JPH10181389A - Brake control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform the control of a brake with high precision by providing a brake complementary means to operate a wheel brake for other wheel than a wheel controlled by a brake electronic control means when brake by a running resistance means is limited by a running resistance limit means. SOLUTION: When it decided at a step SA6 that a VSC operation condition is established, return control of motor torque is held at a step SA8 corresponding to a resistance return control limiting means, and a power brake force exerted on rear wheels is maintained approximately at 0. Therefore, when at a step SA9 corresponding to a brake electronic control means, VSC control to suppress under steer is executed, control is facilitated and a control accuracy is improved. In addition, at a step SA10 corresponding to a brake complementary means, by effecting electronic control of the wheel brake of a front wheel different from a wheel VSC control of which is executed, a sufficient vehicle brake power is generated without damaging the control accuracy.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a brake control device for a vehicle, and more particularly to a technique for suppressing interference between electronic control of a wheel brake by a VSC or the like and a braking force applied to a wheel by resistance of a power source or the like. Things.

[0002]

2. Description of the Related Art Brake electronic control means, such as a VSC, for electronically controlling a wheel brake provided on wheels in accordance with a running state of a vehicle prior to a driver's braking operation.
In recent years, vehicles equipped with (Vehicle Stability Control), ABS (Antilock Brake System) and the like have been proposed. The VSC is mainly for stabilizing the behavior at the time of turning, and the ABS is for ensuring the stability at the time of braking. For example, Japanese Patent Application Laid-Open No. 4-266538 describes VSC.

[0003]

However, since such a brake electronic control means requires high precision and complicated control, for example, when the engine brake is activated, the wheel brakes of the drive wheels on which the engine brake operates are used. It has been difficult to electronically control the stabilization of the vehicle as desired. In particular, when the engine brake is large or changes, control becomes more difficult. In an electric vehicle or the like, the same applies to a case where a braking force is acting on wheels by regenerative torque control of a motor generator.

The present invention has been made in view of the above circumstances, and an object of the present invention is to ensure that brake control by a brake electronic control means such as a VSC is always performed with high accuracy.

[0005]

In order to achieve the above object, the first invention provides (a) electronically controlling a wheel brake provided on a wheel in accordance with a running state of a vehicle, prior to a brake operation. A brake control apparatus for a vehicle, comprising: a brake electronic control unit; and (b) a running resistance unit that applies a braking force to the vehicle by a resistance of a power source or a generator for running the vehicle. When controlling the wheel brake, a running resistance limiting means for limiting braking by the running resistance means; and (d) the braking electronic control means when braking by the running resistance means is limited by the running resistance limiting means. And a brake supplementing means for operating a wheel brake of a wheel other than the wheel whose wheel brake is controlled by the brake control means.

A second aspect of the present invention is to provide (a) electronic brake control means for electronically controlling a wheel brake provided on a wheel in accordance with a running state of a vehicle, prior to a brake operation;
(C) the brake electronic control unit includes: a brake electronic control unit that performs braking when the braking is performed by the running resistance unit. The present invention is characterized in that a wheel brake of a wheel other than a wheel for which a braking force is generated by the running resistance means is controlled.

A third aspect of the present invention is to provide (a) electronic brake control means for electronically controlling a wheel brake provided on a wheel in accordance with a running state of a vehicle, prior to a brake operation; and (b)
A driving resistance means for applying a braking force to the vehicle by the resistance of a power source or a generator for driving the vehicle, and (c) a braking force between the power source or the generator and the wheels during braking of the vehicle by the driving resistance means. When the provided transmission is downshifted, in a vehicle braking control device having a shift-time braking force control means for temporarily lowering the resistance and returning it to its original state after completion of the downshift, (d) When the wheel brake is controlled by the brake electronic control unit when returning the resistance by the shift braking force control unit after the completion of the downshift, the return control of the resistance by the shift braking force control unit is performed. It is characterized in that a resistance return control limiting means for limiting is provided.

In a fourth aspect based on the third aspect, before the completion of the downshift, the wheel brake is actuated to increase the vehicle braking force, and the shift-time braking force control means restores the resistance. In this case, there is provided a shift-time preceding brake means for reducing the vehicle braking force by the wheel brake.

According to a fifth aspect of the present invention, there are provided (a) a running resistance means for applying a braking force to a vehicle by resistance of a power source or a generator for running the vehicle, and (b) a running resistance means between the power source or the generator and wheels. And (c) a downshift command for increasing the transmission ratio of the transmission during vehicle braking by the running resistance means. A shift-time brake electronic control means for activating a wheel brake of a wheel when the operation is performed is provided.

A sixth aspect of the present invention is to provide (a) electronic brake control means for electronically controlling a wheel brake provided on a wheel in accordance with a traveling state of a vehicle, prior to a brake operation;
Regenerative braking means for generating resistance and applying a braking force to the vehicle via driving wheels by charging a power storage device by functioning a motor generator provided as a power source for driving the vehicle as a generator. In the brake control device for a vehicle, the regenerative brake limiting means for limiting the braking by the regenerative brake means is provided when the wheel brake control is performed by the brake electronic control means.

[0011]

According to the first aspect of the present invention, since the braking by the running resistance means is limited by the running resistance limiting means when the wheel brake is controlled by the electronic braking means, the control by the braking electronic control means becomes easy. Control accuracy is improved. In addition, when the braking by the running resistance means is limited by the running resistance limiting means, the wheel brakes of the wheels other than the wheels whose wheel brakes are controlled by the brake electronic control means are operated. A sufficient vehicle braking force can be obtained without impairing the control accuracy of the control means.

In the second invention, the brake electronic control means includes:
Since the wheel brakes of the wheels other than the wheels for which the braking force is generated by the running resistance means are controlled, the wheel brake is controlled without being affected by the inertia (inertia) of each part of the running resistance means. And the control accuracy is improved.

In the third aspect, when the wheel brake is controlled by the brake electronic control means when the resistance is returned to the original state by the shift braking force control means after the completion of the downshift, the shift braking force control means is used. Since the return control of the resistance is limited, the vehicle braking force due to the resistance is maintained at a small (including substantially zero) level and substantially constant, and the control by the electronic brake control unit is facilitated. The accuracy is improved.

According to the fourth aspect of the present invention, the shift braking preceding brake means for increasing the vehicle braking force by operating the wheel brake before the completion of the downshift is provided, so that the vehicle braking force can be rapidly increased during the downshift. become.

According to the fifth aspect of the invention, the wheel brakes of the wheels are activated when a downshift command is issued at the time of vehicle braking by the running resistance means, so that the vehicle braking force is quickly increased during the downshift. That is, when a downshift command is issued based on the operation of the shift operation means such as the shift lever, for example, the hydraulic circuit is switched, or the operating state of the clutch or the brake is switched, so that the transmission is actually operated. There is a considerable time delay before the downshift, and the increase in the vehicle braking force by the running resistance means associated with the downshift is also delayed, but by the wheel brake being operated by the shift electronic brake means, The vehicle braking force is quickly increased during a downshift.

According to a sixth aspect of the present invention, a motor generator is provided as a power source for driving the vehicle, and the motor generator functions as a generator to charge the power storage device, thereby generating a resistance to generate a resistance through the driving wheels. When the vehicle has regenerative brake means for applying a braking force, and when the wheel brake is controlled by the brake electronic control means, the braking by the regenerative brake means is limited, so that the control by the brake electronic control means is easy and the control accuracy is high. In addition to the improvement, the charge control can be performed by the motor generator except during the control by the brake electronic control means, so that high energy efficiency can be obtained.

[0017]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Here, the brake electronic control means includes a VSC for increasing / decreasing a braking force for stabilizing a behavior at the time of turning of a vehicle, and a reduction control for decreasing a braking force for preventing locking of wheels. ABS or the like is preferably used.

According to the present invention, there is provided an engine brake means for providing an engine operated by the combustion energy of fuel as a power source for running the vehicle, and for applying a braking force to the vehicle by friction of the engine or resistance by a pump action. An engine-driven vehicle provided as a running resistance means, a regenerative torque for charging a power storage device by using a motor generator operated by electric energy as a power source for running the vehicle, and using the motor generator as a generator. Electric vehicles equipped with regenerative braking means for applying braking force to the vehicle as running resistance means, hybrid vehicles equipped with both engines and engine braking means and motor generators and regenerative braking means, and kinetic energy of the vehicle Generate electricity and charge the power storage device Such vehicles which are equipped with a charging-only motor generator for applying a braking force to both (generator),
It can be applied to various types of vehicles.

The running resistance limiting means of the first invention may, for example, only inhibit the increase (return) of the engine brake or the regenerative brake, as in the resistance return control limiting means of the third invention. Various modes can be adopted, such as releasing the regenerative brake, reducing the brake by a predetermined amount, or controlling the brake to a relatively small predetermined value. The same applies to the regenerative brake limiting means of the fifth invention. The engine brake can be reduced by, for example, opening control of a throttle valve or an ISC (idle speed control) valve, and the regenerative brake can reduce the regenerative torque. Further, it is also possible to control using elements other than the power source and the generator, such as prohibiting downshifting, upshifting, shutting off the power transmission path by a clutch or the like, and slip control.

The transmissions according to the third and fifth inventions have a plurality of shift speeds having different speed ratios. For example, the shift speed is determined by engagement means such as hydraulic friction engagement means and meshing engagement means. For example, a transmission of a planetary gear type, a parallel two-shaft type, or the like in which the speed is switched is preferably used. The downshift may be, for example, a case where the gear position is automatically switched so that the braking force by the traveling resistance means increases on a downhill or the like in order to drive at a predetermined set vehicle speed. The case where the gear position is switched by a manual operation may be adopted.

The shifting-time braking force control means of the fourth invention maintains the vehicle braking force substantially constant irrespective of, for example, downshifting,
After the downshift is completed, the resistance is smoothly restored and the vehicle braking force is increased.However, the downshift is quickly performed by actively increasing the rotation speed of the power source and synchronizing with the output shaft rotation speed. After that, the resistance may be returned to the original state to increase the vehicle braking force. In this case, the vehicle braking force due to the resistance temporarily becomes substantially zero.
For controlling the resistance, output control of the engine and regenerative torque control of the motor generator are preferably employed.
It is also possible to control using elements other than the power source and the generator.

The speed-advancing braking means of the fourth aspect of the present invention includes a wheel brake other than the wheel on which the braking force is generated by the running resistance means, for example, a wheel brake for idler wheels when the running resistance means is based on a vehicle driving power source. It is desirable to operate it, but it is also possible to operate a wheel brake of a wheel that generates a braking force by the running resistance means.

When the vehicle braking force is increased by the running resistance means based on the downshift, the shift-time brake electronic control means of the fifth invention reduces the wheel brake force by the shift-time brake electronic control means. It is desirable to decrease it corresponding to the increase. The shift electronic brake control unit is configured, for example, as the shift preceding brake unit according to the fourth aspect of the present invention. It is not always necessary to reduce).

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 1 is a skeleton diagram of a hybrid drive device 10 of a hybrid vehicle including a braking control device according to one embodiment of the present invention.

In FIG. 1, a hybrid drive unit 10 is for an FR (front engine / rear drive) vehicle, and includes an engine 12 such as an internal combustion engine that operates by burning fuel, and a motor that functions as an electric motor and a generator. A generator 14, a single pinion type planetary gear set 16, and an automatic transmission 18 are provided along the front-rear direction of the vehicle, and are driven right and left from an output shaft 19 via a propeller shaft (not shown) or a differential unit. Wheel (rear wheel)
To transmit the driving force.

The planetary gear unit 16 is a composite distributing mechanism for mechanically distributing and distributing force. The planetary gear unit 16 constitutes an electric torque converter 24 together with the motor generator 14.
r is connected to the engine 12 via the first clutch CE _1, sun gear 16s is connected to the rotor shaft 14r of the motor generator 14, the carrier 16c automatic transmission 18
Are connected to the input shaft 26. Sun gear 16s
And carrier 16c is adapted to be connected by the second clutch CE _2.

[0027] The output of the engine 12 is transmitted rotation fluctuation and the flywheel 28 and the spring for suppressing the torque variation, the first clutch CE ₁ via a damper device 30 by the elastic member such as rubber. Each of the first clutch CE ₁ and the second clutch CE ₂ is a friction type multi-plate clutch that is engaged and released by a hydraulic actuator.

The automatic transmission 18 is a combination of an auxiliary transmission 20 composed of a front-type overdrive planetary gear unit and a main transmission 22 composed of four forward gears and one reverse gear composed of a simple connection of three planetary gear trains. .

More specifically, the auxiliary transmission 20 is a single pini
ON type planetary gear set 32 and hydraulic actuator
Hydraulic clutch C frictionally engaged₀ , Bray
Key B ₀ And one-way clutch F₀ And is configured with
You.

The main transmission 22 has three sets of single gears.
Nion type planetary gear units 34, 36, 38
A hydraulic clutch that is frictionally engaged by a tutor
Chi C ₁ , C_Two , Brake B₁ , B_Two , B_Three , B_Four And one
Direction clutch F₁ , F_Two It is comprised including.

The hydraulic circuit 44 is energized and de-energized by the solenoid valves SL1 to SL4 shown in FIG.
Is switched or the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40, so that the clutch C
_0, C _1, C _2, brake _{B 0, B 1, B 2} , B 3, B
₄ are respectively engaged and disengaged, and as shown in FIG. 3, the neutral (N) and the forward five steps (1st to 5t)
h), the first reverse speed (Rev) is established.

The automatic transmission 18 and the electric torque converter 24 are constructed substantially symmetrically with respect to the center line, and the lower half of the center line is omitted in FIG.

In FIG. 3, "O" in the column of clutch, brake and one-way clutch indicates engagement, and "●" indicates that the shift lever 40 is in the engine brake range, for example, "3", "2", and "L" ranges. When operating to the low speed range of
(Direct mode) Engagement is performed when a shift operation is performed in the range, and a blank indicates non-engagement.

In this case, the neutral N, the reverse gear Rev, and the engine brake range are established when the hydraulic circuit 44 is mechanically switched by a manual shift valve mechanically connected to the shift lever 40. The shifts between the first shift stages and the fifth shift stages are electrically controlled by solenoid valves SL1 to SL4.

The gear ratio of the forward gear is 5 from 1st.
and the speed ratio i _{4 of the} 4th is 1 and the speed ratio i ₅ of the _5th is smaller than the auxiliary transmission 2
Assuming that the gear ratio of the planetary gear device 32 of 0 is ρ (= the number of teeth of the sun gear Z _S / the number of teeth of the ring gear Z _R <1), 1 / (1+
ρ). Gear ratio i _R of the reverse speed Rev, respectively [rho ₂ the gear ratio of the planetary gear 36 and 38, a 1-1 / ρ ₂ · ρ ₃ When [rho _3. FIG. 3 shows an example of the gear ratio of each gear.

FIG. 4 shows the shift lever 40 shown in FIG.
Shows the operation position of. In the drawing, a support device (not shown) that operably supports the shift lever 40 to 11 operation positions by a combination of six operation positions in the front-rear direction of the vehicle and three operation positions in the left-right direction of the vehicle. Is supported.

When the shift lever 40 is operated to the DM (direct mode) position shown in the figure, the DM switch 46 shown in FIG. 2 is turned on, and the direct mode for performing manual shifting is started. In this direct mode, each time the shift lever 40 is operated to the + position,
Is turned ON once, and the automatic transmission 18 is upshifted by one shift speed. On the other hand, shift lever 4
Each time 0 is operated to the-position, the-switch 48 in Fig. 2 is turned ON once, and the automatic transmission 18 is downshifted by one shift speed. Although the description of the direct mode is omitted this time, a detailed description thereof is given in, for example,
No. 22036, and the like.

As shown in the operation table of FIG.
Shifting between the gear stage (2nd) and third shift stage (3rd) will clutch-changing the engagement-released state of the second brake B ₂ and the third brake B ₃ together.
In order to smoothly carry out this shift, a circuit shown in FIG. 5 is incorporated in the hydraulic circuit 44 described above.

In FIG. 5, reference numeral 70 denotes a 1-2 shift valve, and reference numeral 71 denotes a 2-3 shift valve.
Reference numeral 72 indicates a 3-4 shift valve. The communication state of each port of these shift valves 70, 71, 72 at each shift speed is determined by the respective shift valves 70, 7
1 and 72 are shown below. The numbers indicate the respective gears.

A third brake B ₃ is connected to an oil passage 7 at a brake port 74 communicating with the input port 73 at the first shift speed and the second shift speed among the ports of the 2-3 shift valve 71.
5 are connected. This oil passage has an orifice 7
6 is interposed, the damper valve 77 is connected between the orifice 76 and the third brake B _3.
The damper valve 77 is configured to perform a buffering action by inhalation of a small amount of hydraulic pressure when the line pressure to the third brake B ₃ is rapidly supplied.

Further numeral 78 is a B-3 control valve has a third engaging pressure of the brake B ₃ to be directly controlled by the B-3 control valve 78. That is, the B-3 control valve 78
Is provided with a spool 79, a plunger 80, and a spring 81 interposed therebetween, and an oil passage 75 is connected to an input port 82 opened and closed by the spool 79,
The output port 83 to be brought selectively communicating with the input port 82 is connected to the third brake B _3. Further, the output port 83 is connected to a feedback port 84 formed on the distal end side of the spool 79.

On the other hand, among the ports of the 2-3 shift valve 71, a port 86 for outputting the D range pressure at the third or higher speed is provided in the port 85 which opens at the position where the spring 81 is disposed. It is communicated via 87. Further, a linear solenoid valve SLU is connected to a control port 88 formed on the end side of the plunger 80.

Therefore, the B-3 control valve 7
8 is configured such that the pressure adjustment level is set by the elastic force of the spring 81 and the hydraulic pressure supplied to the port 85, and the elastic force of the spring 81 increases as the signal pressure supplied to the control port 88 increases. ing.

Further, reference numeral 89 in FIG.
The 2-3 timing valve 89 includes a spool 90 having a small-diameter land and two large-diameter lands, a first plunger 91, and a spring 92 and a spool 90 disposed therebetween. First
And a second plunger 93 disposed on the opposite side to the plunger 91 of the second embodiment.

An oil passage 95 is connected to a port 94 at an intermediate portion of the 2-3 timing valve 89.
Reference numeral 5 denotes a port of the 2-3 shift valve 71 which is connected to a port 96 which is communicated with the brake port 74 at the third or higher speed.

Further, the oil passage 95 branches on the way.
Port 9 opening between the small land and the large land
7 is connected via an orifice. A port 98 selectively connected to the intermediate port 94 is connected to a solenoid relay valve 100 via an oil passage 99.

[0047] Then, the linear solenoid valve SLU is connected to the port that is open to an end portion of the first plunger 91, also the second brake B ₂ is an orifice to a port that opens to the end of the second plunger 93 Connected through.

[0048] The oil passage 87 is for the purpose of supplying and discharging the hydraulic pressure to the second brake B _2, a small diameter orifice 101 and a check ball with the orifice 102 is interposed in the midway. Further, the oil passage 103 branched from the oil passage 87, the large-diameter orifice 1 having a check ball to open when the pressure discharged from the second brake B ₂
The oil passage 103 is connected to an orifice control valve 105 described below.

The orifice control valve 105 is a valve for controlling the exhaust speed from the second brake B ₂ , and a port 107 formed at an intermediate portion so as to be opened and closed by a spool 106 has a second brake B _Two
The oil passage 103 is connected to a port 108 formed below the port 107 in the figure.

Port 1 to which the second brake B ₂ is connected
The port 109 formed on the upper side in FIG. 7 is a port selectively communicated with the drain port. The port 109 is connected to the port 111 of the B-3 control valve 78 via an oil passage 110. It is connected. Incidentally, this port 111 is a port that is not selectively communicating the output port 83 is connected to the third brake B _3.

A control port 112 formed at the end of the port of the orifice control valve 105 opposite to the spring for pressing the spool 106 is connected to a port 114 of the 3-4 shift valve 72 via an oil passage 113. ing. This port 114 outputs the signal pressure of the third solenoid valve SL3 at a speed lower than the third speed,
Further, it is a port for outputting a signal pressure of the fourth solenoid valve SL4 at a speed higher than the fourth speed.

Further, an oil passage 115 branched from the oil passage 95 is connected to the orifice control valve 105, and the oil passage 115 is selectively connected to a drain port.

In the 2-3 shift valve 71, a port 116 for outputting the D range pressure at a speed lower than the second speed is opened at a portion of the 2-3 timing valve 89 where a spring 92 is disposed. The port 117 is connected via an oil passage 118. A port 119 of the 3-4 shift valve 72 which is communicated with the oil passage 87 at a speed lower than the third speed is connected to the solenoid relay valve 100 via an oil passage 120.

In FIG. 5, reference numeral 121 denotes the second
Indicates an accumulator for the brake B _2, accumulator control pressure linear solenoid valve SLN is pressure regulated in accordance with the hydraulic pressure output is supplied to the back pressure chamber. The accumulator control pressure is configured to increase as the output pressure of the linear solenoid valve SLN decreases. Thus, transient oil pressure of the second brake B ₂ engagement and release, the signal pressure of the linear solenoid valve SLN is adapted to remain at lower higher pressures.

[0055] Further, reference numeral 122 denotes a C-0 exhaust valve, further numerals 123 denotes an accumulator for the clutch C _0. C-0 exhaust valve 1
22 is to operate to engage the clutch C ₀ in order to engine brake only at the second gear of the second speed range.

[0056] Thus, according to the hydraulic circuit 44 mentioned above, if port 111 of the B-3 control valve 78 if communicating with the drain, the 3 B-3 the engagement pressure of the brake B ₃ Control - by Rubarubu 78 The pressure can be adjusted directly, and the pressure adjustment level can be changed by the linear solenoid valve SLU.

The orifice control valve 10
5 of the spool 106, if the position shown in the left half of the figure, the second brake B ₂ allows ejection pressure through the orifice control valve 105, thus second
It is possible to control the drain rate from the brake B _2.

[0058] Further, the shift from the second gear position to the third gear position, second with slowly releasing the third brake B ₃ 2
But not so-called clutch-to-clutch shifting gently engage the brake B ₂ is carried out, in advance estimating the input torque to the input shaft 26 prior to the shifting, the linear solenoid valve on the basis of the input torque estimation value the third shift shock by controlling the disengagement transition pressure of the brake B ₃ driven by SLU can be suitably reduced.

As shown in FIG. 2, the hybrid drive device 10 includes a hybrid control controller 50 and an automatic transmission control controller 52. Each of these controllers 50 and 52 includes a microcomputer having a CPU, a RAM, a ROM, and the like, and includes a shift position sensor 62, an accelerator operation amount sensor 64,
Signals representing the operation range of the shift lever 40, the accelerator operation amount θ _AC , and the vehicle speed V (corresponding to the output shaft speed N _O of the automatic transmission 18) are supplied from the vehicle speed sensor 66, respectively.
The engine torque T _E , the motor torque T _M , the engine speed N _E , the motor speed N _M , the input shaft speed N _{I of the} automatic transmission 18, the power storage amount SOC of the power storage device 58 (see FIG. 6),
It reads various information such as ON / OFF of the brake and performs signal processing according to a preset program.

[0060] The engine torque T _E is determined from a throttle valve opening theta _th and the fuel injection amount, the charging motor torque T _M is determined from a motor current, the electricity storage amount SOC is the motor-generator 14 functions as a generator It is obtained from the motor current and charging efficiency at the time.

The output of the engine 12 is controlled in accordance with the operating state by controlling the throttle valve opening θ _th , fuel injection amount, ignition timing and the like by the hybrid control controller 50.

As shown in FIG. 6, the motor generator 14 is connected to a power storage device 58 such as a battery via an M / G controller (inverter) 56. The power storage device 58 is controlled by a hybrid control controller 50. And a charge state in which electric energy is supplied to the power storage device 58 by functioning as a generator by regenerative braking (electric braking torque of the motor generator 14 itself). The state is switched to a no-load state in which the rotor shaft 14r is allowed to rotate freely.

The first clutch CE ₁ and the second clutch CE ₂ are connected to the hybrid control controller 50.
As a result, the hydraulic circuit 44 is switched via an electromagnetic valve or the like, whereby the engaged or released state is switched.

The automatic transmission 18 is controlled by the automatic transmission control controller 52 to operate the solenoid valves SL1 to SL1.
SL4, linear solenoid valve SLU, SLT, SL
By controlling the excitation state of N and switching the hydraulic circuit 44 or performing hydraulic control, the gear position is switched according to the operating state.

Furthermore, the hybrid control controller 5
0, the VSC control controller 1 as shown in FIG.
30 are connected. VSC control controller 13
0, a yaw rate sensor 132 for detecting a rotational angular velocity around the vehicle vertical axis, that is, a yaw rate, an acceleration detector 134 for detecting or calculating an acceleration of the vehicle, a steering angle sensor 136 for detecting a steering angle of a steering wheel, and rotation of each wheel. A wheel rotation speed sensor 138 for detecting a speed,
A braking force sensor 140 for detecting a braking force of a wheel brake of a wheel, for example, a braking oil pressure, and a road surface friction coefficient detector 142 for detecting a road surface friction coefficient are connected, and the yaw rate, vehicle acceleration, steering angle,
The signal representing the wheel rotation speed, braking force and road surface friction coefficient is VS
It is supplied to the C control controller 130. The VSC control controller 130 is also a microcomputer similar to that described above, and the CPU processes the input signal according to a program stored in the ROM in advance while using the temporary storage function of the RAM, and separately sets the braking hydraulic pressure of each wheel. The solenoid valve of the controlled hydro booster actuator 144 is controlled. Further, the VSC control controller 130 is communicably connected to the hybrid control controller 50 and the automatic transmission control controller 52, and a signal necessary for one is appropriately transmitted from the other. I have.

The VSC control controller 130
The electronic control of the wheel brakes prior to the driver's brake operation stabilizes abnormal behavior during turning of the vehicle, and alleviates a strong tendency of the vehicle to oversteer or understeer. For example, FIG.
Is when there is strong oversteer during a right turn,
By actuating the wheel brakes of the front wheels on the outside of the turn, in this case, the left front wheel, a moment is generated outward of the vehicle to suppress the tendency to oversteer. In FIG.
(b) shows a case where strong understeer occurs during a right turn.By applying a large brake to the rear wheels, especially the right rear wheel located inside the turn, a moment in the turning direction is generated to suppress the understeer tendency. I do. The output of the engine 12 is reduced by controlling the throttle valve and the ISC valve as needed.

The hybrid control controller 50
For example, Japanese Patent Application No. 7-294 filed earlier by the applicant of the present application
As described in No. 148, one of the nine operation modes shown in FIG. 8 is selected according to the flowchart shown in FIG. 7, and the engine 12 and the electric torque converter 24 are operated in the selected mode.

In FIG. 7, in step S1, it is determined whether or not an engine start request has been issued, for example, to drive the engine 12 as a power source or to rotate the motor generator 14 by the engine 12 to charge the power storage device 58. Then, it is determined whether or not a command to start the engine 12 has been issued.

If there is a start request, mode 9 is selected in step S2. Mode 9, the engine 12 via the planetary gear unit 16 by the first clutch CE ₁ As is clear from FIG 8 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 , And performs engine start control such as fuel injection to start the engine 12.

This mode 9 is performed with the automatic transmission 18 in neutral when the vehicle is stopped, and when the vehicle is running using only the motor generator 14 with the first clutch CE ₁ released as in mode 1, the first mode is used. Clutch CE
₁ is engaged, the motor generator 14 is operated with an output higher than the required output required for traveling, and the engine 12 is rotationally driven with a margin output higher than the required output.

Further, even when the vehicle is running, the mode 9 can be executed by temporarily setting the automatic transmission 18 in neutral. Thus, the motor generator 14
As a result, the starter (electric motor or the like) dedicated to starting is not required, the number of components is reduced, and the apparatus is inexpensive.

On the other hand, if the determination in step S1 is denied, that is, if there is no engine start request, step S3 is executed to determine whether there is a request for braking force, for example, whether the brake is ON. Or shift lever 40
Is an engine brake range such as L or 2 (a range in which shift control is performed only at a low shift speed and engine brake and regenerative braking are applied), and whether an accelerator operation amount θ _AC is 0 or simply It is determined by whether the operation amount θ _AC is 0 or not.

If this determination is affirmative, step S
Execute Step 4. In step S4, it is determined whether or not the state of charge SOC of power storage device 58 is equal to or greater than a predetermined maximum state of charge B. If SOC ≧ B, mode 8 is selected in step S5, and if SOC <B, step 8 is selected. Mode 6 is selected in S6. The maximum power storage amount B is the maximum power storage amount allowed to charge the power storage device 58 with electric energy, and is set to a value of, for example, about 80% based on the charging / discharging efficiency of the power storage device 58 and the like.

Mode 8 selected in step S5
Is a first clutch CE _1, as shown in FIG. 8 engaged (ON), the second clutch CE ₂ engaged (ON), the motor generator 14 and the no-load state, the engine 12
Is stopped, that is, the throttle valve is closed, and the fuel injection amount is set to 0, whereby the braking force due to the rubbing rotation of the engine 12, that is, the engine brake is applied to the vehicle, and the brake operation by the driver is reduced. Driving operation becomes easy. Further, since motor generator 14 is set in a no-load state and is freely rotated, it is possible to avoid a situation where power storage amount SOC of power storage device 58 becomes excessive and impairs performance such as charge / discharge efficiency.

[0075] Mode 6 is selected in step S6, disengaging the first clutch CE ₁ As is clear from FIG. 8 (OF
F), the second clutch CE ₂ is engaged (ON), the engine 12 is stopped, and the motor generator 14 is charged, and the motor generator 14 is rotationally driven by the kinetic energy of the vehicle. Since the power storage device 58 is charged and a regenerative braking force such as an engine brake is applied to the vehicle, the braking operation by the driver is reduced and the driving operation is facilitated.

Further, since the first clutch CE ₁ is released and the engine 12 is shut off, there is no energy loss due to the rubbing of the engine 12 and the operation is performed when the state of charge SOC is smaller than the maximum state of charge B. Therefore, the amount of charge SOC of the power storage device 58 does not become excessive and the performance such as charge / discharge efficiency is not impaired.

On the other hand, if the determination in step S3 is negative, that is, if there is no request for braking force, step S7 is executed.
Is performed, and it is determined whether or not the start of the engine is requested, for example, based on whether the vehicle is stopped during traveling using the engine 12 as a power source such as mode 3, that is, whether or not the vehicle speed V = 0.

If this judgment is affirmed, step S8 is executed. In step S8, it is determined whether or not the accelerator is ON, that is, whether or not the accelerator operation amount θ _AC is larger than a predetermined value of substantially zero. If the accelerator is ON, mode 5 is selected in step S9, and the accelerator is ON. If not, mode 7 is selected in step S10.

Mode 5 selected in step S9
It is a first clutch CE ₁ As is clear from FIG 8 engaged (ON), and second releasing clutch CE ₂ (OFF),
With the engine 12 in the operating state, the motor generator 14
The vehicle is started by controlling the regenerative braking torque of the vehicle.

More specifically, assuming that the gear ratio of the planetary gear set 16 is ρ _E , the engine torque T _E : the output torque of the planetary gear set 16: the motor torque T _M = 1: (1+
ρ _E ): ρ _E. For example, if the gear ratio ρ _E is set to about 0.5 which is a general value, the motor generator 14 shares half of the engine torque T _E , so that the engine torque T A torque approximately 1.5 times _E is output from the carrier 14c.

That is, it is possible to start a high torque of (1 + ρ _E ) / ρ _E times the torque of the motor generator 14. Further, if the motor current is cut off and the motor generator 14 is put in a no-load state, the output from the carrier 14c is reduced to zero only by rotating the rotor shaft 56 in the reverse direction.
And the vehicle is stopped.

That is, the planetary gear device 16 in this case functions as a starting clutch and a torque amplifying device. By increasing the motor torque (regenerative braking torque) T _M gradually from 0 to increase the reaction force, in (1 + ρ _E) times the output torque of the engine torque T _E it is possible to smoothly start the vehicle.

In this embodiment, a motor generator having a torque capacity approximately ρ _E times the maximum torque of the engine 12, that is, a motor generator 14 as small and small as possible while ensuring the required torque is used. ,
The device is compact and inexpensive.

In this embodiment, the motor torque T_MIncrease
Throttle valve opening θ _thAnd increase the fuel injection volume
To increase the output of the engine 12
And the engine speed N due to the increase in the reaction force_ETo fall
This prevents engine stalls and the like.

The mode 7 selected in step S10 is
As can be appreciated the first clutch CE ₁ engages from FIG 8 (O
N), and second releasing clutch CE ₂ and (OFF), the engine 12 as a driving state, in which the electrically neutral motor-generator 14 as a no-load condition, the rotor shaft 14r is opposite direction of the motor-generator 14 The rotation of the input shaft 2 of the automatic transmission 18
The output for 6 becomes zero. Accordingly, it is not necessary to stop the engine 12 one by one when the vehicle is stopped while running using the engine 12 as a power source, such as in mode 3, and the engine can be started in mode 5 substantially.

On the other hand, if the determination in step S7 is negative, that is, if there is no request to start the engine, step S11 is executed, and the required output Pd is set to the first preset value.
It is determined whether the value is equal to or less than the determination value P1. The required output Pd is an output necessary for the running of the vehicle including the running resistance, and is the accelerator operation amount θ _AC , its changing speed, the vehicle speed V (the output shaft rotation speed N _O ),
Based on the gear position of the automatic transmission 18 and the like, it is calculated by a predetermined data map, an arithmetic expression, or the like.

The first determination value P1 is a boundary value between a middle load region where the vehicle runs only using the engine 12 as a power source and a low load region where the vehicle runs only using the motor generator 14 as a power source, and includes a time when the engine 12 is charged. In consideration of the energy efficiency, the exhaust gas amount, the fuel consumption amount, and the like are determined by experiments and the like so as to be as small as possible.

If the determination in step S11 is affirmative,
That is, when the required output Pd is equal to or less than the first determination value P1, it is determined in step S12 whether or not the state of charge SOC is equal to or greater than the preset minimum amount of charge A. If SOC ≧ A, the mode 1 is determined in step S13. Select On the other hand, SOC <A
If so, the mode 3 is selected in step S14.

The minimum charge amount A is the minimum charge amount at which electric energy can be extracted from the power storage device 58 when the vehicle runs using the motor generator 14 as a power source, and is based on the charge / discharge efficiency of the power storage device 58 and the like. For example, 7
A value of about 0% is set.

[0090] The Mode 1, FIG. 8 as apparent first release clutch CE ₁ from to (OFF), the second clutch CE ₂ engaged (ON), to stop the engine 12,
The motor generator 14 is driven to rotate at the required output Pd, and the vehicle runs using only the motor generator 14 as a power source.

[0091] In this case, since the first clutch CE ₁ is shut off is released by the engine 12, the mode 6 as well as pull rubbing loss is small, the efficiency by appropriate shift control of the automatic transmission 18 Good motor drive control is possible.

[0092] This mode 1 is executed when the required output Pd is in the low load region where the required output Pd is equal to or less than the first determination value P1 and the state of charge SOC of the power storage device 58 is equal to or greater than the minimum state of charge A. Energy efficiency is superior to that when traveling as a power source, fuel consumption and exhaust gas can be reduced, and the state of charge SOC of the power storage device 58 has a minimum state of charge A
The performance such as charge / discharge efficiency is not impaired.

Mode 3 selected in step S14 is
As is apparent from FIG. 8, the first clutch CE ₁ and the second clutch CE ₁
The clutch CE ₂ is engaged (ON) together, the engine 12 is driven, the motor generator 14 is charged by regenerative braking, and is generated by the motor generator 14 while the vehicle is running at the output of the engine 12. Electric energy is charged in the power storage device 58. The engine 12 is operated at an output higher than the required output Pd, and the current control of the motor generator 14 is performed so that the motor generator 14 consumes a marginal power greater than the required output Pd.

On the other hand, if the determination in step S11 is negative, that is, if the required output Pd is larger than the first determination value P1, the required output Pd is determined in step S15.
It is determined whether d is greater than the first determination value P1 and less than the second determination value P2, that is, whether P1 <Pd <P2.

The second determination value P2 is a boundary value between a medium load region where the vehicle runs only using the engine 12 as a power source and a high load region where the vehicle runs using both the engine 12 and the motor generator 14 as a power source. In consideration of energy efficiency including time, exhaust gas amount, fuel consumption amount and the like are determined in advance by experiments and the like so as to minimize the amount of exhaust gas and fuel consumption.

If P1 <Pd <P2, it is determined whether or not SOC ≧ A in step S16. If SOC ≧ A, mode 2 is selected in step S17, and SOC <A
In the case of, mode 3 is selected in step S14.

If Pd ≧ P2, step S18
It is determined whether or not SOC ≧ A. If SOC ≧ A, mode 4 is selected in step S19, and if SOC <A, mode 2 is selected in step S17.

In the mode 2, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is operated at the required output Pd, and the motor generator 14 is operated, as is apparent from FIG. Under no load condition, the vehicle is run using only the engine 12 as a power source.

In mode 4, the first clutch CE ₁ and the second clutch CE ₂ are both engaged (ON), the engine 12 is in the operating state, and the motor generator 14 is rotationally driven. The vehicle is caused to travel at a high output using both of the generators 14 as power sources.

This mode 4 is executed in a high load region where the required output Pd is equal to or larger than the second determination value P2.
And the motor generator 14 are used together, so that the energy efficiency is not significantly impaired as compared with the case where the vehicle runs using only one of the engine 12 and the motor generator 14 as a power source, and the fuel consumption and exhaust gas can be reduced. . In addition, since the process is executed when the storage amount SOC is equal to or more than the minimum storage amount A, the storage amount SOC of the power storage device 58 does not decrease below the minimum storage amount A, and the performance such as charging and discharging efficiency is not impaired.

To summarize the operating conditions of the above modes 1 to 4, if the state of charge SOC ≧ A, the mode 1 is selected in step S13 in the low load region of Pd ≦ P1 and the vehicle runs using only the motor generator 14 as the power source. And P1 <P
In the medium load region of d <P2, mode 2 is selected in step S17, and the vehicle travels using only the engine 12 as a power source.
In the high load region of ≤Pd, mode 4 is selected in step S19, and the vehicle travels using both the engine 12 and the motor generator 14 as power sources.

If SOC <A, the required output P
The power storage device 58 is charged by executing the mode 3 of step S14 in the middle and low load region where d is smaller than the second determination value P2. However, in the high load region where the required output Pd is equal to or more than the second determination value P2, in step S17. Mode 2 is selected, and high-power traveling is performed by the engine 12 without charging.

In the mode 2 of step S17, P1 <Pd
<P2 in the middle load range and SOC ≧ A, or P
This is executed in the high load region where d ≧ P2 and when SOC <A.
Since the energy efficiency of the engine 12 is superior to that of the engine 12, the fuel consumption and exhaust gas can be reduced as compared with the case where the vehicle runs using the motor generator 14 as a power source.

In the high load range, the vehicle travels in mode 4 in which the motor generator 14 and the engine 12 are used together.
However, when the state of charge SOC of the power storage device 58 is smaller than the minimum state of charge A, the operation in the mode 2 using only the engine 12 as a power source is performed, so that the state of charge SOC of the power storage device 58 is minimized. It is avoided that the charge amount becomes smaller than the storage amount A and the performance such as charge / discharge efficiency is impaired.

Further, the above-described hybrid control controller 50 is, for example, disclosed in Japanese Patent Application No. Hei.
As described in Japanese Patent No. 121672, according to the flowchart shown in FIG.
Alternatively, the input shaft speed N _I of the automatic transmission 18 is forcibly increased by the motor generator 14 so that the output shaft speed N
By synchronizing with _O , shift shock and shift time can be reduced.

In FIG. 9, in step SS1, it is determined whether or not shift lever 40 has been operated to the DM range. This determination is made by the DM switch 4 shown in FIG.
This is performed by determining whether or not 6 is in the ON state.

If the determination in step SS1 is denied, this routine is terminated. However, if this determination is affirmed, it is determined in step SS2 whether a downshift is performed. This determination is made by determining whether or not the -switch 48 shown in FIG. 2 has been turned ON.

If the determination in step SS2 is denied, this routine is terminated. However, if this determination is affirmed, in step SS3, in the operation mode determination subroutine of FIG.
It is determined whether or not the mode 1 in which the vehicle travels using the power source 4 as the power source, that is, the motor operation mode is selected. In this step SS3, it is determined that Mode 6 for regenerative braking the motor generator 14 is included in Mode 1.

In the case of mode 1, step SS7 is immediately executed, but in the case of not mode 1, in step SS4, the operation mode determination subroutine of FIG.
It is determined whether or not the mode 2 in which the vehicle runs using the engine 12 as a power source, that is, the engine operation mode is selected. In this step SS4, it is determined that the mode 8 for applying the engine brake is included in the mode 2.

When the determination in step SS4 is affirmative, in step SS5, it is determined whether or not the state of charge SOC of the power storage device 58 is larger than the minimum state of charge A. If this determination is affirmed, the motor generator 14 is energized in step SS6, and the mode is changed from mode 2 to mode 4, and then step SS7 is executed.

If the determination in step SS4 is negative,
That is, when the mode is not the mode 2, in the step SS13, it is determined whether or not the mode 4, in which the engine 12 and the motor generator 14 are driven by the power source, that is, the engine / motor operation mode is selected in the operation mode determination subroutine of FIG. Is determined. If this determination is denied, the present routine is ended. If this determination is affirmed, step SS7 is executed.

In step SS7, the motor generator 14 is used to synchronize the input shaft speed N _I of the automatic transmission 18 with the output shaft speed N _O in accordance with the speed ratio after downshifting. forcibly increasing the input shaft speed N _I of. Change amount of the motor torque T _M for raising the input shaft rotational speed N _I (including the regenerative braking torque) is previously fixed amount, may also be a fixed rate, etc. is defined, such as the shift type and the vehicle speed V Different values may be set according to the shift conditions.

[0113] In the case the engine 12 is in operation state, as shown by the broken line in FIG. 10, by increasing the throttle opening theta _th so as to follow the increase in the input shaft rotational speed N _I, The braking force due to the pump action of the engine 12 is reduced. In the mode 1 of the motor drive, since the first clutch CE ₁ is released, there is no need to perform throttle control. FIG. 10 shows the case of mode 2 (including mode 8) in which the engine is running alone, and the motor generator 14 is temporarily operated only during shifting.

[0114] In the next step SS8, the frictional engagement device to be engaged during a downshift, i.e., FIG. As shown in 3, 2 → 1 shift brake B ₄ is, 3 → 2 The shift brake B _3, 4 → 3 is a shift initial engagement pressure of the brake B ₁ is set to a predetermined value P _M of the motor. Predetermined value P _M can take a low value in comparison with the time shift synchronizing the normal is not performed between the input shaft rotational speed N _I and the output shaft rotational speed N _O, this value may be a fixed value set in advance Alternatively, different values may be set according to the type of shift, the friction engagement device, and the like.

Next, in step SS9, it is determined whether or not the synchronization between the input shaft speed N _I and the output shaft speed N _O of the automatic transmission 18 has been completed. This judgment is made by judging whether or not the input shaft speed N _I of the automatic transmission 18 substantially coincides with a value obtained by multiplying the output shaft speed N _O by the speed ratio of the downshift gear. Will be It is also possible to determine the end of the shift, that is, the end of the synchronization, based on whether or not the elapsed time after the shift output exceeds a predetermined time.

If the determination in step SS9 is denied, steps SS7 to SS9 are repeatedly executed. If the determination is affirmed, this routine is terminated, and the motor torque T _M returns to the original value. Will be returned.

On the other hand, if the determination in step SS5 is negative, the motor generator 14 cannot be used, so that in step SS10, the input shaft speed N _I and the output shaft speed N _O of the automatic transmission 18 are synchronized. to, the throttle valve opening theta _th of the engine 12 and the electronic control, forcibly increases the input shaft speed N _I of the automatic transmission 18. Change amount of the engine torque T _E to increase the input shaft speed N _I in advance a certain amount, may also be a fixed rate, etc. are determined, different values depending on the shift condition such as transmission type and the vehicle speed V May be set.

Next, in step SS11, the frictional engagement device to be engaged during a downshift, i.e., FIG. As shown in 3, 2 → 1 shift brake B ₄ is, 3 → 2 brake B ₃ is in torque, 4 → 3 in shift initial engagement pressure of the brake B ₁ is set to a predetermined value P _E for the engine. The predetermined value P _E can take a lower value than during a normal shift without synchronizing the input shaft speed N _I and the output shaft speed N _O ,
Since the torque control of the engine 12 is not as easy as the motor generator 14, the synchronization is often incomplete,
A value greater than the predetermined value P _M for the motor. Further, this value may be a preset constant value, or a different value may be set according to the type of shift and the friction engagement device.

Next, in step SS12, it is determined whether or not the synchronization between the input shaft speed N _I and the output shaft speed N _O of the automatic transmission 18 has been completed, in the same manner as in step SS9. If the determination in step SS12 is denied, steps SS10 to SS12 are repeatedly executed. If the determination is affirmed, this routine is terminated.

As described above, according to the present embodiment, the storage amount S
If OC is larger than the minimum storage amount A, in step SS7, the input shaft speed N _I is quickly increased by the torque control of the motor generator 14 to synchronize it with the output shaft speed N _O , while the motor generator 14 at SOC <A. If it is not possible to use the engine 1 in step SS10
Since the input shaft speed N _I is quickly increased by the torque control 2 to synchronize the output shaft speed N _O with the output shaft speed N 0, even if the motor generator 14 cannot be used, a suitable speed change control such as a small shift shock is obtained. Will be performed.

Next, a characteristic part of the present embodiment to which the first and third aspects of the invention are applied, that is, a control operation for ensuring that the brake control by the brake electronic control means such as the VSC is always performed with high accuracy. This will be described with reference to the flowchart of FIG. In this control operation, step SA8 corresponds to the resistance return control restricting means 150 in the functional block diagram of FIG. 20, and is executed by the hybrid control controller 50. The resistance return control limiting means 150 is an embodiment of the running resistance limiting means. Steps SA10 and SA13 correspond to the brake supplementing means 152, and steps SA9 and SA1.
4 and SA17 correspond to the brake electronic control means 154, and are respectively executed by the VSC control controller 130. Steps SA5, SA12, SA1
5 corresponds to the shifting braking force control means 156, and is executed by the hybrid control controller 50 and the automatic shift control controller 52. The shifting braking force control means 156 is an embodiment of a running resistance means.

In FIG. 11, in step SA1, V
It is determined whether or not the vehicle is turning, based on a signal from the steering angle sensor 136 and the like supplied to the SC control controller 130. If this decision is affirmed,
At step SA2, based on the signals from the DM switch 46 and the-switch 48, the shift lever 40 operated to the DM (direct mode) position is operated to the-position, thereby instructing the automatic transmission 18 to downshift. Whether or not the accelerator operation amount sensor 64
Based on the signal from vehicle speed sensor 66, it is determined whether a downshift of automatic transmission 18 has been instructed in a predetermined shift map.

If this determination is affirmative, step S
In A3, based on the signal from the accelerator operation amount sensor 64, it is determined whether or not the current accelerator operation amount θ _AC is equal to or more than _a predetermined value θa. If this decision is affirmed,
That is, when the accelerator operation amount θ _AC is a power-on down shift in which the accelerator operation amount θ _AC is equal to or more than the predetermined value θ _a , in step SA4, a normal down shift without engaging the coast clutch and coast brake indicated by ● in FIG. 3 is executed. You.

On the other hand, the judgment at step SA3 is denied.
In other words, the accelerator operation amount θ_ACIs the predetermined value θ_athan
If it is a small power-off downshift, step
In SA5, as described in FIG.
Electronically controls the torque (including regenerative braking torque)
Therefore, as shown in FIG.
Number of turns N_IAutomatic transmission by forcibly raising the
18 input shaft rotation speed N _IAnd output shaft speed N_OAnd promptly
Synchronize with. Here, the motor generator 14 is
The case where the power source brake is controlled by using
However, if necessary, such as when SOC ≦ A, the engine 12
The power source brake is controlled by the throttle control.

Next, at step SA6, it is determined whether or not the VSC operating condition is satisfied. That is, VS
It is determined whether or not the vehicle state has a strong oversteer tendency or a strong understeer tendency based on a signal supplied from each sensor to the C control controller 130. Oversteer tendency is the slip angle of the body, which represents the angle between the direction of travel of the center of gravity of the vehicle and the actual inclination of the vehicle,
Judgment is made based on the value of the slip angular velocity representing the change speed. If the slip angle of the vehicle is large and the slip angular velocity is also large, it is determined that the vehicle body has an oversteer tendency. The understeer tendency is determined based on the values of the target yaw rate and the actual vehicle yaw rate, and means that the vehicle body does not bend if the actual vehicle yaw rate is smaller than the target yaw rate determined from the steering angle and the vehicle speed. Therefore, it is determined that there is an understeer tendency.

If this determination is affirmative, step S
In A7, it is determined whether or not the vehicle state has an understeer tendency. If this determination is affirmed, the VSC control for suppressing the understeer tendency is executed, and the wheel brakes of the rear wheels are electronically controlled. Therefore, in step SA8, the engine braking force applied to the rear wheels does not significantly change. , the control returns following the increase control of the motor torque T _M in step SA5 is provided temporarily suspended as shown by the broken line in FIG. 12, a power source braking acting on the rear wheels is maintained at substantially zero.

Next, in step SA9, for example, VSC control for electronically controlling the wheel brake is performed so that a large braking force is applied to the right rear wheel and a relatively small braking force is applied to the left rear wheel during a right turn. Thereby, the tendency of understeer is suppressed. Subsequently, in step SA10,
The front wheel brakes are electronically controlled so that the motor torque T _M is returned to the normal torque and the deceleration equivalent to the case where the power source braking force acting on the rear wheels increases is obtained. As shown in FIG. 12, the braking force of the front wheels is increased. The braking force of the front wheel may be feedback-controlled based on the signal detected from the acceleration detector 134 in accordance with the braking force of the rear wheel by VSC control.

Next, at step SA11, the VSC control controller 130 determines whether or not VSC control is in operation. If this decision is affirmed,
Steps SA8 to SA11 are repeatedly executed. If this determination is denied, in step SA12, control is performed to return the motor torque T _M to a normal torque, and the power source braking force acting on the rear wheels is reduced. Increased gradually. Next, at step SA13, the front wheel brake is applied to the motor torque T at step SA12.
_It is gradually returned to the original state in synchronization with the return control of _M.

On the other hand, if the determination in step SA6 is negative, in step SA15, the motor torque T _M
Is returned to the normal torque, and the power source braking force acting on the rear wheels is increased.

On the other hand, if the determination in step SA7 is negative, in step SA14, for example, when the vehicle turns right, VSC control for electronically controlling the wheel brake to apply a braking force to the left front wheel is executed, and the vehicle Is generated outward to suppress the oversteering tendency, and step SA15 is executed. Since the VSC control for the oversteer is performed on the front wheels (in this case, the idle wheels), the control accuracy is not impaired even if it overlaps with the return control of the power source brake in step SA15.

On the other hand, if the determination in step SA2 is negative, it is determined in step SA16 whether the VSC operating condition has been satisfied. This judgment is made in step SA
6 is executed in the same manner. If this determination is affirmative, in step SA17, the VSC control is executed in the same manner as in step SA9 or SA14, thereby suppressing the understeer tendency or the oversteer tendency.

As described above, according to the present embodiment, if it is determined in step SA6 that the VSC operation condition has been satisfied, step S corresponding to the resistance return control restricting means 150 is performed.
Since the return control of the motor torque T _M is suspended in A8, the power source braking force acting on the rear wheels is maintained at substantially 0. Therefore, in step SA9 corresponding to the brake electronic control unit 154, the understeer is suppressed. When the VSC control is performed, the control is facilitated and the control accuracy is improved. In addition, in step SA10 corresponding to the brake supplementing means 152, the brake force of the front wheels is increased by electronically controlling the wheel brakes of the front wheels that are different from the wheels on which the VSC control is executed.
A sufficient vehicle braking force can be obtained without impairing the control accuracy of the VSC.

FIG. 13 shows a characteristic part of the present embodiment to which the second invention is applied, that is, a control operation for ensuring that the brake control by the brake electronic control means such as the VSC is always performed with high accuracy. A description will be given based on the flowchart of FIG. In this control operation, step SB
Reference numeral 6 and SB9 correspond to the brake electronic control means, and are executed by the VSC control controller 130. Step SB4 corresponds to the running resistance means and is executed by the hybrid control controller 50 and the automatic transmission control controller 52.

In FIG. 13, in step SB1, D
Based on signals from the M switch 46 and the-switch 48, whether the shift lever 40 operated to the DM (direct mode) position has been operated to the-position has been instructed to downshift the automatic transmission 18 or not. Alternatively, based on signals from accelerator operation amount sensor 64 and vehicle speed sensor 66, it is determined whether or not a downshift of automatic transmission 18 has been instructed in a predetermined shift map.

If this determination is affirmative, step S
In B2, it is determined based on a signal from the accelerator operation amount sensor 64 whether the accelerator operation amount θ _AC is equal to or more than _a predetermined value θa. If this determination is affirmative, that is, if the accelerator operation amount θ _AC is a power-on downshift in which the accelerator operation amount θ _AC is equal to or greater than the predetermined value θ _a , in step SB3, the coast clutch and coast brake indicated by ● in FIG. Not a normal downshift is performed.

On the other hand, if the determination at step SB2 is negative, that is, if the accelerator operation amount θ _AC is _a power-off downshift smaller than the predetermined value θa, the motor generator is turned on at step SB4 as described with reference to FIG. 14 torque (including regenerative braking torque) to the electronic control, by forcibly increasing the input shaft speed N _I of the automatic transmission 18, the input shaft rotational speed N _I and the output shaft rotational speed N
_O is quickly synchronized, and the return control of the motor torque T _M is executed, so that the power source braking force acting on the rear wheels is increased.

Next, in step SB5, it is determined whether or not the VSC operation condition has been satisfied in the same manner as in step SA6. If this determination is affirmed, in step SB6, the VSC control by the rear wheels to which the power source brake is applied is prohibited, and the VSC control is executed by the front wheels, thereby suppressing the oversteer tendency or the understeer tendency. . Next, in step SB7, it is determined whether the VSC control has been completed. If this determination is denied, steps SB6 and SB7 are repeatedly executed. If this determination is affirmed, this routine is terminated.

On the other hand, if the determination in step SB1 is negative, it is determined in step SB8 whether the VSC operating condition is satisfied. This determination is made in step SB.
The processing is performed in the same manner as in step 5. If this determination is affirmed, the oversteer tendency or the understeer tendency is suppressed in step SB9 by performing the VSC control as usual.

As described above, according to this embodiment, when the power source brake is operated, the VSC control is performed by the front wheels other than the wheels on which the power source brake is applied in step SB6 corresponding to the brake electronic control means. Since the control is executed, the VSC control can be performed without being affected by the fluctuation of the power source brake or the like, and the control accuracy is improved.

FIG. 14 shows a characteristic part of the present embodiment to which the sixth invention is applied, that is, a control operation for ensuring that the brake control by the brake electronic control means such as the VSC is always performed with high accuracy. A description will be given based on the flowchart of FIG. In this control operation, step SC
Reference numeral 3 corresponds to the regenerative braking means, and step S
C6 corresponds to the regenerative brake limiting means and is executed by the hybrid control controller 50, respectively. Steps SC5 and SC7 correspond to the brake electronic control means, and the VSC control controller 130
Is executed by This embodiment can be regarded as an embodiment of the first invention. Step SC3 corresponds to running resistance means, step SC6 corresponds to running resistance limiting means, and steps SC8 and SC10 correspond to brake complementing means. I do.

In FIG. 14, in step SC1, in accordance with the operation mode determination subroutine of FIG. 7, the motor generator 14 functions as a generator to charge the power storage device 58, thereby generating rotational resistance and driving the vehicle via drive wheels. It is determined whether or not the mode 6 for applying the braking force to is selected.

If this determination is affirmative, step S
At C2, it is determined whether or not the VSC operation condition is satisfied, in the same manner as in step SA6. If this determination is denied, the normal regenerative braking in mode 6 is continued in step SC3. On the other hand, if the determination in step SC2 is affirmative, step SC4
In, it is determined whether or not the vehicle state is understeer. If this determination is denied, in step SC5, the oversteer tendency is suppressed in the same manner as in step SA14.

On the other hand, if the determination in step SC4 is affirmative, in step SC6, the motor generator 14 is controlled to reduce the regenerative braking torque, or set to zero. Next, in step SC7, the understeer tendency is suppressed in the same manner as in step SA9.

Next, at step SC8, the wheel brakes of the front wheels are electronically controlled so that the same deceleration as when the regenerative braking torque is applied to the rear wheels (drive wheels) as usual is obtained. The braking force of the front wheels is increased. The braking force of the front wheel may be feedback-controlled based on the signal detected from the acceleration detector 134 in accordance with the braking force of the rear wheel by VSC control.

Next, at step SC9, it is determined whether or not the VSC control has been terminated. If this determination is denied, steps SC6 to SC9 are repeatedly executed. If this determination is affirmed, step SC10 is performed.
In, the wheel brakes of the front wheels are returned to the original state.

As described above, according to the present embodiment, when it is determined in step SC2 that the VSC operating condition is satisfied, the regenerative braking torque is reduced in step SC6 corresponding to the regenerative brake limiting means, and Since VSC control is executed in step SC7 corresponding to the brake electronic control means, VSC control is easy and control accuracy is improved, and VS is performed in step SC3 corresponding to the regenerative braking means.
Since the charge control can be performed by the motor generator 14 except during the C control, high energy efficiency can be obtained. In step SC8, the front wheel brake, which is different from the wheel on which the VSC control is performed, is electronically controlled to increase the braking force on the front wheel. Vehicle braking force.

Next, a characteristic portion of the present embodiment to which the fourth and fifth aspects of the invention are applied, that is, a control operation for ensuring that the brake control by the brake electronic control means such as the VSC is always performed with high accuracy. This will be described with reference to the flowchart of FIG. In this control operation, step SD6 corresponds to the preceding brake means for shifting and the electronic brake control means for shifting, and is executed by the hybrid control controller 50.

In FIG. 15, steps SD1 to SD5
Are executed in the same manner as steps SA1 to SA5 in FIG. Next, in step SD6, the front wheel braking force is gradually increased prior to the actual downshift as shown by the solid line in FIG. 16 by electronically controlling the front wheel brake. Subsequent steps SD7 to SD10
Is executed in the same manner as steps SA6 to SA9 in FIG.
Steps SD11 to SD15 correspond to step SA1 in FIG.
1 to SA15. Next step SD1
Step 6 is executed in the same manner as step SA13 in FIG. Subsequent steps SD17 and SD18 correspond to step SA in FIG.
16, executed in the same manner as SA17.

As described above, according to the present embodiment, in step SD6 corresponding to the shifting-time preceding brake means and the shifting-time brake electronic control means, the wheel brakes of the front wheels are electronically controlled prior to the actual downshift. Since the braking force is increased, the vehicle braking force can be quickly increased during a downshift.

Although the embodiment of the present invention has been described in detail with reference to the drawings, the present invention can be applied to other embodiments.

For example, in the above-described embodiment, the reverse 1
Although the automatic transmission 18 having five speeds and five forward speeds has been used, as shown in FIG. 17, the automatic transmission 18 comprising only the main transmission 22 without the sub-transmission 20 is used. It is also possible to adopt the configuration shown in FIG. 18 and perform the speed change control at four forward speeds and one reverse speed.

The present invention can be applied in various other modes without departing from the gist of the present invention.

[Brief description of the drawings]

FIG. 1 is a schematic diagram illustrating a configuration of a hybrid drive device of a hybrid vehicle including a braking control device according to an embodiment of the present invention.

FIG. 2 is a diagram illustrating a control system provided in the hybrid drive device of FIG.

FIG. 3 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission of FIG. 1;

FIG. 4 is a diagram illustrating an operation position of a shift lever of FIG. 2;

FIG. 5 is a diagram showing a part of a hydraulic circuit of the automatic transmission of FIG. 1;

6 is a diagram illustrating a connection relationship between the hybrid control controller and the electric torque converter in FIG. 2 and various sensors connected to the VSC control controller.

FIG. 7 is a flowchart illustrating a basic operation of the hybrid drive device of FIG. 1;

FIG. 8 shows each mode 1 to 9 in the flowchart of FIG.
It is a figure explaining the operation state of.

FIG. 9 is a flowchart illustrating a control operation for reducing a shift shock or the like by synchronizing an input shaft rotation speed and an output shaft rotation speed of an automatic transmission by electronically controlling a power source during a downshift. .

10 is a time chart illustrating changes in the input shaft rotation speed and the like due to the control operation in FIG. 9;

FIG. 11 is a flowchart illustrating a main part of a control operation which is a feature of the present embodiment to which the first and third inventions are applied.

12 is a time chart illustrating changes in the motor torque T _M and the braking force of the front wheels by the control operation in FIG. 11, and the like.

FIG. 13 is a flowchart illustrating a main part of a control operation which is a feature of the present embodiment to which the second invention is applied.

FIG. 14 is a flowchart illustrating a main part of a control operation which is a feature of the present embodiment to which the sixth invention is applied.

FIG. 15 is a flowchart illustrating a main part of a control operation that is a feature of the present embodiment to which the fourth and fifth aspects of the invention are applied.

FIG. 16 is a time chart illustrating changes in the motor torque T _M and the braking force of the front wheels by the control operation of FIG. 15;

FIG. 17 is a skeleton view illustrating a configuration of a hybrid drive device of a hybrid vehicle including an automatic transmission different from the embodiment of FIG. 1;

18 is a diagram illustrating the operation of an engagement element that establishes each shift speed of the automatic transmission of FIG.

FIG. 19 is a diagram illustrating an example of VSC control for stabilizing the behavior of the vehicle.

FIG. 20 is a functional block diagram illustrating a main part of a control function of the embodiment of FIG. 11 to which the first and third inventions are applied.

[Explanation of symbols]

12: Engine (power source) 14: Motor generator (power source) 18, 60: Automatic transmission (transmission) 50: Hybrid control controller 52: Automatic transmission control controller 58: Power storage device 130: VSC control controller 150 : Resistance return control limiting means (running resistance limiting means) 152: Brake complementing means 154: Brake electronic control means 156: Shifting braking force control means (running resistance means) Steps SA8, SD9: Resistance return control limiting means, running resistance limiting means Steps SA10, SA13, SC8, SC10: brake supplementing means Steps SA9, SA14, SA17, SB6, SB
9, SC5, SC7, SD10, SD14, SD18:
Brake electronic control means Steps SA5, SA12, SA15, SB4, SD
5, SD12, SD15: running resistance means, shifting braking force control means Step SC3: regenerative braking means, running resistance means Step SC6: regenerative braking limiting means, running resistance limiting means Step SD6, SD13: shifting preceding brake means,
Brake supplementary means, electronic control means for shifting brakes

Claims (6)

[Claims] 1. A brake electronic control means for electronically controlling a wheel brake provided on a wheel in accordance with a traveling state of a vehicle, prior to a brake operation, and a vehicle power source or a resistance of a generator for controlling the vehicle. A braking control device for a vehicle, comprising: running resistance means for applying a braking force; a running resistance limiting means for limiting braking by the running resistance means when the wheel brake is controlled by the brake electronic control means; When the braking by the running resistance means is limited by, the brake electronic control means is provided with a brake supplement means for operating a wheel brake of a wheel other than a wheel whose wheel brake is controlled by the brake electronic control means. Vehicle braking control device. 2. A brake electronic control means for electronically controlling a wheel brake provided on wheels according to a traveling state of a vehicle, prior to a braking operation, and a vehicle having a power source for vehicle traveling or a resistance of a generator. A braking resistance device for applying a braking force, wherein the brake electronic control means includes: a wheel brake for a wheel other than a wheel on which a braking force is generated by the traveling resistance means during braking by the traveling resistance means. A braking control device for a vehicle, wherein the braking control device controls a vehicle. 3. A brake electronic control means for electronically controlling a wheel brake provided on a wheel in accordance with a traveling state of the vehicle, prior to a braking operation, and a vehicle having a power source for vehicle traveling or a resistance of a generator. Traveling resistance means for applying a braking force; and when the transmission disposed between the power source or the generator and the wheels is downshifted during vehicle braking by the traveling resistance means, the resistance is reduced. A shift-time braking force control means for temporarily lowering and restoring the resistance after the completion of the downshift, wherein the shift-time braking force control means returns the resistance to the original state after the completion of the downshift. When the wheel brake is controlled by the brake electronic control means, the return control of the resistance by the shift braking force control means is restricted. A braking control device for a vehicle, comprising resistance return control limiting means. 4. The vehicle according to claim 3, wherein, prior to the completion of the downshift, the wheel brake is actuated to increase the vehicle braking force, and when the resistance is returned to the original state by the shifting braking force control means. A braking control device for a vehicle, comprising: a preceding brake means at the time of shifting to reduce a vehicle braking force by a wheel brake. 5. A running resistance means for applying a braking force to a vehicle by a resistance of a power source or a generator for driving the vehicle, and a driving resistance means disposed between the power source or the generator and wheels, and in accordance with a shift command. A brake control device for a vehicle having a transmission in which a gear can be switched, wherein a wheel brake of a wheel is actuated when a downshift command for increasing the transmission ratio of the transmission is issued during vehicle braking by the running resistance means. A vehicle brake control device comprising a shift electronic brake control means. 6. A brake electronic control means for electronically controlling a wheel brake provided on wheels according to a traveling state of a vehicle prior to a brake operation, and a motor generator provided as a power source for traveling the vehicle. A regenerative braking device that functions as a generator and charges a power storage device to generate resistance to apply a braking force to the vehicle via driving wheels, wherein the braking electronic control device includes: A brake control device for a vehicle, comprising: a regenerative brake limiting unit that limits braking by the regenerative brake unit when controlling a wheel brake.