2 and B3 of the automatic transmission mechanism 117 are set to the engaged state and the released state. It is determined by the stepped gear shift corresponding to the above.

At this time, when the switching clutches C1 and C2 are in the engaged state, the automatic transmission mechanism 117 is rotated at a constant speed with the intersection line of the crossing line orthogonal to each vertical line and the vertical line becoming a horizontal straight line. That is, the automatic speed change mechanism 117 causes the output shaft 112 to rotate at a constant speed by directly transmitting the rotational power transmitted from the input shaft 111 at a constant speed gear ratio via the transmission shaft 113 and the power distribution mechanism 115.

Further, in the automatic transmission mechanism 117, the sun gears S1 to S3, the carriers CA1 to CA3, and the ring gears R1 to R3 respectively have the number of teeth depending on 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 change ratio corresponding to the above, the intersection point of the intersecting line inclined with respect to the vertical line of the rotary element and the vertical line is differentially rotated at different vertical rotation speeds. That is, in the automatic transmission mechanism 117, the rotary power transmitted from the input shaft 111 via the power distribution mechanism 115 and the transmission shaft 113 is transmitted through the power transmission mechanism 115 and the transmission shaft 113 by appropriately rotating the rotating elements such as the sun gear S differentially. The speed is changed according to the speed ratio between the rotating elements, and output to the output shaft 112 for rotation.

Then, the ECU 11 executes the control program in the memory 12 based on various kinds of information such as the sensor signal to be acquired, so that, for example, the power according to the map such as the shift diagram shown in FIG. Driving 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, for example, the torque required to be output from the output shaft 112 and the vehicle speed as parameters as shown in the shift diagram of FIG. A shift control process is executed by outputting a drive control signal for bringing the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the transmission mechanism 110 into the engaged state or the released state. Here, FIG. 5 shows an example of a shift line diagram showing shift lines SHd and SHu used when executing the shift change control using the vehicle speed and the output (request) torque as parameters. FIG. 5 also shows an example of a shift switching diagram showing shift boundary lines GCc and GCt between the stepped shift region and the stepless shift control region for switching between the stepped shift and the continuously variable shift. Further, FIG. 5 shows an engine running region and a motor running region in order to switch between engine running in which the rotational power of the engine 101 is running torque and motor running in which the running power of the rotating electrical machines 103 and 105 is running torque. An example of a power source switching diagram showing the power boundary line PT of FIG.

Specifically, the ECU 11 is configured to execute the gear shift control process at the timing of crossing the shift lines SHd and SHu in FIG. At this time, the ECU 11 executes a gear shift control process for upshifting from the second speed to the third speed, for example, at the timing of crossing the upshift transmission line SHu from the low speed side to the high speed side during acceleration. Further, during deceleration, the ECU 11 executes a gear shift control process for downshifting from the fourth speed to the third speed, for example, at the timing of crossing the downshift shift line SHd from the high speed side to the low speed side.

The ECU 11 is adapted to execute a control process for switching between stepped shift and continuously variable shift at the timing of crossing the shift boundary lines GCc and GCt in FIG. At this time, the ECU 11 keeps the shift stage of the automatic transmission mechanism 117 at the timing of crossing the continuously variable shift boundary line GCc from the high torque side to the low torque side, and the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115. And a release state is performed to execute a shift stage switching control process for shifting to the continuously variable shift control region. Further, the ECU 11 keeps the shift stage of the automatic transmission mechanism 117 as it is at the timing of crossing the stepped shift boundary line GCt from the low torque side to the high torque side, and switches the shift clutch C0 or the shift brake B0 of the power distribution mechanism 115. A shift stage switching control process is performed in which one of them is set to the engaged state and shifts to the stepped shift control region.

Here, as shown in FIG. 2, the power transmission mechanism 110 of the present embodiment is a mechanism that shifts to the fifth speed by engaging the switching brake B0 of the power distribution mechanism 115 and the switching clutch C2 of the automatic speed change mechanism 117 in the engaged state. Is configured. Therefore, the ECU 11 decelerates while the fifth speed is selected by the stepped shift control and is traveling at a high speed with a low torque, and when the speed crosses the continuously variable shift boundary line GCc, the shift stage of the automatic transmission mechanism 117 is changed. The shift switching control process for shifting the shift brake B0 of the power distribution mechanism 115 to the continuously variable shift control region at substantially the fourth speed is executed while the shift brake B0 of the power distribution mechanism 115 is released. Further, the ECU 11 determines that the fourth speed is selected by the stepped shift control and is accelerated while the vehicle is traveling with a low torque to cross the stepped shift boundary line GCt, and the shift stage of the automatic transmission mechanism 117 remains unchanged. Thus, the shift switch control process is executed in which the shift brake B0 of the power distribution mechanism 115 is put in the engaged state to shift to the step-variable shift control region at substantially the fifth speed.

In addition, the ECU 11 separates the engine 101 from the power transmission path or puts it in the idling state in the motor traveling region within the power boundary line PT in FIG. 5 such as at the start of traveling, and also the switching clutch C0 of the power distribution mechanism 115. And the switching brake B0 are released (continuously variable speed control region), the rotating electric machine 105 is appropriately driven, and rotational power is transmitted to accelerate the vehicle 100. Note that the ECU 11 transmits the rotational power of the engine 101 to the engine running area in which the vehicle 100 travels after the vehicle 100 starts running and moves outside the motor running area of FIG. 5. At this time, the ECU 11 appropriately executes so-called torque assist, in which the traveling torque is transmitted and output to the output shaft 112 by, for example, supplying the stored electric power of the battery 108 to the rotating electric machine 105 to drive the rotating electric machine 105 to rotate. Good. In this torque assist, the rolling torque of the drive wheel 109 is transmitted to the rotary electric machine 103 to load (input) it to drive the rotary electric machine 103 as a generator, and the generated electric power is supplied to the rotary electric machine 105. May be supplied to and executed.

Furthermore, the vehicle 100 does not have a so-called auto-cruise driving mode (manned automatic driving mode) that realizes automatic driving by, for example, simplifying accelerator operation on a highway and supporting the driver's driving operation. It is provided so that selection can be instructed by operating the switches shown in the figure. When the ECU 11 obtains the instruction to select the automatic cruise traveling mode from the automatic driving traveling signal, the ECU 11 executes the control program in the memory 12 to send various kinds of acquired information such as the vehicle speed to the automatic driving traveling control controller C. There is. The automatic driving control controller C generates an automatic cruise control signal based on various acquired information such as the vehicle speed passed from the ECU 11 and returns it to the ECU 11. The ECU 11 is adapted to realize the automatic cruise traveling by executing the automatic driving traveling control processing of the vehicle 100 based on the received control signal.

In this automatic cruise traveling, the automatic driving control controller C has a constant speed control mode in which the vehicle travels while keeping the vehicle speed constant, and an inter-vehicle control mode in which the vehicle travels so as to follow the preceding vehicle while keeping a constant inter-vehicle distance. It is designed to be executed in cooperation with the ECU 11. The ECU 11 and the automatic driving control controller C acquire operation signals such as a driver's selection instruction for automatic cruise traveling and designation of various traveling conditions, and execute the constant speed control mode and the inter-vehicle distance control mode. Further, the vehicle 100 is equipped with various devices capable of executing the constant speed control mode and the auto cruise traveling mode such as the inter-vehicle distance control mode. For example, in addition to the sensors for detecting the vehicle speed and the acceleration, it emits light. It is provided with a so-called millimeter wave radar sensor that receives a reflected wave of a millimeter wave to detect an inter-vehicle distance, and a communication function that performs so-called inter-vehicle communication with a preceding vehicle and receives various information such as a brake signal. In the present embodiment, the case where the inter-vehicle distance is detected by the millimeter wave radar sensor will be described as an example, but the present invention is not limited to this, and for example, a camera is mounted and image processing of a captured image is performed with the preceding vehicle. The inter-vehicle distance may be detected.

In the constant speed control mode of the auto cruise traveling, the operation of the friction brake 140 is automatically performed while driving the engine 101 and the rotating electric machines 103 and 105 and switching the power transmission mechanism 110 so as to maintain the set traveling speed. It is designed to be controlled. For example, while traveling 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. Friction braking is applied to maintain the running speed at the set speed. Here, the regenerative braking of the rotary electric machines 103 and 105 functions by executing a so-called regenerative control process in which the torque that rotates the driving wheels 109 is transmitted to generate electric power, and the rotary electric machines 103 and 105 function as generators. The braking force generated when driving is utilized. The torque loaded to drive the rotating electric machines 103 and 105 as a generator is called regenerative torque, and the generated power is called regenerative power. Further, in the description of the present embodiment, it is described that the regenerative braking functions in the rotary electric machines 103 and 105 for convenience, but the regenerative braking may function in either one or both of the rotary electric machines 103 and 105. It may be appropriately selected and operated according to the cooperation of the above.

In addition, in the inter-vehicle distance control mode for auto-cruise travel, the distance from the preceding vehicle is detected by the millimeter-wave radar sensor so that the distance between the preceding vehicle and the preceding vehicle is detected by the millimeter-wave radar sensor so as to follow the preceding vehicle while maintaining a constant distance. By acquiring braking information such as stepping on of a foot brake through communication, the operation of the friction brake 140 is automatically controlled along with the driving of the engine 101 and the rotary electric machines 103 and 105 and the switching of the power transmission mechanism 110. There is. For example, in the inter-vehicle distance 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 reduced. The type brake 140 is automatically actuated as appropriate to keep the following distance from the preceding vehicle constant.

Further, the vehicle 100 is provided with a fully automatic driving mode in which selection can be instructed by operating a switch (not shown) or the like. The fully automatic driving mode is, for example, similar to the inter-vehicle control mode of the above-described auto-cruise traveling mode, by performing inter-vehicle communication with a preceding vehicle and keeping a certain inter-vehicle distance to follow, At least a column automatic traveling mode that realizes column traveling is configured. In this parallel automatic driving mode, for example, when carrying luggage such as parts and tools in a plurality of vehicles in a predetermined site such as a factory, unmanned driving at least without an occupant in the following vehicle. To enable.

Here, the fully automatic driving mode includes, for example, a route automatic driving mode that determines a preset route to a destination according to map information included in the navigation system and realizes automatic driving to the destination. Even in this route automatic driving mode, unmanned driving without passengers is possible. In addition, this route automatic traveling mode, for example, while acquiring various information such as road information such as the red signal by the above-mentioned road-to-vehicle communication and the surrounding information such as the driving lane and pedestrians by the image processing of the captured video, According to this, it realizes automatic driving to the destination.

Further, as the fully automatic driving mode, for example, a predetermined traveling route and stop position within a site such as a park are preset, and the vehicle travels while acquiring various information such as the road information and the peripheral information. It may include a default automatic driving mode that realizes default driving such as, and even in this default automatic driving mode, unmanned driving can be performed without passengers.

Such a fully automatic driving mode is not limited to the tandem automatic driving mode, the route automatic driving mode, or the default automatic driving mode, and may include other modes that realize driving that does not require the ride of the driver. .. For example, in a vehicle equipped with a remote system where a driver does not board, a remote automatic drive capable of unmanned travel, in which a remote controller (not shown) is operated to drive and stop according to a driving instruction from a remote position. The mode may be included in the fully automatic driving mode, and the received driving instruction may be processed as an automatic driving signal.

The driving system using the above navigation system may have the system configuration shown in the control block diagram of FIG. 6, for example. In this system configuration, the ECU 171 of the navigation device 170 mounted on the vehicle 100 determines the control processing condition for realizing the automatic driving according to the control program in the memory 172. The ECU 171 of the navigation device 170 realizes various traveling modes by generating control information including necessary navigation information based on various input information from the input unit 175 and passing the control information to the ECU 11 of the vehicle 100. Has become.

Briefly described, the driving system shown in FIG. 6 is configured such that the ECU 171 of the navigation device 170 functions as the travel plan generation unit 181, and the ECU 11 of the vehicle 100 main body functions as the travel control unit 191. In FIG. 6, the case where the travel plan generation unit 181 of the navigation device 170 generates the target vehicle speed during traveling is illustrated as an example. Receiving this target vehicle speed, the traveling control unit 191 on the main body side of the vehicle 100 operates the friction brake 140 to apply the friction braking torque to the drive wheels 109, thereby rotating electric machines (MG) 103, 105 and engine (ENG) 101. The drive wheel 109 is controlled to drive the power transmission mechanism (T/M) 110, and the drive torque and the braking torque are applied to the drive wheels 109. Thus, the vehicle 100 can arrive at the destination input from the input unit 175 by determining a desired driving force or braking force and automatically traveling.

At this time, the input unit 175 of the navigation device 170 uses, in addition to the destination and the driving mode (driving mode), for example, the upper limit value and the optimum value of the vehicle speed at which the vehicle 100 travels, and the time priority in selecting a route to the destination. Various kinds of instruction information such as fuel economy priority are input.

The travel plan generation unit 181 of the ECU 171 of the navigation device 170 acquires various information necessary to travel in the travel mode selected and instructed based on the input information such as the destination input from the input unit 175 and travels. The communication process of generating a condition (plan) and passing it to the traveling control unit 191 is executed. The travel plan generating unit 181 is an infrastructure including position information of the vehicle 100 by a GPS (Global Positioning System) function, various map information such as roads, slopes and legal speeds, and traffic information by a VICS (Vehicle Information and Communication System) function. Various information such as travel route and course (direction of travel) that is optimal for traveling in the manually driven driving mode or the fully automatic driving mode selected by obtaining various information such as structure (social infrastructure) information and weather Specify and generate conditions.

For example, during traveling, the traveling plan generation unit 181 calculates the target vehicle speed according to the traveling route, the route (traveling direction), etc. in the processing unit S101 and outputs it as the base target vehicle speed. The travel plan generating unit 181 calculates a margin of vehicle speed for ensuring safety in accordance with a preset route in the processing unit S102, and travels a target vehicle speed that is added (+/-) to the base target vehicle speed. It is passed to the control unit 191. At this time, the processing unit S102 adds (+/-) the actual vehicle-to-vehicle distance to the actual vehicle to the target vehicle-to-vehicle distance according to the preset vehicle speed and route to the vehicle speed safety. Calculate the margin. This vehicle speed safety margin reduces the target vehicle speed when the inter-vehicle distance, which is the target inter-vehicle distance plus the actual inter-vehicle distance, is insufficient, and does not unnecessarily increase the target vehicle speed when the inter-vehicle distance is sufficient. It is calculated by adding the processing result of the processing unit S103 that performs the zero lower limit guard processing.

Further, the travel control unit 191 of the ECU 11 of the main body of the vehicle 100 receives the target vehicle speed from the travel plan generation unit 181 of the navigation device 170, derives and outputs the required driving force during travel. The traveling control unit 191 derives the driving force required for traveling by rolling the driving wheels 109 based on the received target vehicle speed, by feedforward (FF) control using preset parameters and processing procedures. An FF processing unit S201 and an FB processing unit S202 that derives the target vehicle speed by feedback (FB) control that adds (+/-) the actual vehicle speed information received from the vehicle speed sensor 132 are provided. The traveling control unit 191 adds (+/+) the FF driving force acquired by the FF processing unit S201 and the FB driving force acquired by the FB processing unit S202, and then the traveling resistance according to the gradient of the traveling route or the like. Is obtained in the processing unit S203, and the required driving force that is further added (+/+) is derived.

The traveling control unit 191 receives the required driving force in the processing unit S204, calculates the driving force and the braking force to be output to the engine 101 and the rotating electric machines 103 and 105, and controls the power transmission mechanism 110 to function as a transmission. The driving force is applied to the drive wheels 109 by determining the conditions and making them function. In addition, the traveling control unit 191 passes the upper and lower limit values of availability according to the driving force and the braking force acquired in the processing unit S204 to the processing unit S205 and calculates the brake request braking force, thereby operating the friction brake 140. The braking force is applied to the drive wheels 109 by operating them in a timely manner.

Then, when the ECU 11 acquires the instruction for selecting the fully automatic driving mode from the automatic driving signal, the ECU 11 executes the control program in the memory 12 to acquire various kinds of acquired information such as the vehicle speed, as in the case of the automatic cruise driving mode. Is sent to the automatic driving control controller C. The automatic driving control controller C generates a fully automatic driving control signal based on various acquired information such as the vehicle speed passed from the ECU 11 and returns it to the ECU 11. The ECU 11 is configured to realize fully automatic driving traveling by executing an automatic driving traveling control process of the vehicle 100 based on the received control signal.

The ECU 11 and the automatic driving control controller C acquire operation signals such as a driver's selection instruction for fully automatic driving and designation of various driving conditions, as in the above-described automatic cruise driving mode, and the automatic parallel driving mode, route control. Run the autorun mode, the default autorun mode, or the remote autorun mode. In addition, in vehicle 100, various devices required for the auto cruise traveling mode enable execution of a fully automatic driving traveling mode such as a parallel automatic traveling mode.

By the way, the ECU 11 executes the control program in the memory 12 to execute the manual driving traveling mode, the automatic cruise traveling mode, and the fully automatic driving traveling mode. That is, the ECU 11 is configured to be able to execute the manual operation traveling mode as the manual operation mode, and as the automatic operation mode, the automatic cruise traveling mode, the manned fully automatic operation traveling mode, and the unmanned fully automatic operation traveling mode. It is configured to be executable. Further, the ECU 11 is configured to be capable of executing a manual driving traveling mode, an automatic cruise traveling mode, and a manned fully automatic driving traveling mode as the manned driving mode, and an unmanned fully automatic driving traveling mode as the unmanned driving mode. Is configured to be executable.

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

Further, in the auto cruise driving mode or the fully automatic driving mode, the ECU 11 acquires driving conditions such as vehicle speed according to operation signals such as a selection command switch and a driving condition designating switch, a millimeter-wave radar sensor, a vehicle distance, and the like. The communication function of (1) is operated to acquire various information necessary for automatic traveling, and the control program in the memory 12 is executed. As a result, the ECU 11 realizes the traveling of the vehicle 100 by automatically controlling the operation of the friction brake 140 as well as driving the engine 101 and the rotary electric machines 103 and 105 and switching the shift speed of the power transmission mechanism 110.

Here, the ECU 11 determines whether a shift request associated with the execution of a control process based on a manual operation of a shift lever or an automatic driving control process such as an automatic cruise mode is performed, the friction engagement of the switching clutch C0 or the like. A shift control process for controlling the hydraulic pressure supplied to the element to switch the shift stage of the power transmission mechanism 110 is executed.

Further, the ECU 11 executes a drive control process for driving one or both of the engine 101 and the rotary electric machines 103, 105 based on various information such as a vehicle speed and a required torque, and a stop control process for stopping the drive. Ready to run. For example, the ECU 11 stops the engine 101 based on information such as the vehicle speed and the required torque during traveling to drive both the engine 101 and the rotary electric machines 103 and 105, and operates as an electric vehicle by the driving force of the rotary electric machines 103 and 105. May drive.

By the way, the engine 101 is stopped in response to a stop request immediately after being started in response to a start request, and immediately after being stopped, for example, when a re-acceleration operation is performed by a driver depressing an accelerator pedal. Will be restarted, and a situation such as so-called hunting will occur in which stop and start are repeated.

Therefore, the ECU 11 has a function of waiting for the stop prohibition time preset (stored) in the memory 12 to elapse and then starting the execution of the stop control process.

With this function, the ECU 11 can prevent the hunting in which the stop/start of the engine 101 is repeated by executing the stop control process of the engine 101 after waiting the elapse of the stop prohibition time in the memory 12. The memory 12 of the ECU 11 stores a stop prohibition time according to each of the various traveling modes. As a result, the ECU 11 can allow or limit the repetition of the stop/start of the engine 101 according to the traveling mode instructed to be selected. For example, the fuel consumption can be improved or the start/stop can be stopped by stopping the engine 101 early. It is possible to appropriately avoid the vibration shock accompanying the above.

Specifically, as shown in the time chart of FIG. 7, when the ECU 11 confirms an acceleration request by depressing the accelerator pedal, the ECU 11 executing the manual operation traveling mode sends a start request for the engine 101 based on the vehicle speed and the required torque. While executing (starting) the corresponding start control process, the timer function is used to start measuring the elapsed time from the start time of the engine 101, and the start control process is completed.

After that, when the ECU 11 confirms the stop request of the engine 101 according to the vehicle speed and the required torque, the ECU 11 reads out and sets the manual stop prohibition time corresponding to the manual driving mode from the memory 12, and sets the start time of the engine 101. After confirming that the manual stop prohibition time in the memory 12 has elapsed, the stop control process of the engine 101 is executed (started) and completed. At this time, in the vehicle 100, the vibration accompanying the start/stop of the engine 101 is propagated into the vehicle interior.

As a result, when the vehicle 100 starts the engine 101 and travels in the manual driving traveling mode, if there is a request to stop the engine 101, the vehicle 100 does not immediately start the stop control process, but rather starts the engine 101 at the start time. When it is confirmed that the manual stop prohibition time in the memory 12 has elapsed, the stop control process is started.

Therefore, as shown by the alternate long and short dash line in the time chart of FIG. 7, before the manual stop prohibition time in the memory 12 elapses from the starting time of the engine 101, for example, a reacceleration request by re-depressing the accelerator pedal is confirmed. In this case, the stop control process of the engine 101 is not started, the operating state of the engine 101 is maintained, and the vibration due to the start/stop of the engine 101 is prevented from propagating into the vehicle interior.

Further, the ECU 11 that executes the unmanned fully automatic driving mode in cooperation with the automatic driving control controller C responds to a start request of the engine 101 based on, for example, a vehicle speed or a required torque, as shown in a time chart of FIG. While executing (starting) the starting control process described above, the timer function is used to start measuring the elapsed time from the starting time of the engine 101 to complete the starting control process.

After that, when the ECU 11 confirms the stop request of the engine 101 according to the vehicle speed and the required torque, the ECU 11 reads out and sets the unmanned automatic stop prohibition time corresponding to the unmanned fully automatic driving mode from the memory 12, and After confirming that the unattended automatic stop prohibition time in the memory 12 has elapsed from the start time of 101, the stop control processing of the engine 101 is executed (started) and completed. At this time, in the vehicle 100, the vibration accompanying the start/stop of the engine 101 is propagated into the vehicle interior.

As a result, when the vehicle 100 starts the engine 101 and travels in the unmanned fully automatic driving mode, if there is a stop request for the engine 101, the vehicle 100 does not immediately start the stop control process, but rather starts the engine 101. When it is confirmed that the unattended automatic stop prohibition time in the memory 12 has elapsed from the starting time of, the stop control process is started.

Therefore, as indicated by the one-dot chain line in the time chart of FIG. 8, before the unattended automatic stop prohibition time in the memory 12 elapses from the start time of the engine 101, for example, a stop request of the engine 101 according to the driving situation is issued. When it is confirmed, the unmanned automatic stop prohibition time passes earlier than the manual stop prohibition time in the manual operation traveling mode, and the stop control process can be started quickly.

From this, in the vehicle 100, it is possible to reduce the combustion consumption by the engine 101 in the unmanned fully automatic driving mode, while the restart request of the engine 101 is confirmed in accordance with the driving condition after that. In this case, the start control process of the engine 101 is started, and the vibration associated with the start/stop is propagated into the vehicle interior. Even if the vibration caused by the start/stop of the engine 101 is propagated into the vehicle interior, it does not cause a problem because the vehicle 100 is in an unmanned state with no driver or driver.

Then, when the ECU 11 receives a request to stop the engine 101, the ECU 11 appropriately selects and changes the stop prohibition time set and used in the memory 12 according to the traveling mode instructed to be selected. The switching control process shown is executed according to the control program in the memory 12.

Specifically, when the ECU 11 first confirms the request to stop the engine 101, it confirms whether or not the fully automatic driving mode is selected (step S11), and the setting of the fully automatic driving mode cannot be confirmed. In this case, it is further confirmed whether or not the auto cruise traveling mode is set (step S12).

In steps S11 and S12, the ECU 11 that cannot confirm the selection of the fully automatic driving mode or the automatic cruise driving mode sets the manual stop prohibition time corresponding to the manual driving mode shown in the time chart of FIG. 7 in the memory 12. Then (step S13), the process returns to the stop control process of the engine 101.

Since the driver is driving in this manual driving mode, the drivability is not significantly impaired even if a shock (behavior) caused by the driving is somewhat propagated into the passenger compartment of the vehicle 100. From this, the manual stop prohibition time set in the memory 12 can be set to a short period of time around the unmanned automatic stop prohibition time, as described later.

Further, in step S11, the ECU 11 which has confirmed the selection of the fully automatic driving mode is further operated by an unmanned vehicle without boarding the vehicle 100 due to a change in the sensor signal of the vehicle weight (vehicle weight) depending on the presence or absence of an occupant. It is confirmed whether or not the driving mode is set (step S21).

In step S21, the ECU 11, which has confirmed that the unmanned fully automatic driving mode is the unmanned fully automatic driving mode, stores in the memory 12 a short-term unmanned automatic stop prohibition time corresponding to the unmanned fully automatic driving mode shown in the time chart of FIG. The setting is performed (step S22), and the process returns to the engine 101 stop control process.

In this unmanned fully automatic driving mode, there is no passenger including the driver, and therefore, even if a shock (behavior) due to the start/stop of the driver propagates into the passenger compartment of the vehicle 100, the drivability is not impaired. From this, the unmanned automatic stop prohibition time set in the memory 12 can be set to a short time. Further, as the unmanned automatic stop prohibition time, since there is no passenger who feels a shock due to the start/stop of the engine 101 as described above, "zero seconds" is set, and the stop control process is started immediately from the stop request. You may do so.

On the other hand, in step S12, the ECU 11 confirming the selection of the automatic cruise travel mode sets a longer auto cruise stop prohibition time than the manual stop prohibition time in the manual operation travel mode of FIG. 7 (step S14), and The process returns to the stop control process 101.

The auto-cruise stop prohibition time set in step S14 is such that in the auto-cruise traveling mode, various control processes such as the inter-vehicle distance control mode are executed without any particular operation by the driver. When it is propagated to the vehicle, it is easy to feel that the riding comfort is deteriorated and the drivability is deteriorated as compared with the manual driving mode in which the driving operation is performed. From this, as the auto-cruise stop prohibition time, the time that is less likely to occur than in the manual operation traveling mode, in other words, the time taken to permit the start of the stop control process of the engine 101 is lengthened and stored in the memory 12. Is set to.

Further, in step S21, the ECU 11, which has confirmed that it is in the fully automatic driving mode but is not unmanned, sets the manned automatic stop prohibition time that is longer than the automatic cruise stop prohibition time in the above-described automatic cruise travel mode. Then (step S23), the process returns to the stop control process of the engine 101.

In the manned fully-automatic driving mode, the manned automatic stop prohibition time set in step S23 is more automated than in the auto-cruise driving mode, and only passengers who are not drivers get on and pay attention to the driving state. Therefore, if an unintended shock propagates into the vehicle interior of the vehicle 100, it is easy to feel that the riding comfort is impaired and the drivability is deteriorated more sensitively than in the auto cruise traveling mode. From this, as the manned automatic stop prohibition time, the time that is more difficult to occur than in the auto cruise traveling mode, in other words, the time taken to permit the start of the stop control process of the engine 101 is further increased. It is set within 12.

In short, as the stop prohibition time that limits the start of the stop control process of the engine 101 in the above-mentioned various traveling modes, the unmanned automatic stop prohibition time in the unmanned fully automatic operation traveling mode <the manual stop prohibition time in the manual operation traveling mode <auto The time lengthened in the order of automatic cruise stop prohibition time in the cruise running mode <manned automatic stop prohibition time in the fully manned automatic driving mode is stored in the memory 12.

Accordingly, the ECU 11 determines whether the traveling mode of the vehicle 100 is an unmanned fully automatic driving traveling mode, a manned manual driving traveling mode, a manned automatic cruise traveling mode, or a manned fully automatic driving traveling mode. , The stop prohibition time of the engine 101 can be selected and set in the memory 12 to be used.

For example, in the unmanned fully automatic driving mode, the stop control process can be started earlier than the manned various driving modes to quickly stop the engine 101, and fuel consumption is suppressed to improve fuel efficiency. be able to. Further, in the case of the manned driving mode, avoiding the engine 101 from being unnecessarily stopped, and further taking time until the engine 101 is stopped depending on the degree of operation, a shock due to repeated stop and start is provided. Can be suppressed more than in the unmanned fully automatic driving mode, and drivability can be improved.

As described above, in the ECU 11 of the present embodiment, the stop prohibition time for restricting (prohibiting) the start of the stop control process of the engine 101 is set according to various driving modes such as manual operation, automatic operation, and manned or unmanned operation. be able to. Therefore, by setting the stop prohibition time according to the driving/running mode, it takes unnecessarily time to start the stop control processing of the engine 101 to prevent fuel consumption reduction, or the stop of the engine 101 is delayed. It is possible to prevent the start/stop of 101 from being repeated.

Therefore, in the manned driving mode, the engine 101 is stopped at the optimum timing when decelerating the vehicle 100, etc., while maintaining a good riding comfort (drivability) without generating vibration due to repeated stop/start of the engine 101. Can be made. On the other hand, in the unmanned fully automatic driving mode, it is possible to stop the engine 101 early and improve fuel efficiency without considering the riding comfort. Further, in the manned driving mode, in consideration of the priority of the drivability and the fuel consumption reduction described above, depending on the degree of awareness of the driving operation in the manual driving driving mode, the automatic cruise driving mode, and the manned fully automatic driving driving mode. The engine 101 can be stopped at the optimum timing. As a result, it is possible to provide the ECU 11 for the vehicle 100 that executes the optimal control process for the driving mode.

By the way, as a first other aspect of the present embodiment, as shown in FIG. 10, the stop prohibition time setting process in the present embodiment is applied to the idling maintaining time setting process before the engine 101 is stopped. Good. Here, the idling maintaining time before the engine 101 is stopped refers to a state in which the engine 101 is driven at a low rotational speed such that the operating state is maintained before the engine 101 is completely stopped during the stop control process. The so-called idling operation state maintenance time is maintained. As with the above-described embodiment, the idling maintaining time is set to reduce the shock (surprise) caused by the engine 101 being stopped by idling for a certain period of time before the engine 101 is suddenly stopped. It may be set according to the presence or absence of an occupant and the consciousness of the driving operation.

Therefore, also in the idling maintaining time setting process, the control process according to the flowchart of FIG. 10 similar to that of FIG. 9 described in the above embodiment may be performed. Therefore, the number of steps S used in FIG. Also in this setting process, the ECU 11 confirms which of the driving modes is in steps S11, S12, and S21, as in the above-described embodiment. Thereafter, the ECU 11 sets the manual idling maintenance time corresponding to the manual driving traveling mode in step S13, the automatic cruise idling maintenance time corresponding to the automatic cruise traveling mode in step S14, and the unmanned fully automatic driving traveling mode in step S22. In step S23, the corresponding unmanned automatic idling maintaining time is set, and the manned automatic idling maintaining time corresponding to the manned fully automatic driving mode is set. As these idling maintenance times, the time lengthened in the order of unmanned automatic idling maintenance time<manual idling maintenance time<auto cruise idling maintenance time<manned automatic idling maintenance time is stored in advance in the memory 12.

In this case as well, it is possible to obtain the same operational effects as those of the above-described embodiment, and set the time for maintaining the idling operation before the engine 101 is stopped according to the manual or automatic operation mode of manned or unmanned operation. can do.

That is, in the manned operation mode, the engine 101 can be stopped after being idling only for some time without being suddenly stopped. Further, in the unmanned fully automatic driving mode, the idling operation can be performed in a short time or in "zero" seconds, and the engine 101 can be stopped early to improve fuel efficiency. Furthermore, in the manned driving mode, according to the degree of consciousness of the driving operation in the manual driving driving mode, the automatic cruise driving mode, and the manned fully automatic driving mode, the priority of the smooth stop processing and the fuel consumption reduction that intervene the idling driving is performed. In consideration of the above, the idling operation of the engine 101 can be maintained and then stopped. As a result, it is possible to provide the ECU 11 for the vehicle 100 that executes the optimal control process for the driving mode.

Further, as a second other aspect of the present embodiment, although not shown, the stop prohibition time may be changed. The setting of the stop prohibition time will be described with reference to FIG. In this setting process, the ECU 11 confirms which of the driving modes is the driving mode in steps S11, S12, and S21 as in the above-described embodiment, and determines the length of the stop prohibition time set in steps S13, S14, S22, and S23. The order of can be set as follows. For example, according to the degree of each driving operation (automation), the unmanned automatic stop prohibition time <the manned automatic stop prohibition time <the auto cruise stop prohibition time <the manual stop prohibition time is set in the memory 12. ..

In this case, in the automatic driving mode in which the ECU 11 and the automatic driving control controller C cooperate with each other, the stop control processing of the engine 101 is rarely executed together with the start control processing, and the stop/start of the engine 101 is performed. It is assumed that the more likely the shock (behavior) associated therewith is, the smaller the possibility of the traveling situation propagating into the vehicle interior of the vehicle 100. From this, it is possible to appropriately achieve good riding comfort (drivability) and fuel efficiency by setting the stop prohibition time of the engine 101 according to the degree of automation as in the second other mode. You can

Here, in the above-described embodiment, unmanned automatic stop prohibition time <manual stop prohibition time <auto cruise stop prohibition time <manned automatic stop prohibition time are set in order, that is, unmanned <manned and depending on shock sensitivity. However, the stop prohibition time may be set by simply distinguishing between the two modes of the unmanned operation mode and the manned operation mode.

Further, in the second other aspect of the present embodiment described above, the magnitude relationship is set from the viewpoint of unattended <manned and automatic <manual, but simply two modes of the automatic operation mode and the manual operation mode. Alternatively, the stop prohibition time may be set separately.

In addition, as a third other aspect of the present embodiment, for example, as shown in FIGS. 11 and 12, it may be applied to a vehicle 200 in which one rotating electric machine 207 that is linked with the engine 101 is mounted as a power source. Good. Briefly described, this vehicle 200 transmits the rotational power of the engine 101 or the rotary electric machine 207 to the power transmission mechanism 210 via the torque converter 205 and the transmission shaft 213 connected to the input shaft 211, and the rotational power is transmitted. Is output from the power transmission mechanism 210 to the output shaft 212 to cause the drive wheels 109 to roll, whereby 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 has switching clutches C1, C2, C3, C4 and switching brakes B1, B2, and two sets of double pinion. The planetary gear mechanisms 221 and 222 are provided. The planetary gear mechanism 221 includes a sun gear S1, planetary gears P11, P12, carriers CA11, 21 and ring gear R1 as rotating elements, and the planetary gear mechanism 222 includes the sun gears S21, S22, planetary gears P21, P22, carriers CA12, 22, and. The ring gear R2 is provided as a rotating element. It should be noted that FIG. 11 is a skeleton diagram in which the lower side of the drawing is omitted because the power transmission mechanism 210 is configured to be rotationally symmetrical about the axis of the input shaft 211 and the like.

In the power transmission mechanism 110, as shown in the engagement operation table of FIG. 12, the switching clutches C1, C2, C3, C4 and the switching brakes B1, B2 are selectively engaged so that the first speed (1st), the second speed Speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th), 6th speed (6th), 7th speed (7th), 8th speed (8th), R1 (Reverse1), R2 (Reverse1) One of the stepped gears is selected to form the transmission path. It should be noted that the symbol ".largecircle." shown in FIG. 12 indicates that the fastening state is set during the selective driving.

Although an embodiment of this invention has been disclosed, it will be apparent to those skilled in the art that changes may be made without departing from the scope of this invention. All such modifications and equivalents are intended to be included in the following claims.

11...ECU (control unit)
12... Memory 100, 200... Vehicle 101... Engine 103, 105, 207... Rotating electric machine 108... Battery 109... Drive wheel 110, 210... Power transmission mechanism 111, 211... Input shaft 112, 212 ......Output shaft 113, 213 ......Transmission shaft 115 ......Power distribution mechanism 117 ......Automatic speed change mechanism 121,125,126, 127,221,222 ......Planetary gear mechanism 140 ......Frictional brake (braking mechanism)
170... Navigation device 181... Travel plan generation unit 191... Travel control unit

Claims (1)

An internal combustion engine and a rotating electric machine are provided as power sources, and at least a manual operation traveling mode in accordance with an operation by a driver , a manned automatic operation traveling mode in which an occupant does not require an operation by the driver, and an unmanned automatic operation traveling mode in which the occupant is not present. And a control device mounted on a vehicle that travels in any of these driving modes ,
Wherein as the stop control process of the internal combustion engine in combination with the rotary electric machine has a function to be executed after waiting for the stop prohibition time is set in advance from the starting of the internal combustion engine,
A control device for a vehicle, wherein the stop prohibition time is set such that the unmanned automatic driving mode, the manual driving mode, and the manned automatic driving mode are extended in this order .

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