JPWO2013008306A1 - Vehicle drive control device - Google Patents

Abstract

Provided is a vehicle drive control device capable of performing motoring of an engine while suppressing deterioration in fuel consumption so that the responsiveness to acceleration operation is not impaired in a hybrid vehicle capable of traveling with the engine being in a non-driven state. The motoring control means (68) rotates while keeping the engine (14) in a non-driven state when the vehicle speed V is equal to or higher than a predetermined determination vehicle speed while the vehicle is running with the engine (14) in a non-driven state. The motoring is performed. The motoring determination means (66) sets the determination vehicle speed higher as the traveling road surface inclination θrd is larger. Therefore, when determining whether or not to execute the motoring, the vehicle propulsion force due to its own weight according to the traveling road surface inclination θrd is taken into consideration, and it is difficult to perform the motoring on the downhill, and on the uphill Motoring is easily performed. As a result, the motoring can be performed while suppressing deterioration in fuel consumption so that the responsiveness to the acceleration operation is not impaired.

Description

  The present invention relates to a technique for improving the fuel efficiency of a hybrid vehicle.

  In recent years, a hybrid vehicle that includes an engine and a traveling motor and travels using at least one of the engine and the traveling motor as a driving power source for traveling has been frequently seen. In the hybrid vehicle, a vehicle drive control device that performs motoring that rotates the engine while the engine is in a non-driven state while the engine is running is well known. For example, the control apparatus of the hybrid vehicle disclosed by patent document 1 is it. In the control device of Patent Document 1, when the accelerator is turned off while the power priority mode capable of traveling with emphasis on power performance rather than fuel efficiency performance is selected and traveling, the vehicle speed is set to a predetermined vehicle speed. If it is above, the said motoring is performed. As a result, the engine can be started with good responsiveness during the acceleration operation by the driver, and the driving force can be quickly increased.

JP 2009-126253 A

  If the motoring is performed while the vehicle is in a non-driven state, it is possible to start the engine with good responsiveness to the acceleration operation by the driver, but on the other hand, the motor Since the ring is performed by the electric motor for traveling or other electric motors, the power consumption is increased, which may cause a deterioration in fuel consumption. Further, on the downhill, the propulsive force is generated in the vehicle due to gravity in the first place, so it is considered that the necessity for the motoring is reduced. However, the control device of Patent Document 1 does not take into account the inclination of the road surface on which the vehicle is traveling, and performs the motoring based on the vehicle speed. There was a risk of doing. That is, the control device of Patent Document 1 leaves room for further improving fuel efficiency while suppressing deterioration in drivability. Such a problem is not yet known.

  The present invention has been made against the background of the above circumstances, and the purpose of the present invention is to prevent responsiveness to acceleration operation from being impaired in a hybrid vehicle that can run with the engine in a non-driven state. An object of the present invention is to provide a vehicle drive control device capable of performing the motoring while suppressing deterioration in fuel consumption.

  The subject matter of the first invention for achieving the above object is: (a) a vehicle that includes an engine and a traveling motor and travels using at least one of the engine and the traveling motor as a driving force source for traveling; The vehicle drive control device for rotating the engine while keeping the engine in a non-driven state when the vehicle speed is equal to or higher than a predetermined vehicle speed during vehicle running with the engine being in a non-driven state, (b) The determination vehicle speed is increased as the inclination with the downward direction of the traveling road surface on which the vehicle is traveling as a positive direction is greater.

  The need for motoring to rotate the vehicle while the engine is in a non-driving state while the engine is in a non-driving state is that the driving force is applied to the vehicle by gravity on the downhill from the viewpoint of ensuring responsiveness to acceleration operations. Since it acts, it becomes low compared with a horizontal road surface. On the other hand, since the braking force acts on the vehicle due to gravity on the uphill, it becomes higher than the horizontal road surface. In this respect, according to the first aspect of the invention in which the determination vehicle speed is increased as the slope of the traveling road surface increases, the slope of the traveling road surface is taken into account, and the downhill road where the need for motoring is low The motoring is difficult to be performed, and the motoring is easily performed on the uphill where the need for the motoring is high. Therefore, the motoring can be performed while suppressing deterioration in fuel consumption so that the responsiveness to the acceleration operation is not impaired. The slope of the traveling road surface is zero if the traveling road surface is a horizontal road surface, a positive value if it is a downhill, and a negative value if it is an uphill. In other words, the steeper climbing slope decreases the slope of the road surface. Further, the fuel consumption is, for example, a travel distance per unit fuel consumption, and the improvement in fuel consumption is an increase in the travel distance per unit fuel consumption, or the fuel consumption rate ( = Fuel consumption / drive wheel output) is reduced. Conversely, a reduction in fuel consumption (deterioration in fuel consumption) means that the travel distance per unit fuel consumption is shortened, or the fuel consumption rate of the entire vehicle is increased.

  The gist of the second invention is the vehicle drive control device according to the first invention, wherein the change rate of the judgment vehicle speed with respect to the slope of the running road surface is such that the slope of the running road surface is zero. The closer it is, the larger it is. In this way, the thrust acting on the vehicle due to the gravity changes most greatly with respect to the change in the inclination when the inclination of the traveling road surface is near zero (horizontal), and due to the gravity according to the inclination. The determination vehicle speed can be changed according to the magnitude of the thrust. Therefore, it is possible to carry out the motoring without excess or deficiency according to the thrust by the gravity.

  The gist of the third invention is the vehicle drive control device according to the first invention or the second invention, wherein (a) the engine is set in a non-driven state and the running motor is used for running. When the required driving force required for the vehicle increases while the vehicle is traveling with a motor traveling as a driving force source, the traveling mode of the vehicle is changed from the motor traveling to at least the engine as a driving force source for traveling. (B) During the vehicle traveling by the motor traveling, the motor traveling is maintained until the required driving force becomes larger as the slope of the traveling road surface increases. Features. Here, since the vehicle propulsion force due to gravity increases as the slope of the travel road surface increases, the travel performance is hardly impaired even if the motor travel is performed until the required drive force is increased accordingly. Therefore, according to the third aspect of the present invention, it is possible to improve fuel efficiency by keeping the traveling performance longer as the slope of the traveling road surface increases, while maintaining the traveling performance. is there.

  A gist of a fourth aspect of the invention is the vehicle drive control device of the third aspect of the invention, in which (a) when the required driving force is larger than a predetermined required driving force determination value, the vehicle The travel mode is the engine travel, and (b) the required driving force determination value is increased as the slope of the travel road surface increases. In this way, by determining the required driving force determination value based on the slope of the traveling road surface, it is possible to easily adjust the motor travel execution opportunity and the engine travel execution opportunity, The control load can be reduced.

  The gist of the fifth invention is the vehicle drive control device according to the fourth invention, wherein the change rate of the required driving force determination value with respect to the slope of the traveling road surface is larger as the vehicle speed is higher. It is characterized by. Here, from the general characteristic of an electric motor that it is difficult to generate a high torque at a high rotation speed, the higher the vehicle speed during motor traveling, that is, the higher the rotation speed of the electric motor for traveling, The influence of the slope on the overall vehicle driving force is relatively large. According to the fifth aspect of the present invention, by taking into account the influence of the slope of the road surface, that is, the influence of gravity on the entire vehicle propulsion force, both fuel efficiency and driving performance can be achieved over the entire range of changes in vehicle speed. It is possible to switch between the engine running and the motor running as possible.

  The gist of the sixth invention is the vehicle drive control device of the first invention or the second invention, wherein (a) the engine is set in a non-driven state and the running motor is used for running. When the required driving force required for the vehicle is larger than a predetermined required driving force determination value during the vehicle traveling with the motor traveling traveling as a driving force source, the traveling mode of the vehicle is changed to the motor traveling. To at least the engine traveling that travels using the engine as a driving force source for traveling. (B) The required driving force is determined so that the required driving force increases as the accelerator opening increases. c) The required driving force is determined such that the required driving force decreases as the slope of the traveling road surface increases. In this way, the required driving force can be determined so that there is no excess or deficiency in consideration of the vehicle propulsion force or vehicle braking force due to gravity. As a result, even if the slope of the traveling road surface is different, it is possible to enjoy the fuel efficiency improvement effect by the motor traveling sufficiently large without impairing the traveling performance of the vehicle.

  A gist of a seventh aspect of the invention is the vehicle drive control device according to the sixth aspect of the invention, wherein the required driving force according to the inclination of the running road surface is obtained when the running road surface is horizontal. A value obtained by subtracting a propulsive force in a traveling direction acting on the vehicle by gravity from the required driving force is characterized. In this way, it is possible to easily calculate the required driving force in consideration of the influence of gravity from the slope of the traveling road surface.

  Here, preferably, the change rate of the required driving force with respect to the accelerator opening is reduced as the slope of the traveling road surface increases.

  Preferably, the vehicle includes an electric differential mechanism that outputs power from the engine to driving wheels and that controls a differential state by a differential motor.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram for explaining a vehicle drive device provided in a vehicle to which the present invention is applied. It is the figure which illustrated the signal input into the electronic control apparatus which functions as a vehicle drive control apparatus for controlling the vehicle drive apparatus of FIG. 1, and has shown the principal part of the control function with which the electronic control apparatus was equipped. It is a functional block diagram of Example 1 for explaining. FIG. 2 is a diagram showing a travel region map used for switching a travel mode between motor travel and engine travel in a vehicle including the vehicle drive device of FIG. 1. FIG. 2 is a view showing a required driving force map used for determining a required driving force based on an accelerator opening in a vehicle including the vehicle drive device of FIG. 1. It is a figure for demonstrating the traveling road surface inclination which is the inclination of the traveling road surface where the vehicle provided with the vehicle drive device of FIG. 1 is drive | working now. 1 shows a determination vehicle speed map used for determining a determination vehicle speed for determining whether or not to execute engine motoring based on the traveling road surface inclination in a vehicle including the vehicle drive device of FIG. FIG. FIG. 2 is a collinear diagram showing a differential state of the first planetary gear device during traveling of the vehicle with the engine of FIG. 1 in a non-driven state. FIG. 3 is a flowchart of a first embodiment for explaining a main part of a control operation of the electronic control device of FIG. 2, that is, a control operation for executing motoring while the vehicle is running in a non-driven state. It is a functional block diagram for demonstrating the principal part of the control function with which the electronic control apparatus of Example 2 was equipped. FIG. 4 is a diagram showing an example in which the travel area map shown in FIG. 3 is changed according to the travel road surface inclination. FIG. 5 is a diagram showing an example in which the required driving force map shown in FIG. 4 is changed according to the traveling road surface inclination. FIG. 10 is a flowchart of a second embodiment for explaining a main part of the control operation of the electronic control device of FIG. 9, that is, a control operation for switching the traveling mode of the vehicle to engine traveling or motor traveling. FIG. 13 is a diagram showing SB3-1 in the flowchart in which SB3 in the flowchart of FIG. 12 is replaced with SB3-1. FIG. 2 is a diagram illustrating a mechanical configuration of a parallel hybrid vehicle when the vehicle including the vehicle drive device of FIG. 1 is replaced with a parallel hybrid vehicle.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a skeleton diagram for explaining a vehicle drive device 8 provided in a vehicle 6 to which the present invention is applied. The vehicle 6 is a hybrid vehicle that travels using at least one of the engine 14 and the second electric motor MG2 as a driving force source for traveling. As shown in FIG. 1, the vehicle drive device 8 includes an engine 14 that is a generally known automobile gasoline engine or diesel engine that outputs driving power, and the engine 14 and drive wheels 40 (FIG. 2). And a vehicle power transmission device 10 (hereinafter referred to as “power transmission device 10”). The power transmission device 10 is a transaxle that transmits power from the engine 14 to the drive wheels 40. The power transmission device 10 outputs the output of the engine 14 in turn from the engine 14 side in a transaxle (T / A) case 12 (hereinafter referred to as “case 12”) as a non-rotating member attached to the vehicle body. A damper 16 that is operatively connected to a shaft 15 (for example, a crankshaft) and absorbs pulsation due to torque fluctuations from the engine 14, an input shaft 18 that is rotationally driven by the engine 14 via the damper 16, a first electric motor MG1 , A first planetary gear device 20 that functions as a power distribution mechanism, a second planetary gear device 22 that functions as a speed reducer, and a second electric motor MG2 connected to the drive wheels 40 so as to be able to transmit power.

  The power transmission device 10 is placed in front of a front wheel drive, that is, an FF (front engine / front drive) type vehicle 6 and is preferably used for driving the drive wheels 40. In the power transmission device 10, the power of the engine 14 includes an output gear 24 as an output rotation member of the power transmission device 10 constituting one of the counter gear pairs 32, a counter gear pair 32, a final gear pair 34, a differential gear device (final gear device). It is transmitted to the pair of drive wheels 40 through the reduction gear 36 and the pair of axles 38 in order (see FIG. 2). Thus, in this embodiment, the input shaft 18 and the engine 14 are operatively connected via the damper 16, and the output shaft 15 of the engine 14 is of course the output rotating member of the engine 14. However, the input shaft 18 also corresponds to the output rotating member of the engine 14. As shown in FIG. 1, the vehicle drive device 8 does not include a fluid transmission device such as a torque converter.

  Both ends of the input shaft 18 are rotatably supported by ball bearings 26 and 28, and one end of the input shaft 18 is connected to the engine 14 via the damper 16 to be driven to rotate by the engine 14. Further, an oil pump 30 as a lubricating oil supply device is connected to the other end, and the oil pump 30 is driven to rotate by rotating the input shaft 18, so that each part of the power transmission device 10, for example, the first planet. Lubricating oil is supplied to the gear device 20, the second planetary gear device 22, the ball bearings 26, 28, and the like.

The first planetary gear device 20 constitutes a part of a power transmission path between the engine 14 and the drive wheel 40, and is a differential mechanism that outputs the power from the engine 14 to the drive wheel 40. The first planetary gear device 20 functions as an electric differential mechanism whose differential state is controlled by the first electric motor MG1. Specifically, the first planetary gear device 20 is a single pinion type planetary gear device, and includes a first sun gear S1, a first pinion gear P1, and a first carrier CA1 that supports the first pinion gear P1 so as to rotate and revolve. A first ring gear R1 that meshes with the first sun gear S1 via the first pinion gear P1 is provided as a rotating element (element). The gear ratio ρ1 of the first planetary gear device 20 is calculated as “ρ1 = Z _S1 / Z _R1 ” where Z _S1 is the number of teeth of the first sun gear S1 and Z _R1 is the number of teeth of the first ring gear R1. .

  The first planetary gear device 20 is a mechanical power distribution mechanism that mechanically distributes the output of the engine 14 transmitted to the input shaft 18. The first planetary gear device 20 distributes the output of the engine 14 to the first electric motor MG 1 and the output gear 24. To distribute. That is, in the first planetary gear device 20, the first carrier CA1 as the first rotating element is connected to the input shaft 18, that is, the engine 14, and the first sun gear S1 as the second rotating element is connected to the first electric motor MG1. The first ring gear R1 as the third rotating element is connected to the output gear 24, that is, the drive wheel 40 operatively connected to the output gear 24. As a result, the first sun gear S1, the first carrier CA1, and the first ring gear R1 can rotate relative to each other, so that the output of the engine 14 is distributed to the first electric motor MG1 and the output gear 24, and The first electric motor MG1 is generated by the output of the engine 14 distributed to the first electric motor MG1, and the generated electric energy is stored or the second electric motor MG2 is rotationally driven by the electric energy. For example, a continuously variable transmission state (electrical CVT state) is set, and the differential state of the first planetary gear device 20 is controlled by the first electric motor MG1, so that the output gear 24 is controlled regardless of the predetermined rotation of the engine 14. It functions as an electric continuously variable transmission whose rotation is continuously changed. Further, in the first planetary gear device 20, since the first motor MG1 is brought into an unloaded state and is idled, the power transmission between the first carrier CA1 and the first ring gear R1 is cut off. The gear device 20 also functions as a power transmission interrupting device capable of interrupting power transmission between the engine 14 and the drive wheel 40.

  The second planetary gear device 22 is a single pinion type planetary gear device. The second planetary gear unit 22 includes a second sun gear S2, a second pinion gear P2, a second carrier CA2 that supports the second pinion gear P2 so as to rotate and revolve, and a second sun gear S2 via the second pinion gear P2. The meshing second ring gear R2 is provided as a rotating element. The ring gear R1 of the first planetary gear device 20 and the ring gear R2 of the second planetary gear device 22 are an integrated compound gear, and an output gear 24 is provided on the outer periphery thereof. Therefore, in this embodiment, the rotational speed Nr1 of the ring gear R1, the rotational speed Nr2 of the ring gear R2, and the rotational speed Nout of the output gear 24 are the same.

  In the second planetary gear device 22, the second carrier CA2 is connected to the case 12 which is a non-rotating member to prevent rotation, the second sun gear S2 is connected to the second electric motor MG2, and the second ring gear R2 Is connected to the output gear 24. That is, the second electric motor MG2 is connected to the output gear 24 and the ring gear R1 of the first planetary gear device 20 via the second planetary gear device 22. Thus, for example, when starting, the second electric motor MG2 is driven to rotate, whereby the second sun gear S2 is rotated, decelerated by the second planetary gear unit 22, and the rotation is transmitted to the output gear 24.

  The first electric motor MG1 and the second electric motor MG2 of the present embodiment are both so-called motor generators that also have a power generation function. Specifically, the first electric motor MG1 and the second electric motor MG2 are wound by a rotor including a plurality of permanent magnets arranged in the circumferential direction and a rotating shaft, and a three-phase coil that forms a rotating magnetic field around the rotating shaft. A synchronous motor generator including a stator of a non-rotating member. In the first electric motor MG1 and the second electric motor MG2, the rotor is rotationally driven by the interaction between the magnetic field generated by the plurality of permanent magnets and the magnetic field generated by the three-phase coil, or the interaction between the three motors. An electromotive force is generated between the terminals of the phase coil. From such a configuration, the first electric motor MG1 and the second electric motor MG2 generate a larger torque as the drive current supplied to the three-phase coil is larger. The first motor MG1 and the second motor MG2 are each electrically connected to the power storage device 56 via an inverter 54 (see FIG. 2), and the first motor MG1, the second motor MG2, and the power storage device 56 are mutually connected. The power can be exchanged. The first electric motor MG1 functioning as a differential electric motor has at least a generator (power generation) function for generating a reaction force. Further, the second electric motor MG2 functioning as a traveling motor has at least a motor (engine) function for outputting the driving force of the vehicle 6 and outputs traveling power to the drive wheels 40. The power storage device 56 is, for example, a battery (secondary battery) such as a lead storage battery, a capacitor, or the like, which supplies power to the first motor MG1 and the second motor MG2, and receives power from each of the motors MG1, MG2. An electrical energy source that can be supplied.

  In the vehicle drive device 8 configured as described above, the electronic control device 60 (see FIG. 2) allows the power switch to be operated in a state where the foot brake 45 is depressed after the key is inserted into the key slot. When the control is activated by the operation, an output corresponding to the accelerator opening (accelerator operation amount) Acc, which is the operation amount of the accelerator pedal 41 (see FIG. 2) which is depressed when the driver performs the acceleration operation, is output. And generated from the engine 14 and / or the second electric motor MG2. For example, the electronic control unit 60 sets the traveling mode of the vehicle 6 to motor traveling (also referred to as EV traveling) in which the engine 14 is driven in the non-driven state and the second electric motor MG2 is used as a driving power source for traveling, and at least the engine 14 is driven. For example, the engine driving or the like that travels as a driving force source for traveling is selectively switched according to the traveling state of the vehicle 6 indicated by the required driving force FRout and the vehicle speed V required for the vehicle 6, for example. In the present embodiment, as shown in FIG. 3, a travel region map composed of a motor travel region in which the motor travel is performed and an engine travel region in which the engine travel is performed represents the fuel consumption performance and travel performance of the vehicle 6. It is experimentally set in advance so that it can be kept high. The travel region map is a map for determining switching of the travel mode of the vehicle 6 using the vehicle speed V and the required driving force FRout as parameters, and in the travel region map, the engine travel region is the motor travel region. On the other hand, it is provided on the larger side of the required driving force FRout. For example, if the traveling state of the vehicle 6 represented by the vehicle speed V and the required driving force FRout belongs to the engine traveling region, the electronic control unit 60 switches the traveling mode of the vehicle 6 to the engine traveling, and the traveling of the vehicle 6 is performed. If the state belongs to the motor travel area, the travel mode of the vehicle 6 is switched to the motor travel. Further, the electronic control unit 60 determines the required driving force FRout based on the accelerator opening degree Acc from a required driving force map having a preset relationship as shown in FIG. 4, for example. That is, as shown in FIG. 4, the required driving force FRout is determined to be larger as the accelerator opening Acc is larger. For example, in FIG. 4, if the accelerator opening Acc is Acc1, the required driving force FRout is determined to be FRout1. The required driving force map is experimentally determined in advance so that a driving force in accordance with the driver's intention is generated based on the accelerator opening Acc. The electronic control unit 60 controls the driving power source for driving so that the driving force of the vehicle 6 matches the required driving force FRout regardless of the driving mode of the motor driving or the engine driving. . That is, the required driving force FRout is also a target driving force that is a target value of the driving force of the vehicle 6. The non-driven state of the engine 14 is a state where the engine 14 is not driven, that is, a state where the fuel supply to the engine 14 is cut off or a state where the engine is not ignited. It has nothing to do with whether the shaft 15 is rotating. The driving force of the vehicle 6 (the unit is “N”, for example) is the driving force of the vehicle 6 transmitted from the driving wheel 40 to the traveling road surface 74.

  Specifically, when the traveling mode of the vehicle 6 is the engine traveling, that is, in the engine traveling mode in which the engine traveling is performed, the electronic control device 60 causes the vehicle 6 to travel with the engine 14 being driven. Then, the gear ratio γ0 of the first planetary gear device 20 (= the rotational speed of the input shaft 18 / the output gear) is set by the first electric motor MG1 so that the engine 14 operates according to a predetermined operation curve such as an optimum fuel consumption curve. 24 rotation speed) is controlled steplessly. In the engine running mode, the second motor MG2 may be driven as necessary together with the engine 14, and the second motor MG2 may output assist torque. That is, in the engine running, only the engine 14 or the engine 14 and the second electric motor MG2 are used as driving force sources for running.

  The reverse travel of the vehicle 6 is achieved, for example, by rotationally driving the second electric motor MG2 in the reverse direction. At this time, the electronic control unit 60 sets the first electric motor MG1 in the idling state and allows the output gear 24 to reversely rotate regardless of whether the engine 14 is driven or not.

  Further, the electronic control device 60 regenerates electric power by rotating and driving the second electric motor MG2 with the inertial energy of the vehicle 6 during coasting, which is inertial driving with the acceleration operation canceled, and supplies the electric power to the power storage device 56. store. In short, during the coast running, the decelerating regenerative running in which the vehicle 6 is decelerated by the regenerative operation of the second electric motor MG2 is performed. During the deceleration regeneration running, the electronic control unit 60 puts the engine 14 into a non-driving state in order to suppress fuel consumption of the engine 14.

  Further, the electronic control unit 60 stops the operation of the engine 14 when the traveling mode of the vehicle 6 is the motor traveling, that is, in the motor traveling mode (also referred to as EV traveling mode) in which the motor traveling is performed, The second electric motor MG2 is driven by the electric power from the power storage device 56 in the non-driven state, and only the second electric motor MG2 is used as a driving force source for traveling. In this motor travel mode, in order to suppress dragging of the engine 14 that has stopped operating and improve fuel efficiency, for example, the first electric motor MG1 is idled by placing it in a no-load state, and the first planetary gear unit 20 is driven. Thus, the rotational speed Ne of the engine 14 (hereinafter referred to as the engine rotational speed Ne) is maintained at zero or substantially zero. However, during the motor traveling or the deceleration regeneration traveling, that is, during traveling of the vehicle in which the engine 14 is in the non-driven state, the electronic control unit 60 sets the engine 14 in the non-driven state in order to improve the response of engine start. In some cases, the motoring may be performed while rotating. The motoring of the engine 14 will be described later.

  FIG. 2 is a diagram illustrating signals input to the electronic control device 60 that functions as a vehicle drive control device for controlling the vehicle drive device 8 of the present embodiment, and is provided in the electronic control device 60. It is a functional block diagram for demonstrating the principal part of another control function. The electronic control unit 60 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By executing this, vehicle control such as hybrid drive control for the engine 14, the first electric motor MG1, and the second electric motor MG2 is executed.

The electronic control device 60 includes a signal representing the engine water temperature TEMP _W from the engine water temperature sensor 51 provided in the cylinder block of the engine 14 and an engine representing the engine rotational speed Ne from each sensor and switch as shown in FIG. A signal from the rotation speed sensor 50, a signal from the vehicle speed sensor 52 representing the vehicle speed V corresponding to the rotation speed Nout of the output gear 24 (hereinafter referred to as “output rotation speed Nout”), and the operation of the foot brake 45, which is a service brake, A signal representing a foot brake operation from the brake switch 46 for detecting the presence or absence, an accelerator opening degree Acc which is an operation amount of the accelerator pedal 41 corresponding to the required driving force FRout required for the vehicle 6 from the driver. The signal from the accelerator opening sensor 42 to be expressed, the intake air amount of the engine 14 provided in the intake pipe of the engine 14 is electrically operated A signal from the throttle valve opening sensor 43 indicating the throttle opening θth of the electronic throttle valve to be adjusted, the slope θrd of the running road surface 74 (see FIG. 5) on which the vehicle 6 is currently traveling (hereinafter referred to as the running road surface inclination θrd). A signal indicating the traveling road surface inclination θrd from the road surface inclination sensor 44 that detects the rotation of the first electric motor MG1 (hereinafter referred to as “first electric motor rotation speed Ng”), a second electric motor A signal indicating the rotation speed Nm of MG2 (hereinafter referred to as “second motor rotation speed Nm”), a signal indicating the remaining charge (charged state) SOC of the power storage device 56, and the operation position (operation position) P _OPE of the shift lever This corresponds to a shift lever position signal corresponding to the operation position P _OPE from the lever operation position sensor 48 which is a position sensor for detection, and a torque Tg of the first electric motor MG1 (hereinafter referred to as “first electric motor torque Tg”). A signal representing the driving current of the first electric motor MG1, a signal representing the driving current of the second electric motor MG2 corresponding to the torque Tm of the second electric motor MG2 (hereinafter referred to as “second electric motor torque Tm”), and the like are supplied. . In the present embodiment, the traveling road surface slope θrd (unit: “°”, for example) is defined as a forward direction when the vehicle 6 travels down as shown in FIG. 5 where the traveling direction of the vehicle 6 is represented by an arrow FWD. It is an angle with respect to the horizontal plane HZ. In other words, the traveling road surface inclination θrd is zero if the traveling road surface 74 is a horizontal road surface, a positive value if it is a downhill, and a negative value if it is an uphill.

  The electronic control unit 60 also receives a control signal for controlling engine output, such as a drive signal for a throttle actuator for manipulating the throttle opening θth of the electronic throttle valve, and intake air from the fuel injection device of the engine 14. A fuel supply amount signal for controlling the fuel supply amount to the pipe or the cylinder of the engine 14, an ignition signal for instructing the ignition timing of the engine 14 by the ignition device of the engine 14, a command signal for instructing the operation of each electric motor MG1, MG2, etc. Are output respectively. In the throttle control in which the throttle opening degree θth is adjusted according to the accelerator opening degree Acc, the electronic control unit 60 increases the throttle opening degree θth as the accelerator opening degree Acc increases. As the throttle opening θth increases, the amount of intake air taken into the engine 14 also increases.

  By the way, when an acceleration operation for depressing the accelerator pedal 41 is performed while the vehicle is running with the engine 14 in a non-driven state, specifically, during the motor running or the deceleration regeneration running, the accelerator at that time Depending on the opening degree Acc, the engine 14 is started and the engine travels. In the present embodiment, the motoring may be executed in order to improve the engine responsiveness while the vehicle is running with the engine 14 in a non-driven state. The main part of the control function for executing the motoring will be described with reference to FIG. As shown in FIG. 2, the electronic control unit 60 includes a vehicle travel mode determination unit 64 as a vehicle travel mode determination unit, a motoring determination unit 66 as a motoring determination unit, and motoring as a motoring control unit. And control means 68.

  The vehicle travel mode determination means 64 determines whether or not the vehicle 6 is traveling with the engine 14 in a non-driven state, specifically, whether the motor travels or the deceleration regeneration travels. to decide. For example, it is determined from the fuel supply status to the engine 14 or the ignition status of the engine 14 and the vehicle speed V.

The motoring determination means 66 determines whether or not the motoring needs to be executed when the vehicle travel state determination means 64 determines that the vehicle 6 is traveling with the engine 14 in a non-driven state. Are sequentially determined based on the vehicle speed V. For this purpose, it is necessary to determine a determination vehicle speed Vm, which is a threshold value to be compared with the vehicle speed V, based on the traveling road surface inclination θrd. Therefore, first, the motoring determination means 66
The traveling road surface inclination θrd detected by the road surface inclination sensor 44 is acquired. Then, the determination vehicle speed Vm is determined based on the acquired traveling road surface inclination θrd from the determination vehicle speed map which is a predetermined relationship between the traveling road surface inclination θrd and the determination vehicle speed Vm. An example of the determination vehicle speed map is shown in FIG. In the determination vehicle speed map of FIG. 6, the determination vehicle speed Vm increases as the traveling road surface inclination θrd increases. Therefore, the motoring determination unit 66 increases the acquired traveling road surface inclination θrd according to the determination vehicle speed map. The determination vehicle speed Vm is set high. For example, in FIG. 6, if the acquired road surface slope θrd is θ1rd, the determination vehicle speed Vm is determined to be V1m. That is, the determination vehicle speed Vm when the vehicle 6 is traveling on the traveling road surface 74 whose traveling road surface inclination θrd is θ1rd is determined to be higher by the arrow ARV01m than V0m which is the determination vehicle speed Vm on the horizontal road surface, Thereby, the chance that the motoring is performed is reduced. As can be seen from FIG. 6, in the relationship between the traveling road surface inclination θrd and the determination vehicle speed Vm determined by the motoring determination means 66, the change rate of the determination vehicle speed Vm with respect to the traveling road surface inclination θrd is the traveling road surface inclination. The degree is larger as the degree θrd is closer to zero (horizontal). The change rate of the determination vehicle speed Vm with respect to the traveling road surface inclination θrd is the gradient of the solid line L01 based on the vertical axis of FIG. 6 in the determination vehicle speed map shown in FIG. The determination vehicle speed Vm is a predetermined determination value determined as shown in the determination vehicle speed map of FIG. 6 in order to determine whether or not to execute the motoring. Then, the determination vehicle speed map of FIG. 6 is experimentally determined in advance in order to determine the determination vehicle speed Vm so that the responsiveness of engine start by the motoring can be appropriately obtained while suppressing the deterioration of fuel consumption due to the motoring. It is a set map.

  When the determination vehicle speed Vm is determined based on the traveling road surface inclination θrd, the motoring determination unit 66 determines whether or not the current vehicle speed V is equal to or higher than the determination vehicle speed Vm. As a result of the determination, if the vehicle speed V is equal to or higher than the determination vehicle speed Vm, it is determined that the motoring needs to be executed. On the other hand, if the vehicle speed V is less than the determination vehicle speed Vm, it is determined that the motoring need not be executed.

  The motoring control means 68 executes the motoring according to the vehicle speed V while the vehicle is running with the engine 14 in a non-driven state. Specifically, when the motoring determination unit 66 determines that the motoring needs to be executed, that is, when the vehicle speed V is equal to or higher than the determination vehicle speed Vm, the motoring is executed. On the other hand, when it is determined by the motoring determination means 66 that the motoring need not be executed, that is, when the vehicle speed V is less than the determined vehicle speed Vm, the motoring is not executed. The first electric motor MG1 is idled to maintain the engine speed Ne from zero to substantially zero.

  FIG. 7 is a collinear diagram showing the differential state of the first planetary gear device 20 during travel of the vehicle with the engine 14 in the non-driven state, and in order from the left side, the first motor rotational speed Ng and the engine rotational speed Ne. , The rotational speed Nout of the output gear 24 (output rotational speed Nout). A broken line L02 indicates a differential state of the first planetary gear device 20 when the motoring is not executed and the first electric motor MG1 is idling. A solid line L03 indicates a differential state of the first planetary gear device 20 when the motoring is being executed.

  As shown in FIG. 7, when the motoring is performed, the motoring control means 68 sets the rotational speed Ng of the first electric motor MG1 in the idling state to a positive direction that is in the same direction as the engine rotation as indicated by an arrow AR01. By pulling up in the direction, the engine speed Ne is increased as shown by the arrow AR02. At this time, since the rotation speed Nout of the output gear 24 and the second motor rotation speed Nm are restricted by the vehicle speed V, the motoring control means 68 rotates the engine 14 although it does not change before and after the execution of the motoring. Therefore, a positive torque is generated in the first electric motor MG1, and torque is also generated in the second electric motor MG2 so that the vehicle speed V does not decrease due to the rotational resistance of the engine 14 during the motoring. Then, the motoring control means 68 controls the first motor rotation speed Ng so that the engine rotation speed Ne converges to a motoring target rotation speed that is preset to a constant value that is approximately equal to the idling rotation speed of the engine 14. To do. As described above, the motoring control means 68 performs the motoring of the engine 14 so that the engine 14 can be operated more quickly than when the motoring is not performed, for example, when the accelerator pedal 41 is depressed. The engine can be started and the driving force can be increased early.

  FIG. 8 is a flowchart for explaining a main part of the control operation of the electronic control unit 60, that is, a control operation for executing the motoring while the vehicle is running with the engine 14 in a non-driving state. It is repeatedly executed with an extremely short cycle time of about several tens of msec. The control operation shown in FIG. 8 is executed alone or in parallel with other control operations.

  First, in step (hereinafter, “step” is omitted) SA1 corresponding to the vehicle travel mode determination means 64, it is determined whether or not the vehicle 6 is traveling with the engine 14 in a non-driven state. Specifically, it is determined whether or not the vehicle 6 is traveling in the motor (EV traveling) or in the deceleration regeneration traveling. If the determination at SA1 is affirmative, that is, if the vehicle 6 is traveling on the motor or traveling on the deceleration regeneration, the process proceeds to SA2. On the other hand, if the determination of SA1 is negative, this flowchart ends.

  In SA2, the traveling road surface inclination θrd detected by the road surface inclination sensor 44 is read and acquired. After SA2, the process proceeds to SA3.

  In SA3, the determination vehicle speed Vm corresponding to the traveling road surface gradient θrd acquired in SA2 is read from the determination vehicle speed map of FIG. That is, the determination vehicle speed Vm is determined from the determination vehicle speed map of FIG. 6 based on the traveling road surface gradient θrd acquired in SA2. After SA3, the process proceeds to SA4.

  In SA4, the current vehicle speed V is detected by the vehicle speed sensor 52, and it is determined whether or not the vehicle speed V is equal to or higher than the determination vehicle speed Vm determined in SA3. If the determination at SA4 is affirmative, that is, if the vehicle speed V is greater than or equal to the determination vehicle speed Vm, the process proceeds to SA5. On the other hand, if the determination at SA4 is negative, the operation proceeds to SA6. SA2 to SA4 correspond to the motoring determination means 66.

  In SA5, the motoring of the engine 14 is executed. If the motoring is already in progress, the motoring is continued.

  In SA6, the motoring is not executed. Accordingly, the first electric motor MG1 is idled and the engine rotational speed Ne is maintained at zero or substantially zero. If the first electric motor MG1 has already been idling, the idling state of the first electric motor MG1 is continued. SA5 and SA6 correspond to the motoring control means 68.

  This embodiment has the following effects (A1) and (A2). (A1) According to the present embodiment, the motoring determination means 66 has the inclination θrd with the downward direction of the traveling road surface 74 on which the vehicle 6 is traveling as the positive direction according to the determination vehicle speed map of FIG. The determination vehicle speed Vm is set higher as the degree θrd is larger. When the vehicle speed V is equal to or higher than the predetermined determination vehicle speed Vm while the vehicle is running with the engine 14 in the non-driven state, the motoring control means 68 rotates the engine 14 in the non-driven state. Perform motoring. Here, the necessity of the motoring while the vehicle is running with the engine 14 in the non-driving state is that the driving force acts on the vehicle 6 by gravity on the downhill from the viewpoint of ensuring the responsiveness to the acceleration operation. It becomes low compared with. On the other hand, since the braking force acts on the vehicle 6 due to gravity on the uphill, it becomes higher than the horizontal road surface. Therefore, when determining whether or not to perform the motoring, the traveling road surface slope θrd is taken into consideration, and it is difficult to perform the motoring on the downhill where the need for the motoring is low. Therefore, motoring is likely to be carried out on an uphill with a high necessity. As a result, the motoring can be performed while suppressing deterioration in fuel consumption so that the responsiveness to the acceleration operation is not impaired. In short, the engine output can be obtained without excess or deficiency for the acceleration operation.

  (A2) Further, according to this embodiment, as can be seen from FIG. 6, in the relationship between the traveling road surface slope θrd and the judgment vehicle speed Vm determined by the motoring judgment means 66, the judgment vehicle speed with respect to the traveling road surface slope θrd. The rate of change in Vm increases as the traveling road surface slope θrd approaches zero. Therefore, the thrust applied to the vehicle 6 due to gravity, that is, the thrust due to the weight of the vehicle 6 changes most greatly with respect to the change in the traveling road surface inclination θrd when the traveling road surface inclination θrd is near zero (horizontal). The determination vehicle speed Vm can be changed in accordance with the magnitude of thrust due to the dead weight according to the road surface inclination θrd. Therefore, it is possible to carry out the motoring without excess or deficiency according to the thrust by the dead weight.

  Next, another embodiment of the present invention will be described. In the following description of the embodiments, portions that overlap each other are denoted by the same reference numerals and description thereof is omitted.

  In the description of the present embodiment (embodiment 2), the points common to the above-described embodiment 1 will not be described, and differences from the embodiment 1 will be mainly described. In the present embodiment, unlike the first embodiment, the travel region shown in FIG. 3 according to the travel road surface slope θrd so that the greater the travel road surface slope θrd, the greater the chance that the motor travel is performed. The map or the required driving force map shown in FIG. 4 is changed. The main part of the control function will be described with reference to FIG. FIG. 9 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 160 of the present embodiment. As shown in FIG. 9, the electronic control unit 160 includes a travelable state determination unit 164 as a travelable state determination unit, a map change unit 166 as a map change unit, and a required drive force determination as a required drive force determination unit. Means 168 and travel mode switching control means 170 as a travel mode switching control unit are provided.

  The travelable state determination means 164 sequentially determines whether or not the vehicle 6 is in a travelable state in which the vehicle 6 can start and travel as soon as the driver depresses the accelerator pedal 41. In other words, the travelable state is a state in which a driving force corresponding to the accelerator opening Acc is generated when the accelerator pedal 41 is depressed. For example, after the key is inserted into the key slot, the power switch is operated in a state in which the foot brake 45 is stepped on, so that the vehicle 6 is brought into the travelable state from another state such as an ignition off state. .

  The map changing unit 166 sequentially changes the travel area map based on the travel road surface slope θrd. For this purpose, the map changing unit 166 acquires the traveling road surface inclination θrd detected by the road surface inclination sensor 44. Then, as the traveling road surface slope θrd is larger, the motor traveling area constituting the traveling area map is expanded to the side where the required driving force FRout is larger. An example for explaining this is shown in FIG. FIG. 10 is a diagram showing an example in which the travel region map shown in FIG. 3 is changed according to the travel road surface inclination θrd. For example, as shown in FIG. 10, the map changing means 166 has the above described road area slope θrd equal to zero, that is, horizontal, compared to the road area slope θrd according to the road road slope θrd in the low to medium vehicle speed range. The travel region boundary line (solid line LBdn, broken line LBhz, or two-dot chain line LBup) between the motor travel region and the engine travel region is not changed. On the other hand, only in the high vehicle speed range, as the traveling road surface inclination θrd is larger, the traveling region boundary line is shifted to the side where the required driving force FRout is larger, so that the motor traveling region is moved to the side where the required driving force FRout is larger. Expanding. For example, in FIG. 10, since the downhill traveling road surface inclination θrd is larger than the horizontal road surface, the solid line LBdn representing the traveling region boundary line on the downhill with a certain slope represents the traveling region boundary line on the horizontal road surface. With respect to the broken line LBhz, it is shifted to the side where the required driving force FRout is larger as indicated by the arrow ARBdn. In addition, since the running road surface slope θrd of the uphill is small with respect to the horizontal road surface, the two-dot chain line LBup representing the running area boundary line on the uphill slope of a certain slope is compared with the traveling area boundary line LBhz on the horizontal road surface. As shown by the arrow ARBup, the required driving force FRout is shifted to the smaller side. Note that the width by which the travel region boundary line is shifted according to the travel road surface inclination θrd is experimentally determined in advance so that the fuel efficiency and the travel performance can be maintained high. Further, in the low / medium vehicle speed range of FIG. 10, the solid line LBdn, the broken line LBhz, and the alternate long and two short dashes line LBup are displayed with being shifted from each other in order to avoid overlapping each other.

  Here, as can be seen from FIG. 10, the travel region boundary lines LBdn, LBhz, and LBup are used to determine whether the travel mode of the vehicle 6 at a certain predetermined vehicle speed V is the engine travel or the motor travel. The required driving force determination value FR1out that is the determination value is determined. In other words, the travel region boundary lines LBdn, LBhz, and LBup are linked to the relationship between the vehicle speed V and the required driving force determination value FR1out. For example, when the traveling region boundary line determined based on the traveling road surface inclination θrd is a two-dot chain line LBup, if the vehicle speed V is V01, the required driving force determination value FR1out is determined from the two-dot chain line LBup to FR1out01. The When the required driving force FRout is greater than the required driving force determination value FR1out (= FR1out01), the engine travels, and the required driving force FRout is equal to or less than the required driving force determination value FR1out (= FR1out01). If it is, the motor running is performed. Therefore, as described above, the map changing unit 166 expands the motor travel region to the side where the required driving force FRout is larger as the traveling road surface inclination θrd is larger. Increase the required driving force judgment value FR1out.

  The required driving force determining means 168 sequentially determines the required driving force FRout based on the accelerator opening Acc when the vehicle 6 is in the travelable state. Whether or not the vehicle 6 is in the travelable state is determined by the travelable state determination means 164. For example, the required driving force determining means 168 determines the required driving force FRout so that the required driving force FRout increases as the accelerator opening Acc increases based on the accelerator opening Acc from the required driving force map shown in FIG. Determine FRout.

  The travel mode switching control unit 170 switches the travel mode of the vehicle 6 to either the engine travel or the motor travel according to the travel area map determined by the map changing unit 166 based on the travel road surface inclination θrd. Specifically, the vehicle speed V detected by the vehicle speed sensor 52 and the required driving force FRout determined by the required driving force determining means 168 are acquired, and the vehicle 6 travels indicated by the vehicle speed V and the required driving force FRout. It is determined whether the state belongs to the engine traveling region or the motor traveling region. When the traveling state of the vehicle 6 belongs to the engine traveling area, the traveling mode of the vehicle 6 is switched to the engine traveling area, while when the traveling state of the vehicle 6 belongs to the motor traveling area, the vehicle 6 is switched. Is switched to the motor running. In other words, the travel mode switching control unit 170 determines the required driving force based on the vehicle speed V detected by the vehicle speed sensor 52 from the travel region boundary line determined by the map changing unit 166 based on the travel road surface inclination θrd. Determine the value FR1out. Then, the travel mode switching control means 170 determines whether or not the required driving force FRout determined by the required driving force determination means 168 is larger than the required driving force determination value FR1out, and as a result of the determination, the required driving force FRout When FRout is larger than the required driving force determination value FR1out, the traveling state of the vehicle 6 belongs to the engine traveling region, so the traveling mode switching control unit 170 switches the traveling mode of the vehicle 6 to the engine traveling. On the contrary, when the required driving force FRout is equal to or less than the required driving force determination value FR1out, the traveling state of the vehicle 6 belongs to the motor traveling region. Switch to motor running. For example, when the required driving force FRout increases while the vehicle is running on the motor, more specifically, when the required driving force FRout is larger than the predetermined required driving force determination value FR1out, the driving mode is switched. The control means 170 switches the traveling mode of the vehicle 6 from the motor traveling to the engine traveling. Further, since the map changing means 166 increases the required driving force determination value FR1out as the traveling road surface inclination θrd is larger compared at the same vehicle speed V, the traveling aspect switching control means 170 is configured so that the traveling aspect of the vehicle 6 is the motor. In the case of traveling, it can be said that during the vehicle traveling by the motor traveling, the motor traveling is maintained until the required driving force FRout becomes larger as the traveling road surface inclination θrd is larger.

  As described above, in the present embodiment, the travel area map is changed according to the travel road surface slope θrd (see FIG. 10), while the required driving force map is changed according to the travel road surface slope θrd. However, conversely, the travel area map is not changed according to the travel road surface slope θrd, and instead, the required driving force map is changed according to the travel road surface slope θrd. There is no problem. FIG. 11 shows an example in which the required driving force map is changed according to the traveling road surface inclination θrd. FIG. 11 is a diagram showing an example in which the required driving force map shown in FIG. 4 is changed according to the traveling road surface inclination θrd. For example, in FIG. 11, if the accelerator opening degree Acc is zero, the required driving force FRout is zero regardless of the traveling road surface inclination θrd, and the relationship between the required driving force FRout and the accelerator opening degree Acc on a certain downward slope. That is, the required driving force map on the downhill is indicated by a solid line LFRdn, the required driving force map on a horizontal road surface is indicated by a broken line LFRhz, and the required driving force map on an uphill with a certain slope is This is indicated by a two-dot chain line LFRup. That is, based on the required driving force map on the horizontal road surface, when the traveling road surface 74 is downhill, the required driving force map is changed from the broken line LFRhz to the solid line LFRdn according to the traveling road surface inclination θrd as indicated by the arrow ARFRdn. When the traveling road surface 74 is an uphill, the required driving force map is changed from the broken line LFRhz to the two-dot chain line LFRup according to the traveling road surface inclination θrd as indicated by the arrow ARFRup.

  In short, if the required driving force map is changed in accordance with the traveling road surface inclination θrd, the map changing means 166, as shown in FIG. 11, has the required driving force FRout determined for the same accelerator opening Acc. Is that the required driving force map is changed so as to decrease as the traveling road surface inclination θrd increases. Then, when the required driving force map is changed according to the traveling road surface inclination θrd, as shown in FIG. 11, the map can be understood by comparing the solid line LFRdn, the broken line LFRhz, and the two-dot chain line LFRup. The changing means 166 decreases the change rate of the required driving force FRout with respect to the accelerator opening Acc as the traveling road surface inclination θrd increases. The change rate of the required driving force FRout with respect to the accelerator opening Acc is the slope of the solid line LFRdn, broken line LFRhz, or two-dot chain line LFRup with respect to the horizontal axis in FIG. Then, the required driving force determining means 168 that determines the required driving force FRout according to the required driving force map compares the same accelerator opening Acc so that the required driving force FRout decreases as the traveling road surface inclination θrd increases. The required driving force FRout is determined. In addition, the travel area map is not changed according to the travel road surface slope θrd, and the travel mode switching control unit 170 is operated according to the travel area map not changed according to the travel road surface slope θrd as shown in FIG. The travel mode of 6 is switched to either the engine travel or the motor travel. In this embodiment, when the required driving force map is changed according to the traveling road surface inclination θrd as shown in FIG. 11, the required driving force map is the required driving force FRout according to the traveling road surface inclination θrd. Is set in advance to be a value obtained by subtracting the driving force in the traveling direction acting on the vehicle 6 by gravity from the required driving force FRout when the traveling road surface 74 is horizontal (horizontal road surface). . That is, the required driving force determining means 168 according to the required driving force map applies the required driving force FRout corresponding to the traveling road surface inclination θrd to the vehicle 6 by gravity from the required driving force FRout when the traveling road surface 74 is horizontal. The value obtained by subtracting the propulsive force in the direction of travel acting. Specifically, the gravitational acceleration is represented by “g”, the mass of the vehicle 6 is represented by “m”, and the required driving force FRout when the traveling road surface 74 is horizontal is represented by “FRouthz”. The required driving force FRout corresponding to θrd is calculated by “FRouthz−m × g × sin θrd”.

  FIG. 12 is a flowchart for explaining a main part of the control operation of the electronic control device 160, that is, a control operation for switching the traveling mode of the vehicle 6 to the engine traveling or the motor traveling, for example, several msec to several tens msec. It is repeatedly executed with an extremely short cycle time. The control operation shown in FIG. 12 is executed alone or in parallel with other control operations.

  First, in SB1 corresponding to the travelable state determining means 164, it is determined whether or not the vehicle 6 is in the travelable state. When the determination of SB1 is affirmed, that is, when the vehicle 6 is in the travelable state, the process proceeds to SB2. On the other hand, when the determination of SB1 is negative, this flowchart ends.

  In SB2, the traveling road surface inclination θrd detected by the road surface inclination sensor 44 is read and acquired. After SB2, the process proceeds to SB3.

  In SB3, as shown in FIG. 10, the travel area map is changed and determined in accordance with the travel road surface slope θrd acquired in SB2. After SB3, the process proceeds to SB4. SB2 and SB3 correspond to the map changing unit 166.

  In SB4 corresponding to the required driving force determining means 168, the required driving force FRout is determined based on the accelerator opening Acc. At this time, the required driving force FRout according to the required driving force map shown in FIG. 4, for example, according to the required driving force map in which the relationship between the accelerator opening Acc and the required driving force FRout does not change according to the traveling road surface inclination θrd. Is determined. After SB4, the process proceeds to SB5.

  In SB5, the vehicle speed V detected by the vehicle speed sensor 52 is acquired. Then, it is determined whether or not the traveling state of the vehicle 6 indicated by the vehicle speed V and the required driving force FRout determined in SB4 belongs to the engine traveling region in the traveling region map determined in SB3. . In other words, the required driving force determination value FR1out is determined from the travel region boundary line in the travel region map determined in SB3 based on the acquired vehicle speed V, and the request determined in SB4. It is determined whether or not the driving force FRout is larger than the required driving force determination value FR1out. When the determination of SB5 is affirmed, that is, when the traveling state of the vehicle 6 belongs to the engine traveling region, in other words, when the required driving force FRout is larger than the required driving force determination value FR1out, SB6 Move on. On the other hand, when the determination of SB5 is negative, that is, when the traveling state of the vehicle 6 belongs to the motor traveling region, in other words, when the required driving force FRout is equal to or less than the required driving force determination value FR1out. , Move to SB7.

  In SB6, the running mode of the vehicle 6 is switched to the engine running. If the vehicle 6 is already running on the engine, the engine running is continued.

  In SB7, the traveling mode of the vehicle 6 is switched to the motor traveling. If the vehicle 6 is already running on the motor, the running of the motor is continued. SB5 to SB7 correspond to the travel mode switching control means 170.

  The control operation of the present embodiment is as described according to FIG. 12, and in SB3 of FIG. 12, the travel area map is changed according to the travel road surface inclination θrd. However, the required driving force map may be changed according to the traveling road surface slope θrd instead. If so, SB3 in FIG. 12 is replaced with SB3-1 shown in FIG.

  In SB3-1 of FIG. 13, as shown in FIG. 11, the required driving force map is changed and determined in accordance with the traveling road surface inclination θrd. In SB4 subsequent to SB3-1, the required driving force FRout is determined according to the required driving force map determined in SB3-1 instead of the required driving force map as shown in FIG. In the flowchart in which SB3 in FIG. 12 is replaced with SB3-1 in FIG. 13, in SB5, the travel area map that does not change according to the travel road surface inclination θrd, for example, a travel area map as shown in FIG. Then, it is determined whether or not the traveling state of the vehicle 6 belongs to the engine traveling region. Note that SB3-1 corresponds to the map changing unit 166.

  This embodiment has the following effects (B1) to (B5). (B1) According to the present embodiment, for example, when the required driving force FRout increases during the vehicle traveling by the motor traveling, the traveling mode switching control means 170 changes the traveling mode of the vehicle 6 from the motor traveling to the engine. Switch to driving. Then, the traveling mode switching control means 170 maintains the motor traveling until the required driving force FRout becomes larger as the traveling road surface inclination θrd is larger during the traveling of the motor. Here, since the vehicle propulsion force due to gravity increases as the traveling road surface inclination θrd increases, the traveling performance is hardly impaired even if the motor traveling is performed until the required driving force FRout is increased accordingly. Absent. Therefore, the electronic control unit 160 can improve the fuel consumption by performing the motor travel longer as the travel road surface slope θrd is larger, while not impairing the travel performance.

  (B2) Further, according to the present embodiment, the map changing unit 166 shifts the traveling region boundary line in the traveling region map to the side where the required driving force FRout is larger as the traveling road surface gradient θrd is larger. The required driving force determination value FR1out is increased as the road surface inclination θrd is increased. When the required driving force FRout is larger than the predetermined required driving force determination value FR1out, the traveling mode switching control means 170 has the traveling state of the vehicle 6 belonging to the engine traveling region. Is the engine running. Therefore, the electronic control unit 160 easily adjusts the motor travel execution opportunity and the engine travel execution opportunity by determining the required driving force determination value FR1out based on the travel road surface inclination θrd. The control load can be reduced.

  (B3) Further, according to the present embodiment, as shown in FIG. 10, the travel region boundary line (solid line LBdn, broken line LBhz, or two-dot chain line LBup) in the travel region map travels in the low to medium vehicle speed region. Although it is not changed according to the road surface inclination θrd, the higher the traveling road surface inclination θrd is, the higher the required driving force FRout is shifted in the high vehicle speed range. Therefore, the change rate of the required driving force determination value FR1out with respect to the traveling road surface inclination θrd is larger as the vehicle speed V is higher. Here, from the general characteristic of an electric motor that it is difficult to generate a high torque at a high rotation speed, the higher the vehicle speed is, the higher the rotation speed of the second electric motor MG2 is. The influence of θrd on the entire vehicle driving force, in other words, the influence of the weight of the vehicle 6 on the entire vehicle driving force becomes relatively large. Therefore, by taking into account the influence of the traveling road surface inclination θrd, that is, the influence of the self-weight on the entire vehicle propulsive force, the engine can be made compatible with the fuel consumption performance and the traveling performance over the entire change range of the vehicle speed V. It is possible to switch between running and the motor running.

  (B4) Further, according to the present embodiment, for example, when the required driving force FRout becomes larger than the predetermined required driving force determination value FR1out during the vehicle traveling by the motor traveling, the traveling mode switching control is performed. The means 170 switches the traveling mode of the vehicle 6 from the motor traveling to the engine traveling. Further, as can be seen from FIG. 4 or FIG. 11, the required driving force determining means 168 determines the required driving force FRout so that the required driving force FRout increases as the accelerator opening Acc increases. Then, the travel area map is not changed according to the travel road surface inclination θrd, and instead, the required driving force map may be changed according to the travel road surface inclination θrd. If so, as shown in FIG. 11, the required driving force determining means 168 compares the same accelerator opening degree Acc with the required driving force FRout so that the required driving force FRout decreases as the traveling road surface inclination θrd increases. Determine FRout. Therefore, the required driving force FRout can be determined so as not to be excessive or deficient in consideration of the vehicle propulsion force or the vehicle braking force due to gravity. As a result, even if the traveling road surface inclination θrd is different, it is possible to enjoy the fuel efficiency improvement effect by the motor traveling sufficiently large without impairing the traveling performance of the vehicle 6.

  (B5) Further, according to the present embodiment, the travel region map is not changed according to the travel road surface slope θrd, and instead, the required driving force map is changed according to the travel road surface slope θrd. In this case, the required driving force determining means 168 according to the required driving force map has the required driving force FRout corresponding to the traveling road surface inclination θrd, and the traveling road surface 74 is horizontal. The value obtained by subtracting the propulsive force in the traveling direction acting on the vehicle 6 by gravity from the required driving force FRout at that time. Therefore, it is possible to easily calculate the required driving force FRout taking into account the influence of gravity from the traveling road surface inclination θrd.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this is an embodiment to the last, and this invention is implemented in the aspect which added various change and improvement based on the knowledge of those skilled in the art. Can do.

  For example, in the above-described first embodiment, the motoring target rotational speed, which is the target value of the engine rotational speed Ne during the execution of the motoring, is a predetermined constant value, but is changed according to the vehicle speed V. There is no problem. For example, the higher the vehicle speed V, the higher the motoring target rotational speed may be set.

  In FIG. 10 of the above-described second embodiment, the travel region boundary line is not changed according to the travel road surface slope θrd in the low to medium vehicle speed range, and the travel road surface slope θrd is larger only in the high vehicle speed region. Although the required driving force FRout is shifted to the larger side, the traveling region boundary line may be shifted to the larger required driving force FRout as the traveling road surface gradient θrd increases in the entire vehicle speed range.

  In FIG. 10 of the second embodiment, the engine travel region is provided on the side where the required driving force FRout is large with the travel region boundary line as a boundary, and the motor travel region is located on the side where the required driving force FRout is small. However, in order to avoid frequent switching between the engine traveling and the motor traveling due to the pulsation of the required driving force FRout, even if a predetermined hysteresis is provided on the traveling region boundary line, There is no problem.

  Further, in FIG. 10 of Example 2 described above, the traveling region boundary line is changed according to the traveling road surface inclination θrd, but may be changed stepwise according to the traveling road surface inclination θrd, It can be changed continuously.

  Further, in the above-described second embodiment, the required driving force map of FIG. 11 shows that the required driving force FRout corresponding to the traveling road surface inclination θrd is derived from the required driving force FRout when the traveling road surface 74 is horizontal by gravity. The driving road slope of the required driving force FRout with respect to the broken line LFRhz indicating the required driving force map on the horizontal road surface is set in advance so as to be a value obtained by subtracting the propulsive force in the traveling direction acting on 6. The change width corresponding to the degree θrd may be determined in any way as long as the required driving force FRout in accordance with the driver's intention is required. For example, the change width may be determined in stages according to the traveling road surface inclination θrd, or may be determined continuously.

  In the first and second embodiments, the determination vehicle speed Vm shown in FIG. 6, the travel region map shown in FIG. 10, and the required driving force map shown in FIG. 11 are climbed even if the travel road surface 74 is a downhill. Even if it is a hill, it is changed according to the traveling road surface inclination θrd, but any or all of them are the same as the horizontal road surface on the uphill, and the traveling road surface 74 is on the downhill. In some cases, it may be changed according to the traveling road surface inclination θrd. Alternatively, any or all of them may be the same as the horizontal road surface on the downhill, and may be changed according to the traveling road surface inclination θrd when the traveling road surface 74 is the uphill. Absent.

  In FIG. 6 of the first embodiment, the change rate of the determination vehicle speed Vm with respect to the traveling road surface inclination θrd is larger as the traveling road surface inclination θrd is closer to zero (horizontal). For example, the determination vehicle speed Vm is traveling. It may be a linear function of road surface inclination θrd.

  Further, in the first and second embodiments, the required driving force determination value FR1out decreases as the vehicle speed V increases in the travel region maps of FIGS. 3 and 10, but the required driving force determination value FR1out corresponds to the vehicle speed V. It doesn't matter if it doesn't change.

  In the first planetary gear device 20 of the first and second embodiments, the first carrier CA1 is connected to the engine 14, the first sun gear S1 is connected to the first electric motor MG1, and the first ring gear R1 is the output gear 24. However, the connection relationship is not necessarily limited thereto, and the engine 14, the first electric motor MG1, and the output gear 24 are respectively connected to the three rotating elements CA1 and S1 of the first planetary gear device 20. , R1 may be connected to any one of them.

  In the first and second embodiments, the ring gear R2 of the second planetary gear device 22 is integrally connected to the ring gear R1 of the first planetary gear device 20, but the connection destination of the ring gear R2 is It is not limited to the ring gear R1, and may be connected to the first carrier CA1 of the first planetary gear device 20, for example. Further, the ring gear R2 may be connected to somewhere in the power transmission path between the first planetary gear device 20 and the drive wheel 40 instead of the ring gear R1.

  In the first and second embodiments, a transmission is not provided in the power transmission path between the output gear 24 and the drive wheel 40, but a manual transmission or an automatic transmission is provided in the power transmission path. It does not matter even if it is done.

  In the first and second embodiments, the input shaft 18 is connected to the engine 14 via the damper 16. However, the damper 16 is not provided, and the input shaft 18 is directly or via a transmission belt, gears, or the like. It may be connected to the engine 14.

  Further, in the power transmission device 10 of the above-described first and second embodiments, a power interrupting device such as a clutch is not provided between the engine 14 and the first planetary gear device 20, but such a power interrupting device is an engine. 14 and the first planetary gear device 20 may be interposed. The same applies to the first electric motor MG1 and the second electric motor MG2, and the power interrupting device is provided between the first electric motor MG1 and the first planetary gear device 20 or the second electric motor MG2 and the second planetary gear device 22. It may be inserted between the two.

  In the first and second embodiments, the first planetary gear unit 20 is an electric continuously variable transmission whose speed ratio is continuously changed by controlling the operating state of the first electric motor MG1. Although functioning, for example, the gear ratio of the first planetary gear unit 20 may be changed stepwise by using a differential action instead of continuously.

  In the first and second embodiments, the first planetary gear device 20 and the second planetary gear device 22 are both single planetary, but one or both of them may be double planetary.

  In the first and second embodiments, the engine 14 is connected to the first carrier CA1 constituting the first planetary gear unit 20 so that power can be transmitted, and the first motor MG1 is transmitted to the first sun gear S1. The first ring gear R1 is connected to a power transmission path to the drive wheel 40. For example, the first planetary gear device 20 is replaced with two planetary gear devices, and the two planetary gears are replaced. In the configuration in which the device is mutually connected by a part of the rotating elements constituting the device, the engine, the electric motor, and the driving wheel are connected to the rotating elements of the planetary gear device so as to be able to transmit power, respectively. It may be configured to be able to switch between a stepped speed change and a stepless speed change by controlling a clutch or a brake connected to the rotating element.

  In addition, the second electric motor MG2 of the first and second embodiments is connected to the output gear 24 that constitutes a part of the power transmission path from the engine 14 to the drive wheel 40 via the second planetary gear unit 22. In addition to being connected to the output gear 24, the second electric motor MG2 can also be connected to the first planetary gear device 20 via an engagement element such as a clutch, instead of the first electric motor MG1. The power transmission device 10 may be configured such that the differential state of the first planetary gear device 20 can be controlled by the second electric motor MG2.

  In the first and second embodiments described above, the vehicle 6 includes the first planetary gear device 20, the second planetary gear device 22, and the first electric motor MG1. For example, the vehicle 6 is configured as shown in FIG. A so-called parallel hybrid vehicle may also be used. The parallel hybrid vehicle shown in FIG. 14 does not include the first planetary gear unit 20, the second planetary gear unit 22, and the first electric motor MG1, but includes the engine 14, the clutch 210, the second electric motor MG2, and the automatic transmission 212. The vehicle has driving wheels (rear wheels) 214 connected in series. In the parallel hybrid vehicle of FIG. 14, the motoring of the engine 14 is performed by slipping the clutch 210, for example.

  Further, each of the plurality of embodiments described above can be implemented in combination with each other, for example, by setting priorities. For example, in the control operation in which the first embodiment and the second embodiment described above are combined with each other, the flowchart of FIG. 8 and the flowchart of FIG. 12 are executed alternately.

6: Vehicle 14: Engine 60: Electronic control device (vehicle drive control device)
74: Road surface
MG2: 2nd electric motor (motor for driving)
θrd: Road surface slope (slope)

Claims (7)

A vehicle that includes an engine and a traveling motor and that travels using at least one of the engine and the traveling motor as a driving power source for traveling. A vehicle drive control device that rotates the engine in a non-driven state when the vehicle speed is higher than the vehicle speed,
The vehicular drive control apparatus, wherein the determination vehicle speed is increased as the inclination with the downward direction of the traveling road surface on which the vehicle is traveling is increased. 2. The vehicle drive control device according to claim 1, wherein the change rate of the determination vehicle speed with respect to the slope of the traveling road surface is larger as the slope of the traveling road surface is closer to zero. When the required driving force required for the vehicle increases during the vehicle traveling in the motor traveling in which the engine is in a non-driving state and the traveling electric motor is used as a driving power source for traveling, the traveling mode of the vehicle is changed. The motor travel is switched to engine travel that travels using at least the engine as a driving force source for travel,
3. The vehicle according to claim 1, wherein the motor traveling is maintained until the required driving force becomes larger as the slope of the traveling road surface increases during vehicle traveling by the motor traveling. Drive control device. When the required driving force is larger than a predetermined required driving force determination value, the traveling mode of the vehicle is the engine traveling,
The vehicle drive control device according to claim 3, wherein the required driving force determination value is increased as the slope of the traveling road surface is larger. The vehicle drive control device according to claim 4, wherein the change rate of the required driving force determination value with respect to the slope of the traveling road surface is larger as the vehicle speed is higher. The required driving force required for the vehicle is less than a predetermined required driving force determination value during vehicle traveling in a motor traveling in which the engine is in a non-driving state and the traveling electric motor is used as a driving power source for traveling. When it becomes large, the traveling mode of the vehicle is switched from the motor traveling to the engine traveling that travels using at least the engine as a driving power source for traveling,
The required driving force is determined so that the required driving force increases as the accelerator opening increases.
3. The vehicle drive control device according to claim 1, wherein the required drive force is determined such that the required drive force decreases as the slope of the traveling road surface increases. A value obtained by subtracting the driving force in the traveling direction acting on the vehicle by gravity from the required driving force when the traveling road surface is horizontal, the required driving force according to the slope of the traveling road surface, The vehicle drive control device according to claim 6.

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