WO2022172388A1

WO2022172388A1 - Hybrid system

Info

Publication number: WO2022172388A1
Application number: PCT/JP2021/005157
Authority: WO
Inventors: 正登小林; 章洋三好; 伸吉田
Original assignee: 株式会社Tbk
Priority date: 2021-02-12
Filing date: 2021-02-12
Publication date: 2022-08-18
Also published as: JPWO2022172388A1; KR20230145102A

Abstract

This hybrid system is for a vehicle provided with an engine (10) serving as a power source for traveling, the hybrid system comprising: a motor generator (20) that is connected to the engine (10) and is capable of performing power driving and regenerative power generation; and an assistance control device (64) for controlling the motor generator (20). The assistance control device (64) does not perform signal transmission/reception between the assistance control device and other control devices (61-63) that are provided to a vehicle (1), but controls the motor generator (20) on the basis of detection signals received from prescribed sensors (71-75) that are provided to the vehicle (1).

Description

hybrid system

The present invention relates to a vehicle hybrid system.

In recent years, from the viewpoint of improving fuel efficiency and protecting the environment, hybrid vehicles equipped with an engine and a motor generator as drive sources have attracted attention. Hybrid vehicles are roughly classified into mild hybrid vehicles and strong hybrid vehicles. Mild hybrid vehicles use the engine as the main drive source. Mainly during deceleration, the motor generator functions as a generator to regenerate energy. is assisted by the output of the motor generator (see Patent Document 1, for example). Compared to strong hybrid vehicles, mild hybrid vehicles have the advantage of low cost because they require fewer parts and batteries and have simpler mechanisms.

JP 2014-017987 A

By the way, when an existing vehicle (existing non-hybrid vehicle) is converted to a mild hybrid, in order to link the assist control device for controlling the motor generator with other control devices (engine control device, etc.) installed in the existing vehicle, There was a problem that large-scale refurbishment of existing rolling stock was required.

The present invention has been made in view of such problems, and aims to provide a hybrid system that can be diverted to a hybrid vehicle without requiring large-scale modification of an existing non-hybrid vehicle. aim.

In order to solve the above-described problems, a hybrid system according to the present invention is a vehicle equipped with an engine as a power source for running. and an assist control device for controlling the generator, wherein the assist control device receives signals from predetermined sensors provided on the vehicle without transmitting/receiving signals to/from other control devices provided on the vehicle. The motor generator is controlled based on the detected signal.

In the hybrid system according to the present invention, a manual transmission in which the gear stage is switched by operating a shift lever and a power transmission path between the engine and the manual transmission are interposed, and the clutch pedal is depressed. Electric power is transferred between a clutch that connects and disconnects power transmission between the engine and the manual transmission according to operation, a clutch sensor that detects the amount of depression of the clutch pedal, and the motor generator. A battery, a battery sensor that detects the remaining capacity of the battery, and a vehicle speed sensor that detects the vehicle speed of the vehicle. The assist control device detects that the clutch pedal is not depressed by the clutch sensor. and determining that the engine is in an idling state when the vehicle speed sensor detects that the vehicle speed is 0, and the assist control device detects the remaining amount of the battery by the battery sensor in the idling state of the engine. It is preferable that regenerative power generation of the motor generator is performed when it is detected that the capacity is less than a predetermined amount.

Further, in the hybrid system according to the present invention, a manual transmission in which a shift stage is switched by operating a shift lever, and a power transmission path interposed between the engine and the manual transmission, the clutch pedal is depressed. A clutch that connects and disconnects power transmission between the engine and the manual transmission in response to an operation, and a clutch sensor that detects the amount of depression of the clutch pedal, wherein the assist control device controls When starting the vehicle, the drive timing of the motor generator is determined based on the change in the depressing speed when the clutch pedal is released from the depressed state, and the motor generator is driven at the timing when the depressing speed changes from decreasing to increasing. It is preferable to start powering the generator.

Further, the hybrid system according to the present invention includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a rotation sensor that detects the rotational speed of the engine. When the rotational acceleration of the engine exceeds a preset rotational acceleration limit while the motor generator is being power running driven by the motor generator, the power running drive of the motor generator is stopped, and the assist control device stops the power running drive of the motor It is preferable that the motor generator performs regenerative power generation when the accelerator pedal is not depressed even after a predetermined time has elapsed since the power running drive of the generator was stopped.

Further, in the hybrid system according to the present invention, an accelerator sensor is provided for detecting the amount of depression of an accelerator pedal, and the assist control device detects when the amount of depression when the accelerator pedal is depressed exceeds a specified amount. It is preferable to start the power running drive of the motor generator and stop the power running drive of the motor generator when the accelerator pedal is released.

Further, the hybrid system according to the present invention includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a vehicle speed sensor that detects the vehicle speed of the vehicle, and the assist control device detects that the vehicle speed is within a predetermined speed range. When , the amount of depression of the accelerator pedal is compared with a preset first determination value, and the vehicle acceleration calculated from the vehicle speed is compared with a preset second determination value. Then, when the amount of depression of the accelerator pedal is less than a first determination value and the acceleration of the vehicle is equal to or greater than a second determination value, it is determined that the vehicle is in a light load state, and the amount of depression of the accelerator pedal is determined. is greater than or equal to a first determination value and the acceleration of the vehicle is less than a second determination value, it is preferable to determine that the vehicle is in the high load state.

Further, the hybrid system according to the present invention includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and the assist control device presets a depressing speed when the accelerator pedal is depressed and then released. The assist control device determines that the vehicle has transitioned to constant speed running when the accelerator pedal is depressed back to a predetermined position set in advance, and the assist control device determines that the vehicle is traveling at a constant speed. is determined to have shifted to constant speed running, the motor generator is powered when the accelerator pedal is stepped on, and the power running of the motor generator is stopped when the accelerator pedal is released. .

Further, in the hybrid system according to the present invention, an accelerator sensor is provided to detect the amount of depression of an accelerator pedal, and the assist control device is operated when the accelerator pedal is released from a depressed state during power running of the motor generator. When the stepping-back speed is compared with a preset predetermined speed, if the stepping-back speed is less than the predetermined speed, the power running drive of the motor generator is stopped, and the stepping-back speed is equal to or higher than the predetermined speed. In this case, it is preferable to stop the power running drive of the motor generator and start the regenerative power generation of the motor generator when the depression amount of the accelerator pedal becomes zero.

Further, the hybrid system according to the present invention includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a vehicle speed sensor that detects the vehicle speed of the vehicle, and the assist control device detects the acceleration from the state where the accelerator pedal is depressed. A vehicle speed of the vehicle when the accelerator pedal starts to be released is stored as a reference vehicle speed, and the vehicle speed of the vehicle is higher than the reference vehicle speed by a predetermined value or more in a state where the depression amount becomes 0 by depressing the accelerator pedal back. It is preferable to start the regenerative power generation of the motor generator when it becomes large.

Further, the hybrid system according to the present invention includes an accelerator sensor that detects the amount of depression of an accelerator pedal, and a brake sensor that detects depression of a brake pedal, and the assist control device detects a state in which the accelerator pedal is depressed. When the pedal release speed when the brake pedal is released is greater than a predetermined return speed, the regenerative output of the motor generator is set to a low output to start regenerative power generation, and when the brake pedal is depressed. Preferably, the regenerative output of the motor generator is switched from low output to high output.

Further, in the hybrid system according to the present invention, a manual transmission in which a shift stage is switched by operating a shift lever, and a power transmission path interposed between the engine and the manual transmission, the clutch pedal is depressed. A clutch that connects and disconnects power transmission between the engine and the manual transmission according to operation, a clutch sensor that detects the amount of depression of the clutch pedal, and a brake sensor that detects the depression of the brake pedal. Preferably, the assist control device performs power running driving of the motor generator while the brake pedal is depressed and the clutch pedal is depressed by a predetermined amount or more.

Further, in the hybrid system according to the present invention, a manual transmission in which a shift stage is switched by operating a shift lever, and a power transmission path interposed between the engine and the manual transmission, the clutch pedal is depressed. a clutch that connects and disconnects power transmission between the engine and the manual transmission according to an operation; a clutch sensor that detects the amount of depression of the clutch pedal; a vehicle speed sensor that detects the vehicle speed of the vehicle; and a rotation sensor for detecting the rotation speed of the engine, and the assist control device detects that the rotation speed of the engine reaches a predetermined rotation speed when the vehicle speed of the vehicle tends to decrease in a state where the clutch pedal is not depressed. It is preferable to determine that the manual transmission is in a neutral state and limit the power running drive of the motor generator when the number has increased by a number or more.

Further, in the hybrid system according to the present invention, the assist control device controls that the vehicle speed of the vehicle is equal to or higher than a predetermined speed when the vehicle speed of the vehicle does not tend to decrease while the clutch pedal is not depressed. When the number of revolutions of the engine has dropped to a predetermined idle number of revolutions, it is determined that the manual transmission is in a neutral state, and power running or regenerative power generation of the motor generator is limited. is preferred.

Further, in the hybrid system according to the present invention, the assist control device rotates the motor generator in the reverse direction to once rotate the crankshaft of the engine in the reverse direction when the engine is restarted, and then rotates the motor generator. It is preferable to rotate the crankshaft in the normal rotation direction by driving the crankshaft in the normal direction.

According to the hybrid system according to the present invention, vehicle information is input from predetermined sensors based on the independent judgment of the assist control device without requiring cooperation with other control devices (without requiring modification of the control system). Based on this, it is possible to determine the operation of the vehicle and control the motor generator, so the mild hybrid system can be retrofitted without the need for large-scale design changes or modifications to existing vehicles. As a result, existing vehicles can be easily converted to hybrid vehicles.

1 is a configuration diagram of a vehicle equipped with a mild hybrid system of this embodiment; FIG. 4 is a flowchart of idling regeneration control; 4 is a time chart showing a specific example of idling regeneration control; 4 is a flowchart of start control; 4 is a time chart showing a specific example of start control; 4 is a flowchart of slip control; 4 is a time chart showing a specific example of slip control; 4 is a flowchart of acceleration assist control; 4 is a time chart showing a specific example of acceleration assist control; 4 is a flowchart of load determination control; 4 is a time chart showing a first specific example of load determination control; 9 is a time chart showing a second specific example of load determination control; 4 is a flowchart of constant-speed travel control; 4 is a time chart showing a specific example of constant speed running control; 4 is a flowchart of deceleration transition control; 4 is a time chart showing a first specific example of deceleration transition control; 9 is a time chart showing a second specific example of deceleration transition control; 4 is a flow chart of speed maintenance control; 4 is a time chart showing a specific example of speed maintenance control; 4 is a flowchart of deceleration regeneration control; 5 is a time chart showing a specific example of deceleration regeneration control; 4 is a flowchart of shift assist control; 4 is a time chart showing a specific example of shift assist control; 4 is a flowchart of neutral determination control; 4 is a time chart showing a first specific example of neutral determination control; 8 is a time chart showing a second specific example of neutral determination control; FIG. 4 is a diagram showing forward rotation of the crankshaft when the engine is restarted; FIG. 5 is a diagram showing the reverse rotation of the crankshaft when the engine is restarted;

Preferred embodiments of the present invention will be described below with reference to the drawings. A vehicle 1 equipped with a hybrid system (mild hybrid system) according to one embodiment of the present invention is shown in FIG. .

The vehicle 1 is a mild hybrid vehicle, and is capable of running using only the engine 10 as a power source and running using both the engine 10 and the motor 20 as power sources. In other words, the vehicle 1 does not run only by the power of the motor 20, and in a situation where the power of the engine 10 is insufficient such as when starting or accelerating, or in a situation where improvement in fuel efficiency can be expected by providing assistance during cruising. The power of the engine 10 is assisted by the power of the motor 20 to run. This vehicle 1 is, for example, a large vehicle such as a truck or a bus.

The vehicle 1 includes an engine 10, a motor 20, a clutch device 30, a transmission 40, a brake device 50, a vehicle control device 60, and a detector 70.

The engine 10 is a multi-cylinder diesel engine that generates driving force for running the vehicle 1 by burning fuel such as light oil. A rotating shaft of a motor 20 is directly connected to an output shaft (crankshaft) of the engine 10 .

The motor 20 has a function as an electric motor (powering function) that converts supplied electric power into rotational power and outputs it, and a function as a generator (regenerative function) that converts input rotational power into electric power and outputs it. A motor generator comprising The motor 20 exchanges electric power with a battery 22 via an inverter 21, which will be described later. When functioning as an electric motor, the motor 20 converts electric power supplied from the battery 22 to generate rotational power, adds the rotational power to the rotational power input from the engine 10, and transmits the power to the transmission 40 side. output (assist the output of the engine 10). When the motor 20 functions as a generator, the motor 20 regenerates the rotational power transmitted from the drive wheels 43 to the transmission 40 or the rotational power output from the engine 10 to generate power. is charged to In this embodiment, the regenerative torque of the motor 20 can be controlled to an arbitrary value with a predetermined regenerative torque (maximum regenerative torque) value as the upper limit. Note that the maximum regenerative torque (maximum regenerative braking force) of the motor 20 changes for each rotation speed of the engine 10 .

An inverter 21 is connected to the electric circuit connecting the motor 20 and the battery 22 . The inverter 21 is a converter that mutually converts DC power on the battery 22 side and AC power on the motor 20 side. The inverter 21 is electrically connected to an assist ECU 64, which will be described later. Based on a control signal from the assist ECU 64, a drive current (electric power) is supplied from the battery 22 to the motor 20, or regenerative power of the motor 20 is supplied. Electricity is stored in the battery 22 . An input shaft of a transmission 40 is connected to the rotation shaft of the motor 20 via a clutch device 30 .

The clutch device 30 is interposed between the rotating shaft of the motor 20 and the input shaft of the transmission 40, and transmits or cuts off the driving force according to the driver's depression and release of the clutch pedal 83. The clutch device 30 of the present embodiment is, for example, a friction engagement multi-plate clutch.

The transmission 40 is a manual multi-speed transmission (manual transmission) that has a plurality of gear stages (for example, five forward gears and one reverse gear) and shifts gears according to the operation of a shift lever (not shown) by the driver. ), and the power from the engine 10 is shifted by any one of a plurality of gear stages and output. A propeller shaft 41 is connected to the output shaft of the transmission 40 . A driving force shifted by the transmission 40 is transmitted to a differential 42 via a propeller shaft 41 and distributed to a pair of wheels (driving wheels) 43, respectively. In this embodiment, a rear-wheel-drive hybrid vehicle is exemplified, but a front-wheel-drive hybrid vehicle is of course possible. A four-wheel drive (all-wheel drive) hybrid vehicle is also possible, in which case engine power and motor power can be transmitted to the front and rear wheels (motor assist is possible) be).

The brake device 50 applies a braking force to each wheel (drive wheel, driven wheel) 43 when the brake pedal 82 is depressed by the driver. Examples of the brake device 50 include an air brake operated by compressed air and a hydraulic brake operated by hydraulic pressure.

Vehicle control device 60 includes an engine ECU 61 that controls engine 10, a transmission ECU 62 that controls clutch device 30 and transmission 40, a brake ECU 63 that controls brake device 50, and an assist ECU 64 that controls motor generator 20. Configured. Each of the ECUs 61 to 64 is an electronic circuit mainly composed of a microcomputer including CPU, ROM, RAM, and interfaces such as input/output. In the present embodiment, the control by the vehicle control device 60 provides an engine running mode in which the vehicle runs only with the output of the engine 10, and an engine running mode in which the output of the engine 10 is assisted with the output of the motor 20, so that both the engine 10 and the motor 20 are operated. It is possible to switch the driving mode between the motor assist driving mode in which the vehicle is driven by the output. A detection unit (various sensors) 70 is electrically connected to the vehicle control device 60 .

The detection unit 70 includes an accelerator sensor 71 that detects the operation amount (depression amount, depression amount) of the accelerator pedal 81, a brake sensor 72 that detects the operation (depression, depression amount) of the brake pedal 82, and an operation amount of the clutch pedal 83. A clutch sensor 73 that detects (depression amount, depression amount), a vehicle speed sensor 74 that detects the running speed (vehicle speed) of the vehicle 1, a rotation sensor 75 that detects the rotation speed (rotational speed) of the engine 10 or the motor 20, and It is configured with a battery sensor 76 and the like for detecting the remaining charge amount of the battery 22 and the like. The brake sensor 72 may detect the amount of operation (depression amount, depression amount) of the brake pedal 82 . In this embodiment, since the output shaft of the engine 10 and the rotation shaft of the motor 20 are directly connected, the number of revolutions (rotational speed) of the engine 10 and the number of revolutions (rotational speed) of the motor 20 match. Information detected by the sensors 71 to 76 is appropriately input to necessary ECUs among the engine ECU 61, the transmission ECU 62, the brake ECU 63, and the assist ECU 64.

Here, the assist ECU 64 assists the output of the engine 10 by controlling the power running drive of the motor 20 when the vehicle 1 starts or accelerates, and regenerates the motor 20 when the vehicle 1 decelerates or brakes. The drive (regenerative power generation) is controlled to charge the battery 22 . The assist ECU 64 is not electrically connected to the other ECUs 61-63 and does not transmit or receive signals to or from the other ECUs 61-63. Therefore, the assist ECU 64 of this embodiment controls the power running drive and the regenerative drive of the motor 20 based on the detection signals input from the detection section 70 (sensors 71 to 76). In this embodiment, the assist ECU 64, the motor 20, the inverter 21, the battery 22, and the like constitute a mild hybrid system. Thus, existing vehicles (non-hybrid vehicles) are hybridized.

Next, a method of controlling the vehicle 1 by the assist ECU 64 will be described.

<1. Idling regeneration control>
First, the idling regeneration control of this embodiment will be described. A problem with the conventional technology is that if the motor 20 is regeneratively driven only when the vehicle is decelerating (during braking), the amount of power generated by the motor 20 becomes insufficient, and the remaining charge (remaining capacity) of the battery 22 decreases. , there is a possibility that the output of the engine 10 cannot be sufficiently assisted by the output of the motor 20.

In this embodiment, in order to correct such a problem, the assist ECU 64 determines whether the vehicle 1 is in an idling state (stopped state) based on the information input from the detection unit 70 by its own judgment, and determines the remaining charge of the battery 22. When the amount is low, idling regeneration control is executed to perform regenerative power generation of the motor 20 using the power (idle rotation) of the engine 10 in the idling state.

A procedure for idling regeneration control in this embodiment will be described with reference to FIG. FIG. 2 is a flowchart of idling regeneration control.

The assist ECU 64 determines whether or not the clutch pedal 83 is depressed based on the detection information from the clutch sensor 73 (step S101). When the assist ECU 64 determines that the clutch pedal 83 is not depressed (step S101: NO), that is, when it determines that the clutch device 30 is in the engaged state, the vehicle speed increases based on the detection information from the vehicle speed sensor 74. It is determined whether or not it is 0 (0 km/h) (step S102). That is, the assist ECU 63 determines that the vehicle 1 has shifted to the idle state (stopped state) on condition that the vehicle speed is 0 when the clutch pedal 83 is not depressed (when the clutch device 30 is in the engaged state). judge.

When the assist ECU 64 determines that the vehicle speed is 0 (step S102: YES), it determines whether the SOC (State Of Charge) of the battery 22 is less than a predetermined value based on the detection information from the battery sensor 76. (step S103). The SOC is a charging rate expressed as a percentage of the current charge amount (remaining charge amount) with respect to the full charge amount of the battery 22 . SOC is calculated based on the output voltage or output current from battery 22 . When the assist ECU 64 determines that the SOC of the battery 22 is less than the predetermined value (step S103: YES), the assist ECU 64 regeneratively drives the motor 20 using the power (idle rotation) output from the engine 10 in the idle state. power generation) is started (step S104). Thereby, the battery 22 is charged with the electric power generated by the motor 20 .

Subsequently, the assist ECU 64 determines whether the SOC of the battery 22 has recovered to a predetermined value or higher (step S105). When the assist ECU 64 determines that the SOC has recovered to the predetermined value or higher (step S105: YES), the assist ECU 64 stops regenerative driving of the motor 20 (step S107). On the other hand, when the assist ECU 64 determines that the SOC is less than the predetermined value (step S105: NO), it determines whether or not the clutch pedal 83 is depressed (step S106). When the assist ECU 64 determines that the clutch pedal 83 is not depressed (step S106: NO), the process returns to step S105. On the other hand, if the assist ECU 64 determines that the clutch pedal 83 has been depressed (step S106: YES), that is, if it determines that the clutch device 30 is in the disengaged state, the assist ECU 64 stops regenerative driving of the motor 20 (step S107). It should be noted that in the case of a NO determination in step S101, step S102, or step S103, this processing is terminated as it is.

Next, the action of the idling regeneration control by the assist ECU 64 will be described. FIG. 3 is a time chart showing a specific example of idling regeneration control.

As shown in FIG. 3, at time t11, the driver depresses the clutch pedal 83 (not depressing it) and the vehicle speed is 0, so the vehicle 1 transitions to the idling state. It is determined that At this time, when the SOC of the battery 22 is less than the predetermined value S1 (when the remaining capacity of the battery 22 is low), the power output from the motor 20 (idle rotation) is used to regeneratively drive the motor 20. , to charge the battery 22 (time points t11 to t13). At time t13, when the SOC of the battery 22 recovers to the predetermined value S1 or higher, the regenerative driving of the motor 20 is stopped. Even before the SOC of the battery 22 recovers to the predetermined value S1, if the clutch pedal 83 is operated (depressed), it is predicted that the vehicle 1 will start from a stopped state. , the regenerative driving of the motor 20 is stopped (time t12).

As described above, in the present embodiment, the assist ECU 64 independently determines that the engine 10 has entered the idling state based on the information input from the detection unit 70 without requiring cooperation with the other ECUs 61 to 63. By making a determination and regeneratively driving the motor 20 using the idling rotation (excess kinetic energy) of the engine 10, the amount of power generated by the motor 20 is sufficiently secured, and the remaining charge amount (electric power) of the battery 22 It is possible to avoid a situation in which there is a shortage of

<2. Start control>
Next, start control of this embodiment will be described. A problem with the conventional technology is that when the output of the engine 10 is assisted by the output of the motor 20 when the vehicle 1 starts moving, the motor 20 must be driven in time with the vehicle 1 starting to run, but the timing of the drive is too early. If the driving timing is too late, the driving force required for starting the vehicle 1 will be insufficient.

In the present embodiment, in order to correct such a problem, the assist ECU 64, at its own judgment, based on the information input from the detection section 70, detects the acceleration of the vehicle 1 from the change point of the operation speed (depressing speed) of the clutch pedal 83. A start timing is detected, and start control is executed to power-drive the motor 20 in accordance with the start timing.

The procedure of start control in this embodiment will be described with reference to FIG. FIG. 4 is a flow chart of start control.

The assist ECU 64 determines whether or not the vehicle speed is 0 (step S201). When the assist ECU 64 determines that the vehicle speed is 0 (step S201: YES), it determines whether or not the clutch pedal 83 is depressed by a specified amount or more based on the detection information from the clutch sensor 73 (step S202). ). The prescribed amount is set within a range in which the clutch device 30 is in a disengaged state (for example, a range from the boundary position of the half-clutch region to the position where the clutch pedal 83 is fully depressed). That is, the assist ECU 64 determines whether or not the driver has operated the clutch pedal 83 to connect and disconnect the clutch device 30 .

When the assist ECU 64 determines that the clutch pedal 83 has been depressed more than the specified amount (step S202: YES), it determines whether the clutch pedal 83 has started to be depressed (step S203). When the assist ECU 64 determines that the clutch pedal 83 has started to be released (step S203: YES), the clutch pedal 83 is released to a preset half-clutch region (the starting point of the half-clutch region). It is determined whether or not (step S204). The half-clutch region is a region in which the clutch device 30 is in a half-clutch state in which the power of the engine 10 is partially transmitted between a completely connected state (completely engaged state) and a completely disconnected state (completely released state). . The internal memory of the assist ECU 64 stores the stroke amount (depression amount, depression amount) of the clutch pedal 83 corresponding to the half-clutch region. As a modification, it may be determined that the clutch pedal 83 has been depressed back to the half-clutch region when the depressing speed of the clutch pedal 83 (depression amount per unit time) decreases. good. That is, the driver depresses the clutch pedal 83 quickly at first, but when the connection (engagement) of the clutch device 30 starts, the driver starts depressing the clutch pedal 83 slowly. It can be estimated that the clutch pedal 83 has reached the half-clutch region as the pedal release speed has decreased.

When the assist ECU 64 determines that the clutch pedal 83 has been depressed back to the half-clutch region (step S204: YES), the assist ECU 64 determines whether or not the depressing speed of the clutch pedal 83 changed from decreasing to increasing (step S205). ). Here, the timing at which the depressing speed of the clutch pedal 83 changes from decreasing to increasing within the half-clutch region is the timing that reflects the driver's intention to start the vehicle 1 . In other words, it can be said that the release operation (release speed) of the clutch pedal 83 is an index that clearly indicates the driver's intention to start the vehicle. Therefore, by detecting the changing point of the release speed of the clutch pedal 83, it is possible to accurately detect the start timing of the vehicle 1 that requires the drive torque (assist torque) of the motor 20. FIG.

When the assist ECU 64 determines that the depressing speed of the clutch pedal 83 has increased within the half-clutch region (step S205: YES), it starts power running driving (motor assist) of the motor 20 (step S206). Subsequently, the assist ECU 64 determines whether or not the clutch pedal 83 has been depressed back to a predetermined amount (step S207). This predetermined amount is set near the end point of the half-clutch region. That is, the assist ECU 64 estimates that the clutch device 30 has shifted to the fully engaged state (completely engaged state) as a result of the clutch pedal 83 being depressed back to the predetermined amount. When the assist ECU 64 determines that the clutch pedal 83 has been stepped back to the predetermined amount (step S207: YES), the power running drive (motor assist) of the motor 20 is stopped (step S208). It should be noted that in the case of a NO determination in step S201 or step S202, this processing is terminated as it is.

Next, the action of the start control by the assist ECU 64 will be explained. FIG. 5 is a time chart showing a specific example of start control.

As shown in FIG. 5, at time t21, the driver starts depressing the clutch pedal 83 from the fully depressing state in order to start the vehicle 1 . Although not shown, depressing of the accelerator pedal 81 is started at the same time that the clutch pedal 83 is released. At time t22, when the driver gradually depresses the clutch pedal 83, the depression amount of the clutch pedal 83 reaches the half-clutch region. As a result, the clutch device 30 starts to be partially connected (engaged), and the driver reduces the depressing speed of the clutch pedal 83 . At time t23, when the driver increases the depressing speed of the clutch pedal 83 to start the vehicle 1, the motor 20 starts powering (motor assist). As a result, the vehicle speed starts increasing from 0 (vehicle 1 starts accelerating). At time t24, when the amount of depression of the clutch pedal 83 is returned to a predetermined amount (the end point of the half-clutch region), the clutch device 30 shifts to the fully connected state, thereby stopping the power running drive (motor assist) of the motor 20. do.

As described above, according to the present embodiment, the driver operates the clutch pedal 83 based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without cooperation with the other ECUs 61 to 63. By accurately detecting the driver's starting intention based on the change point of the speed (depressing speed), motor assist is provided at a start timing that matches the feeling of the driver without being affected by the amount of wear of the clutch device 30, etc. can be executed, and the vehicle 1 can be started smoothly.

<3. Slip control>
Next, the slip control of this embodiment will be described. A problem with the conventional technology is that when the friction coefficient of the road surface is low, the wheels 43 slip (idle) and the stability of the vehicle 1 is impaired when the motor assist is performed when the vehicle 1 starts or accelerates. There is a problem that there is a possibility

In the present embodiment, in order to correct such a problem, the assist ECU 46, at its own judgment, based on the information input from the detection unit 70, determines the preset limit of rotational acceleration of the engine 10 during power running of the motor 20. When the acceleration exceeds the acceleration, it is determined that the wheels 43 have slipped, and the power running drive of the motor 20 is stopped. is continued, and slip control is executed to start regenerative driving of the motor 20 and apply regenerative braking force to the wheels 43 .

A procedure for slip control of the assist ECU 64 will be described with reference to FIG. FIG. 6 is a flow chart of slip control.

The assist ECU 64 determines whether the accelerator pedal 81 has been depressed by a predetermined amount or more (step S301). That is, the assist ECU 64 determines whether or not the motor 20 needs to be powered (motor assisted) in order to start or accelerate the vehicle 1 . When the assist ECU 64 determines that the accelerator pedal 81 has been depressed by a predetermined amount or more (step S301: YES), the assist ECU 64 starts power running driving of the motor 20 (step S302).

The assist ECU 64 determines whether or not the rotational acceleration of the engine 10 (rotational acceleration of the motor 20) exceeds a preset limit acceleration based on the information detected by the rotation sensor 75 (step S303). The rotation acceleration of the engine 10 is obtained by differentiating the rotation speed (number of rotations) of the engine 10 detected by the rotation sensor 75 . When the assist ECU 64 determines that the rotational acceleration of the engine 10 exceeds the acceleration limit (step S303: YES), it presumes that the vehicle 1 is slipping, and stops power running of the motor 20. (step S304).

The assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed back within a predetermined period of time from when the power running drive of the motor 20 was stopped (step S305). That is, the assist ECU 64 determines whether or not the depression amount of the accelerator pedal 81 has decreased within a predetermined time. When the assist ECU 64 determines that the accelerator pedal 81 has not been depressed within a predetermined period of time (step S305: NO), the assist ECU 64 starts regenerative driving of the motor 20 to generate regenerative braking torque. Rotation is suppressed (step S306).

The assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed back during the regenerative driving of the motor 20 (step S307). When the assist ECU 64 determines that the accelerator pedal 81 has been released (step S307: YES), it stops regenerative driving of the motor 20 (step S308). It should be noted that in the case of a NO determination in step S301, step S303, or step S305, this processing is terminated as it is.

Next, the effect of slip control by the assist ECU 64 will be described. FIG. 7 is a time chart showing a specific example of slip control.

As shown in FIG. 7, at time t31, the driver's depression of the accelerator pedal 81 causes the motor 20 to start power running. At time t32, the rotation acceleration of the engine 10 exceeds the acceleration limit (due to a rapid rise in the rotation speed of the engine 10), so that the assist ECU 64 detects slip of the vehicle 1 and stops the power running of the motor 20. do. At time t33, if the accelerator pedal 81 is not depressed within a predetermined period of time from when the power running drive of the motor 20 is stopped (when the slip of the vehicle 1 is detected), the regenerative drive of the motor 20 is started. The regenerative braking force reduces the rotation speed of the engine 10 . At time t34, when the accelerator pedal 81 is depressed while the motor 20 is being regeneratively driven, the regenerative driving of the motor 20 is stopped.

As described above, according to the present embodiment, the rotation speed (rotational acceleration ), the drive torque applied to the wheels 43 is reduced by stopping the power running drive (motor assist) of the motor 20, and the regenerative braking torque is applied to the wheels 43 by the regenerative drive of the motor 20. can effectively suppress the slip of the wheels 43, and as a result, the stability of the vehicle 1 can be improved.

<4. Acceleration assist control>
Next, the acceleration assist control of this embodiment will be described. As a problem of the conventional technology, when the output of the engine 10 is assisted by the output of the motor 20 when the vehicle 1 starts moving, etc., acceleration is not possible unless the motor assist is performed at an appropriate timing that meets the driver's acceleration request. There was a problem that the feeling deteriorated and the fuel efficiency improvement effect could not be sufficiently obtained.

In this embodiment, in order to correct such a problem, the assist ECU 64 determines the driver's acceleration request based on the information input from the detection unit 70 by its own judgment, and adjusts the timing according to the acceleration request. Acceleration assist control for powering the motor 20 is executed.

A procedure for acceleration assist control in this embodiment will be described with reference to FIG. FIG. 8 is a flowchart of acceleration assist control. The control shown in the flowchart of FIG. 8 is executed when the vehicle 1 is accelerated based on the driver's acceleration request (the driver's depression of the accelerator pedal 81).

The assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed (step S401). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed (step S401: YES), the assist ECU 64 determines whether or not the depression amount of the accelerator pedal 81 has exceeded a preset specified amount (step S402). . That is, the assist ECU 64 determines whether or not there is a driver's acceleration request based on the depression amount of the accelerator pedal 81 .

When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 has exceeded the specified amount (step S402: YES), it starts power running driving of the motor 20 (step S403). Subsequently, the assist ECU 64 determines whether or not the accelerator pedal 81 has been depressed back (whether or not the amount of depression of the accelerator pedal 81 has decreased) while the motor 20 is being powered (step S404). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed back (step S403: YES), the assist ECU 64 determines that the driver's request for acceleration has ended, and stops the power running of the motor 20 (step S405). It should be noted that, in the case of NO determination in step S401 or step S402, this processing is terminated as it is.

Next, the action of acceleration assist control by the assist ECU 64 will be described. FIG. 9 is a time chart showing a specific example of acceleration assist control.

As shown in FIG. 9, the driver starts depressing the accelerator pedal 81 at time t41. At time t42, the amount of depression of the accelerator pedal 81 exceeds the specified amount AP1, so that the assist ECU 64 determines that there is a driver's acceleration request, and starts power running of the motor 20. FIG. At time t42, the driver depresses the accelerator pedal 81, and the assist ECU 64 determines that the driver's request for acceleration has ended, and stops the motor 20 from being powered.

As described above, in the present embodiment, the operation amount of the accelerator pedal 81 by the driver is calculated based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without cooperation with the other ECUs 61 to 63. By judging the driver's acceleration request and executing the motor assist at a timing adapted to this acceleration request, it is possible to improve the feeling of acceleration given to the driver and improve fuel efficiency. Become.

<5. Load Judgment Control>
Next, the load determination control of this embodiment will be described. One of the problems with the conventional technology is that, for example, when the vehicle is running with a low load, such as when the vehicle is empty or when the vehicle is running downhill, even if the motor assist is used, the improvement in acceleration feeling and the effect of improving fuel efficiency are low. , there is a problem that energy is wasted.

In the present embodiment, in order to correct such a problem, the assist ECU 64 makes its own judgment and based on the information input from the detection unit 70, the load state (light load state/high load state) of the vehicle 1 is estimated. Execute decision control.

A procedure for load determination control in this embodiment will be described with reference to FIG. FIG. 10 is a flow chart of load determination control.

The assist ECU 64 determines whether or not the vehicle speed is within a predetermined speed range based on the detection information from the vehicle speed sensor 74 (step S501). The predetermined speed range is, for example, 20-40 km/h. When the assist ECU 64 determines that the vehicle speed is within the predetermined speed range (step S501: YES), based on the detection information from the accelerator sensor 71, the amount of depression of the accelerator pedal 81 is equal to or greater than a preset threshold operation amount. It is determined whether or not there is (step S502). When the assist ECU determines that the depression amount of the accelerator pedal 81 is equal to or greater than the threshold operation amount (step S502: YES), the assist ECU determines whether the acceleration of the vehicle 1 is less than the threshold acceleration (step S503). The acceleration of the vehicle 1 is obtained by differentiating the vehicle speed detected by the vehicle speed sensor 74 . As a modification, an acceleration sensor for detecting acceleration of the vehicle 1 may be provided separately from the vehicle speed sensor 74 .

When the acceleration of the vehicle 1 is less than the threshold acceleration (step S503: YES), the assist ECU 64 determines that the vehicle 1 is in a high load state (step S504). That is, the assist ECU 64 determines that the vehicle 1 is in a high load state when the acceleration of the vehicle 1 does not reach the threshold acceleration even though the depression amount of the accelerator pedal 81 is equal to or greater than the threshold operation amount. The high-load state refers to, for example, a state in which the vehicle 1 is loaded with cargo (the loaded weight is greater than a predetermined weight), a state in which the road surface is uphill, and the like. At this time, if the assist ECU 64 determines that the vehicle is in a high load state, the power running drive (motor assist) of the motor 20 is permitted.

On the other hand, when the assist ECU 64 determines that the depression amount of the accelerator pedal 81 is less than the threshold operation amount (step 502: NO), it determines whether the acceleration of the vehicle 1 is equal to or greater than the threshold acceleration (step S505). ). When the assist ECU 64 determines that the acceleration of the vehicle 1 is greater than or equal to the threshold acceleration (step S505: YES), it determines that the vehicle 1 is in the light load state (step S506). That is, the assist ECU 64 determines that the vehicle 1 is in the light load state when the acceleration of the vehicle 1 reaches the threshold acceleration even though the depression amount of the accelerator pedal 81 is less than the threshold operation amount. The light load state refers to, for example, an empty state in which the vehicle 1 is not loaded with cargo or the like (load weight is smaller than a predetermined weight), a state in which the road surface is downhill, and the like. At this time, if the assist ECU 64 determines that the vehicle 1 is in the light load state, the power running drive (motor assist) of the motor 20 is limited. It should be noted that in the case of a NO determination in step S501, step S503, or step S505, this process is terminated as it is.

Next, the operation of load determination control by the assist ECU 64 will be described. 11 and 12 are time charts showing specific examples of load determination control.

First, as shown in FIG. 11, at time t51, on the condition that the vehicle speed of the running vehicle 1 is within a predetermined speed range ΔV, the vehicle 1 load determination is performed. At time t51, the amount of depression of the accelerator pedal 81 is less than the threshold operation amount APth and the acceleration of the vehicle 1 is equal to or greater than the threshold acceleration Gth, so the assist ECU 64 determines that the vehicle 1 is in the light load state.

On the other hand, as shown in FIG. 12, at time t52, on the condition that the vehicle speed of the running vehicle 1 is within a predetermined speed range ΔV, the vehicle 1 load determination is performed. At time t52, the amount of depression of the accelerator pedal 81 is equal to or greater than the threshold operation amount APth and the acceleration of the vehicle 1 is less than the threshold acceleration Gth, so the assist ECU 64 determines that the vehicle 1 is in a high load state.

As described above, in this embodiment, the load state of the vehicle 1 (light load state/ high load state), it is possible to suppress unnecessary energy consumption and improve fuel efficiency. Further, in the present embodiment, the load state of the vehicle 1 can be determined based on existing vehicle information without adding a weight sensor for detecting the load weight of the vehicle 1 (the weight of the occupant, load, etc.). Therefore, it is possible to reduce the cost of the entire vehicle.

<6. Constant speed running control>
Next, the constant speed running control of this embodiment will be described. A problem with the conventional technology is that when the vehicle 1 is traveling at a constant speed, the motor assist is performed by reducing the output of the motor 20 to a low output, thereby improving fuel efficiency. There is a problem that it is difficult to determine whether or not the vehicle has shifted to constant speed running.

In the present embodiment, in order to correct such a problem, the assist ECU 64, at its own judgment, based on the information input from the detection unit 70, calculates It is determined that the vehicle 1 has transitioned to constant speed running, and constant speed running control is executed to maintain the vehicle speed by motor assist with low output.

The procedure for constant-speed travel control in this embodiment will be described with reference to FIG. FIG. 13 is a flowchart of constant-speed travel control.

The assist ECU 64 determines whether or not the accelerator pedal 81 is depressed by a predetermined amount (first predetermined amount) or more based on the detection information from the accelerator sensor 71 (step S601). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed by a predetermined amount or more (S601: YES), it determines whether the accelerator pedal 81 has started to be released (whether the depression amount has decreased). (step S602). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S602: YES), the accelerator pedal 81 is released at a depressing speed (operation speed while the depressing amount of the accelerator pedal 81 is being reduced). ) is equal to or less than a predetermined speed (step S603).

When the assist ECU 64 determines that the depressing speed of the accelerator pedal 81 is equal to or lower than the predetermined speed (step S603: YES), the assist ECU 64 determines whether the depression amount of the accelerator pedal 81 has decreased to a predetermined determination operation amount. (Step S604). When it is determined that the depression amount of the accelerator pedal 81 has decreased to the predetermined determination operation amount (step S604: YES), it is determined that the vehicle 1 has shifted to constant speed travel (step S605). When the assist ECU 64 determines that the vehicle 1 has shifted to constant speed running, it determines whether or not the depression amount of the accelerator pedal 81 has increased by a predetermined amount or more (step S606). That is, it is determined whether or not the accelerator pedal 81 has been further depressed in order to keep the vehicle speed constant.

When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 has increased by a certain amount or more (step S606: YES), the motor 20 is powered (step S607). At this time, the assist ECU 64 controls the drive torque of the motor 20 to a low torque. Subsequently, the assist ECU 64 determines whether or not the accelerator pedal 81 is released while the motor 20 is being powered (step S608). When the assist ECU 64 determines that the accelerator pedal 81 has been stepped back (step S608: YES), the power running drive of the motor 20 is stopped (step S609). It should be noted that if NO determination is made in step S601, step S602, step S603, step S604, or step S606, this process is terminated as it is.

Next, the operation of the constant speed running control by the assist ECU 64 will be explained. FIG. 14 is a time chart showing a specific example of constant speed travel control.

As shown in FIG. 14, at time t61, the driver starts depressing the accelerator pedal 81 in order to end the acceleration of the vehicle 1 during acceleration. At time t62, the accelerator pedal 81 is slowly depressed (the accelerator pedal 81 depression speed is equal to or less than a predetermined speed), and when the depression amount of the accelerator pedal 81 decreases to a predetermined determination operation amount AP2, the vehicle 1 has shifted to constant speed running. At time t63, when the accelerator pedal 81 is further depressed (when the depression amount of the accelerator pedal 81 increases by a certain amount or more) while the vehicle 1 is running at a constant speed, power running of the motor 20 is started. At time t64, when the accelerator pedal 81 is released (when the depression amount of the accelerator pedal 81 decreases by a certain amount or more) while the vehicle 1 is running at a constant speed, the motor 20 is stopped from being powered.

As described above, in the present embodiment, the amount of change in accelerator pedal operation by the driver is calculated based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63. To improve fuel efficiency during constant-speed running by determining that the vehicle 1 has shifted to constant-speed running and performing motor assist at low output when an accelerator operation is being performed to maintain the vehicle speed. becomes possible.

<7. Deceleration Transition Control>
Next, the deceleration transition control of this embodiment will be described. As a problem of the conventional technology, when the vehicle 1 is caused to coast (inertia) when the driver releases the accelerator pedal 81, neither the power running drive nor the regenerative drive of the motor 20 is required. When the vehicle 1 is decelerated, the motor 20 is regeneratively driven to convert surplus kinetic energy (braking energy) into electrical energy, thereby improving fuel efficiency. There is a problem that it is difficult to determine whether the vehicle is coasting or decelerating.

In the present embodiment, in order to correct such a problem, the assist ECU 64, at its own judgment, based on the information input from the detection unit 70, determines the driving state intended by the driver (coasting) based on the amount of change in accelerator operation by the driver. (running/decelerating running) is discriminated, and deceleration transition control is executed to drive the motor 20 in accordance with the running state intended by the driver.

A procedure for deceleration transition control in this embodiment will be described with reference to FIG. FIG. 15 is a flowchart of deceleration transition control.

The assist ECU 64 determines whether or not the motor 20 is being powered (step S701). When the assist ECU 64 determines that the motor 20 is in power running drive (step S701: YES), based on the detection information from the accelerator sensor 71, the amount of depression of the accelerator pedal 81 is equal to or greater than a predetermined amount (second predetermined amount). It is determined whether or not there is (step S702). When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 is equal to or greater than the predetermined amount (step S702: YES), it determines whether or not the accelerator pedal 81 has started to be released (step S703). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S703: YES), the assist ECU 64 stops the power running drive of the motor 20 (step S704).

Subsequently, the assist ECU 64 determines whether or not the depressing speed of the accelerator pedal 81 is less than a predetermined value (step S705). When the assist ECU 64 determines that the depressing speed of the accelerator pedal 81 is less than the predetermined value (step S705: YES), the assist ECU 64 determines whether the accelerator pedal 81 is completely depressed (whether the depression amount is returned to 0). ) is determined (step S706). When the assist ECU 64 determines that the accelerator pedal 81 has been completely released (step S706: YES), it determines that the driver has an intention of coasting (step S707).

On the other hand, when the assist ECU 64 determines that the depressing speed of the accelerator pedal 81 is equal to or higher than the predetermined value (step S707: YES), the assist ECU 64 determines whether the accelerator pedal 81 has been fully depressed (depression amount returns to 0). or not) is determined (step S708). When the assist ECU 64 determines that the accelerator pedal 81 has been completely released (step S708: YES), it determines that the driver intends to decelerate (step S709).

Subsequently, the assist ECU 64 starts regenerative driving of the motor 20 and decelerates the vehicle 1 by the regenerative braking force (step S710). The assist ECU 64 determines whether or not the accelerator pedal 81 is depressed while the motor 20 is regeneratively driven (step S711). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed (step S711: YES), it stops regenerative driving of the motor 20 (step S712). It should be noted that in the case of a NO determination in step S701, step S702, step S703, step S706, or step S708, this process is terminated as it is.

Next, the action of the deceleration transition control by the assist ECU 64 will be described. 16 and 17 are time charts showing specific examples of deceleration transition control.

First, as shown in FIG. 16, at time t71, the motor 20 is powered and the vehicle 1 is traveling at a constant speed. At time t72, when the driver starts depressing the accelerator pedal 81 from the depressing state, the power running drive of the motor 20 is stopped. At this time, if the accelerator pedal 81 is slowly released (if the release speed of the accelerator pedal 81 is less than a predetermined value), when the accelerator pedal 81 is completely released, the assist ECU 64 will cause the driver to (time t73).

On the other hand, as shown in FIG. 17, at time t74, the motor 20 is powered and the vehicle 1 is traveling at a constant speed. At time t75, when the driver starts depressing the accelerator pedal 81 from the depressing state, the power running drive of the motor 20 is stopped. At this time, if the accelerator pedal 81 is suddenly released (if the release speed of the accelerator pedal 81 is equal to or greater than a predetermined value), the assist ECU 64 will operate when the accelerator pedal 81 is completely released. It is determined that the driver has the intention of decelerating (time t76). Also, at time t76, the regenerative driving of the motor 20 is started. At time t77, when the driver depresses the accelerator pedal 81, the regenerative driving of the motor 20 is stopped.

As described above, in the present embodiment, the assist ECU 64 makes its own determination, without requiring cooperation with the other ECUs 61 to 63, based on the information input from the detection unit 70, to perform driving control that matches the feeling of the driver. By doing so, it is possible to reduce the number of useless operations and reduce fatigue, and it is possible to improve the energy recovery efficiency by accurately determining the driver's intention to decelerate and performing deceleration regeneration with the motor 20. becomes.

<8. Speed maintenance control>
Next, the speed maintenance control of this embodiment will be described. As a problem of the conventional technology, when the vehicle 1 is traveling at a constant speed and approaches a downhill, the vehicle 1 accelerates regardless of the driver's intention, resulting in a deceleration operation to maintain the speed of the vehicle 1. is required, and there is a problem that it becomes an operation burden for the driver.

In this embodiment, in order to correct such a problem, the assist ECU 64 stores the vehicle speed when the driver releases the accelerator pedal 81 based on the information input from the detection unit 70 at its own judgment. A speed at which the motor 20 is regeneratively driven to suppress an increase in vehicle speed when the current vehicle speed increases from the stored vehicle speed by exceeding a predetermined threshold even though the accelerator pedal 81 is fully depressed. Carry out maintenance control.

A procedure for speed maintenance control in this embodiment will be described with reference to FIG. FIG. 18 is a flowchart of speed maintenance control.

The assist ECU 64 determines whether or not the depression amount of the accelerator pedal 81 is equal to or greater than a predetermined amount (third predetermined amount) based on the detection information from the accelerator sensor 71 (step S801). When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 is equal to or greater than the predetermined amount (step S801: YES), it determines whether or not the accelerator pedal 81 has started to be released (step S802). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S802: YES), the assist ECU 64 temporarily stores the vehicle speed at which the accelerator pedal 81 started to be released as a reference speed (step S803). . The assist ECU 64 determines whether or not the accelerator pedal 81 has been completely depressed (whether or not the depression amount has been returned to 0) (step S804). When it is determined that the accelerator pedal 81 has been completely released (step S804: YES), the assist ECU 64 determines whether or not the current vehicle speed is greater than the reference speed by a predetermined value or more (S805). In this embodiment, 3 km is set as the predetermined value. When the assist ECU 64 determines that the current vehicle speed is greater than the reference speed by a predetermined value or more (step S805: YES), the assist ECU 64 starts regenerative driving of the motor 20 (step S806). The assist ECU 64 determines whether or not the current vehicle speed has decreased to the reference speed due to the regenerative braking force of the motor 20 (step S807). When the assist ECU 64 determines that the current vehicle speed has decreased to the reference speed (step S807: YES), it stops regenerative driving of the motor 20 (step S808). It should be noted that in the case of a NO determination in step S801, step S802, step S804, or step S805, this processing is terminated as it is.

Next, the action of speed maintenance control by the assist ECU 64 will be described. FIG. 19 is a time chart showing a specific example of speed maintenance control.

As shown in FIG. 19, at time t81, the vehicle 1 in motion approaches a downhill, and the driver begins to depress the accelerator pedal 81. At this time, the assist ECU 64 temporarily stores the vehicle speed when the accelerator pedal 81 starts to be released as the reference vehicle speed Va. At time t82, the depression amount of the accelerator pedal 81 is returned to zero. At time t83, the vehicle 1 accelerates downhill and the current vehicle speed becomes greater than the reference speed Va by a predetermined value ΔVth or more even though the accelerator pedal 81 is not depressed. Start regenerative drive. As a result, the regenerative braking force of the motor 20 acts on the vehicle 1, and the vehicle speed is reduced. At time t84, when the vehicle 1 decelerates to the reference speed Va, the regenerative driving of the motor 20 is stopped.

As described above, in the present embodiment, when the vehicle 1 travels downhill (downhill travel), based on the information input from the detection unit 70, based on the information input from the detection unit 70, based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63. In a situation where the vehicle 1 accelerates regardless of the driver's intention, such as when the vehicle is running, the motor 20 is regeneratively driven and the regenerative braking force suppresses an increase in vehicle speed, thereby reducing the driver's brake operation. The load can be reduced, and by reducing the frequency of deceleration of the vehicle by the brake device 50, it is possible to suppress wear of the brake pads.

<9. Deceleration regenerative control>
Next, the deceleration regeneration control of this embodiment will be described. As a problem of the conventional technology, it is desirable to recover as much energy as possible by regeneratively driving the motor 20 when the vehicle 1 decelerates. , there is a problem that a deceleration shock is generated in the vehicle 1, giving a sense of discomfort to the driver.

In this embodiment, in order to correct such a problem, the assist ECU 64 monitors the operation state of the accelerator pedal 81 and the brake pedal 82 by the driver based on the information input from the detection unit 70 at its own judgment. When decelerating the vehicle 1, when the accelerator operation is released, the output is reduced and regeneration is performed, and when the brake operation is performed, the deceleration regeneration control for performing the maximum output regeneration is executed.

A procedure for deceleration regeneration control in this embodiment will be described with reference to FIG. FIG. 20 is a flowchart of deceleration regeneration control.

The assist ECU 64 determines whether or not the accelerator pedal 81 is depressed by a predetermined amount (fourth predetermined amount) or more based on the detection information from the accelerator sensor 71 (step S901). When the assist ECU 64 determines that the accelerator pedal 81 has been depressed by a predetermined amount or more (step S901: YES), it determines whether the accelerator pedal 81 has started to be released (step S902). When the assist ECU 64 determines that the accelerator pedal 81 has started to be released (step S902: YES), the assist ECU 64 determines whether the accelerator pedal 81 is released at a prescribed value or more (step S903). . When the assist ECU 64 determines that the depressing speed of the accelerator pedal 81 is equal to or higher than the specified value (step S903: YES), the assist ECU 64 sets the regenerative output of the motor 20 to a low output (low regenerative torque) to regenerate the motor 20. Drive (step S904).

Subsequently, the assist ECU 64 determines whether or not the brake pedal 82 has been depressed based on the detection information from the brake sensor 72 (step S905). When the assist ECU 64 determines that the brake pedal 82 has been depressed (step S905: YES), the regenerative output of the motor 20 is set to a high output (high regenerative torque) that is the maximum output, and the motor 20 is regeneratively driven. (Step S906). That is, the assist ECU 64 switches the regenerative output of the motor 20 from low output (low regenerative torque) to high output (high regenerative torque) when the brake pedal 82 is depressed. It should be noted that if the determination in step S901, step S902 or step S903 is NO, the process proceeds to step S905. If the determination in step S905 is NO, the process ends.

Next, the action of deceleration regeneration control by the assist ECU 64 will be described. FIG. 21 is a time chart showing a specific example of deceleration regeneration control.

As shown in FIG. 21, at time t91, the driver starts depressing the accelerator pedal 81 from the depressing state in order to decelerate the running vehicle 1 . At this time, the accelerator pedal 81 is suddenly released (the release speed of the accelerator pedal 81 becomes equal to or higher than a specified value), so that the motor 20 is regeneratively driven with a low output (low regenerative torque). At time t92, the driver depresses the brake pedal 82 to switch the regenerative output of the motor 20 to a high output (high regenerative torque) that is the maximum output, thereby regeneratively driving the motor 20 . Then, at time t93, the vehicle speed drops below the predetermined speed Vs, and the regenerative drive of the motor 20 is stopped.

As described above, in this embodiment, the accelerator pedal 81 and the brake pedal 82 are operated by the driver based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63. is monitored, and the regenerative output of the motor 20 is increased step by step according to the driver's accelerator operation and brake operation, thereby reducing the deceleration shock caused by the regenerative braking force (regenerative torque) of the motor 20. In addition, it is possible to efficiently recover the regenerative energy.

<10. Shift assist control>
Next, the shift assist control of this embodiment will be described. A problem with the conventional technology is that when an inexperienced driver performs a downshift operation to switch the gear stage of the transmission 40 to the low speed side, a large deviation occurs between the rotation of the engine output shaft and the rotation of the transmission input shaft. , there is a problem that a shift shock occurs when the clutch device 30 is connected (reconnected).

In the present embodiment, in order to correct such a problem, the assist ECU 64 determines a downshift request based on the driver's brake operation and clutch operation based on the information input from the detection unit 70, based on its own judgment. When the clutch device 30 is in the disengaged state, the engine speed is temporarily increased by the motor assist to execute shift assist control to reduce the difference in speed between the engine output shaft and the transmission input shaft.

A procedure for shift assist control in this embodiment will be described with reference to FIG. FIG. 22 is a flowchart of shift assist control.

The assist ECU 64 determines whether or not the vehicle 1 is running based on the detection information from the vehicle speed sensor 74 (step S1001). When the assist ECU 64 determines that the vehicle 1 is running (step S1001: YES), it determines whether the depression amount of the accelerator pedal 81 is 0 based on the detection information from the accelerator sensor 71 ( step S1002). When the assist ECU 64 determines that the depression amount of the accelerator pedal 81 is 0 (step S1002: YES), it determines whether the brake pedal 82 is depressed based on the detection information from the brake sensor 72 (step S1003). When the assist ECU 64 determines that the brake pedal 82 is depressed (step S1003: YES), based on the detection information from the clutch sensor 73, the clutch pedal 83 is depressed by a specified amount while the brake pedal 82 is depressed. A determination is made as to whether or not the foot has been stepped on further (step S1004). That is, the assist ECU 64 determines whether or not the driver is performing a downshift operation (shift operation). The specified amount is set within a range in which the clutch device 30 is in a disengaged state (for example, a range from the boundary position of the half-clutch region to the position where the clutch pedal 83 is fully depressed). That is, the assist ECU 64 determines whether or not the driver has operated the clutch pedal 83 to disengage the clutch device 30 . When the assist ECU 64 determines that the clutch pedal 83 has been depressed more than the specified amount (step S1004: YES), the assist ECU 64 starts power running of the motor 20 (step S1005). That is, in the present embodiment, the motor 20 is power-running while the depression amount of the clutch pedal 83 exceeds the specified amount. As a result, the rotational speed of the engine 10 increases while the clutch device 30 is disengaged, and the rotational difference between the output shaft of the engine 10 and the input shaft of the transmission 40 is suppressed, thereby connecting (reconnecting) the clutch device 30. ) can reduce the shock when The assist ECU 64 determines whether or not the depression amount of the clutch pedal 83 has been returned to less than a specified amount (step S1006). When the assist ECU 64 determines that the amount of depression of the clutch pedal 83 is less than the specified amount (step S1006: YES), the assist ECU 64 stops the power running drive of the motor 20 (step S1007). It should be noted that in the case of a NO determination in step S1001, step S1002, step S1003, or step S1004, this processing is terminated as it is.

Next, the action of shift assist control by the assist ECU 64 will be described. FIG. 23 is a time chart showing a specific example of shift assist control.

As shown in FIG. 23, at time t101, while the vehicle 1 is running, the driver starts depressing the accelerator pedal 81 after depressing it. At time t102, the accelerator pedal 81 is completely released (the depression amount of the accelerator pedal 81 is returned to 0). The driver depresses the brake pedal 82 at time t103. At time t104, the driver starts depressing the clutch pedal 83 while depressing the brake pedal 82 . At time t105, the amount of depression of the clutch pedal 83 becomes equal to or greater than the specified amount CL1, so that the power running drive of the motor 20 is started. At time t106, with the clutch pedal 83 fully depressed (the amount of depression of the clutch pedal 83 is maximized), the driver operates the shift lever to shift the gear stage of the transmission 40 to "fourth gear". downshift to "3rd gear". At time t107, when the amount of depression of the clutch pedal 83 is returned to the specified amount CL1, the power running drive of the motor 20 is stopped.

As described above, in the present embodiment, the brake operation and clutch operation by the driver are detected based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63. A request for downshifting is determined, and when the clutch device 30 is in the disengaged state, the engine speed is temporarily increased by motor assist to reduce the difference in rotation between the engine output shaft and the transmission input shaft (before and after shifting). By reducing the change in the rotation speed of the engine 10 by reducing the change in the rotation speed of the engine 10, it is possible to suppress the occurrence of shift shock, and even an inexperienced driver can smoothly perform a shift change (shift down) without feeling discomfort or discomfort. It becomes possible to go to

<11. Neutral Determination Control>
Next, the neutral determination control of this embodiment will be described. A problem with the conventional technology is that if the motor 10 is powered or regeneratively driven while the transmission 40 is in the neutral state while the vehicle 1 is running, unnecessary energy is consumed, resulting in poor fuel consumption. was there.

In the present embodiment, in order to correct such a problem, the assist ECU 64, at its own judgment, determines the vehicle speed and the engine speed when the clutch device 30 is in the connected state (engaged state) based on the information input from the detection unit 70. Based on the relative relationship with the number of revolutions, it is determined that the gear stage of the transmission 40 is in the neutral state, and neutral determination control is executed to limit the power running drive of the motor 20 in the neutral state.

A procedure for neutral determination control in this embodiment will be described with reference to FIG. FIG. 24 is a flowchart of neutral determination control.

The assist ECU 64 determines whether or not the clutch device 30 is in the engaged state based on the information detected by the clutch sensor 73 (step S1101). When the assist ECU 64 determines that the clutch device 30 is in the engaged state (step S1101: YES), it determines whether the vehicle speed tends to decrease based on the detection information from the vehicle speed sensor 74 (step S1102). . For example, the assist ECU 64 determines that there is a decreasing tendency when the amount of change in vehicle speed is negative, and that there is an increasing tendency when the amount of change in vehicle speed is positive.

When the assist ECU 64 determines that the vehicle speed tends to decrease (step S1102: YES), based on the detection information from the rotation sensor 75, the assist ECU 64 determines whether the rotation speed of the engine 10 has increased while the vehicle speed is decreasing. Determine (step S1103). When the assist ECU 64 determines that the rotation speed of the engine 10 has increased (step S1103: YES), it determines whether or not the amount of increase in the rotation speed of the engine 10 is equal to or greater than a predetermined value (step S1104). When the assist ECU 64 determines that the amount of increase in the rotational speed of the engine 10 is equal to or greater than the predetermined value (step S1104: YES), the assist ECU 64 determines that the shift stage of the transmission 40 is in the neutral state (step S1107).

On the other hand, when the assist ECU 64 determines that the vehicle speed does not tend to decrease (step S1102: NO), it determines whether the vehicle speed is equal to or higher than a predetermined speed (step S1105). For example, 15 km/m is set as the predetermined speed. When the assist ECU 64 determines that the vehicle speed is equal to or higher than the predetermined speed (step S1105: YES), the assist ECU 64 determines whether or not the rotation speed of the engine 10 is equal to or lower than the idle rotation speed (step S1106). When the assist ECU 64 determines that the rotation speed of the engine 10 is equal to or lower than the idle rotation speed (step S1106: YES), the assist ECU 64 determines that the shift stage of the transmission 40 is in the neutral state (step S1107).

When the assist ECU 64 determines that the gear position of the transmission 40 is in the neutral state, it prohibits the motor 20 from power running (motor assist). Subsequently, the assist ECU 64 determines whether or not the clutch pedal 83 has been depressed (step S1108). When the assist ECU 64 determines that the clutch pedal 83 has been depressed (step S1108: YES), it determines that the neutral state has been released (step S1109). When the assist ECU 64 determines that the neutral state has been canceled, the power running drive (motor assist) of the motor 20 is permitted. It should be noted that, in the case of a NO determination in step S1101, step S1103, step S1104, step S1105, or step S1106, this process is terminated as it is.

Next, the action of neutral determination control by the assist ECU 64 will be described. 25 and 26 are time charts showing specific examples of neutral determination control.

First, as shown in FIG. 25, at time t111, while the vehicle 1 is running, the driver is not depressing the clutch pedal 83 (connected state of the clutch device 40). At this time, when the speed of the engine 10 rises sharply (when the amount of increase in the speed of the engine 10 reaches a predetermined value ΔN or more) despite the fact that the vehicle speed is decreasing, the assist ECU 64 shifts the gear position of the transmission 40 to neutral. state. During the period (time points t111 to t112) during which the assist ECU 64 determines that the neutral state is established, the power running of the motor 20 is prohibited. A situation in which the number of revolutions of the engine 10 sharply increases when the vehicle speed tends to decrease is exemplified by the case where the air conditioner is driven in the neutral state, or the case where the accelerator pedal 81 is depressed in the neutral state. At time t112, the driver performs a shift operation, and when the clutch pedal 83 is depressed, the determination of the neutral state is cancelled. Thereby, the power running drive of the motor 20 is permitted.

Also, as shown in FIG. 26, at time t113, the driver depresses the clutch pedal 83 while the vehicle 1 is running. After that, the driver operates the shift lever. At time t114, the clutch pedal 83 is completely released (engaged state of the clutch device 30). At this time, if the engine 10 shifts to the idle state (when the rotation speed of the engine 10 drops below the idle rotation speed) even though the vehicle speed is equal to or higher than the predetermined speed Vb, the assist ECU 64 changes the gear position of the transmission 40 to neutral. state. Power running or regenerative driving of the motor 20 is prohibited during the period (t114 to t115) during which the assist ECU 64 determines the neutral state. At time t115, the driver performs a shift operation, and when the clutch pedal 83 is depressed, the determination of the neutral state is canceled. Thereby, the power running drive of the motor 20 is permitted.

As described above, in the present embodiment, the assist ECU 64 makes its own determination, without requiring cooperation with the other ECUs 61 to 63, based on the information input from the detection section 70, when the clutch device 30 is in the engaged state. By determining that the shift stage of the transmission 40 has shifted to the neutral state according to the relative relationship between the vehicle speed and the engine speed, power consumption due to unnecessary driving of the motor 20 is suppressed, and the vehicle 1 is operated. It is possible to improve fuel efficiency.

<12. Engine restart control>
Next, the engine restart control of this embodiment will be described. 27 and 28 are diagrams showing an operation example when the engine is restarted.

The engine 10 of this embodiment includes a piston 11, a connecting rod 12, and a crankshaft 13, as shown in FIG. The piston 11 is arranged in a cylinder (not shown) so as to be reciprocally movable. The connecting rod 12 connects the piston 11 and the crankshaft 13 and transmits the reciprocating motion of the piston 11 to the crankshaft 13 . The crankshaft 13 is rotatably supported by a crankcase (not shown). A rotating shaft of a motor 20 is directly connected to one end of the crankshaft 13 .

Here, as a problem of the conventional technology, in the mild hybrid system of the present embodiment, the crankshaft 13 of the engine 10 and the motor 20 are directly connected, but the engine 10 is restarted from the idling stop state (stopped state). When the motor 20 is used to start the engine 10, the engine 10 can be restarted more quietly than when a starter motor is used. There was a problem that startability deteriorated. In particular, as shown in FIG. 27, if there is a cylinder in which the piston 11 is stopped in the middle of the compression stroke, restarting from that position will cause a low-power motor 20 such as that used in a mild hybrid system to operate. starting torque may not be able to rotate the crankshaft 13 .

In this embodiment, in order to correct such a problem, the assist ECU 63 drives the motor 20 in the reverse direction to rotate the crankshaft 13 in the reverse direction by a predetermined angle (play) when the engine 10 is restarted, as shown in FIG. After the crankshaft 13 is once rotated, the engine restart control is executed to switch the motor 20 from the reverse rotation drive to the forward rotation drive to rotate the crankshaft 13 in the forward rotation direction.

As described above, in the present embodiment, when the engine 10 is restarted, the motor 20 is operated based on the information input from the detection unit 70 based on the independent judgment of the assist ECU 64 without requiring cooperation with the other ECUs 61 to 63. By switching the rotational drive direction and once rotating the crankshaft 13 by a predetermined angle in the reverse direction and then rotating it in the forward direction, the run-up distance of the crankshaft 13 can be extended to make it easier to gain momentum, thereby increasing the engine speed. 10 startability can be improved.

As described above, according to the present embodiment, the assist ECU 64 makes its own judgment based on the vehicle information input from the detection unit 70 without requiring cooperation with other ECUs 61 to 63 (without requiring modification of the control system). Since the operation of the vehicle can be determined and the control of the motor 20 can be executed, the mild hybrid system can be retrofitted to the existing vehicle without requiring a large-scale design change or repair. As a result, existing vehicles can be easily converted to hybrid vehicles.

It should be noted that the present invention is not limited to the above embodiments, and can be improved as appropriate without departing from the gist of the present invention.

1 vehicle 10 engine 20 motor (motor generator)
21 inverter 22 battery 30 clutch device 40 transmission 50 brake device 60 vehicle control device 61 engine ECU
62 Transmission ECU
63 Brake ECU
64 assist ECU
70 detector 71 accelerator sensor 72 brake sensor 73 clutch sensor 74 vehicle speed sensor 75 rotation sensor 76 battery sensor 81 accelerator pedal 82 brake pedal 83 clutch pedal

Claims

In a vehicle equipped with an engine as a power source for running,
a motor generator connected to the engine and capable of power running and regenerative power generation;
an assist control device that controls the motor generator,
The assist control device does not transmit or receive signals to or from other control devices provided in the vehicle, and controls the motor generator based on detection signals received from predetermined sensors provided in the vehicle. A hybrid system characterized by
A manual transmission in which the gear stage is switched by operating a shift lever;
a clutch interposed in a power transmission path between the engine and the manual transmission for connecting and disconnecting power transmission between the engine and the manual transmission in response to depression of a clutch pedal; ,
a clutch sensor that detects the amount of depression of the clutch pedal;
a battery that transmits and receives electric power to and from the motor generator;
a battery sensor that detects the remaining capacity of the battery;
A vehicle speed sensor that detects the vehicle speed of the vehicle,
The assist control device determines that the engine is in an idling state when the clutch sensor detects that the clutch pedal is not depressed and the vehicle speed sensor detects that the vehicle speed is zero. death,
2. The assist control device performs regenerative power generation of the motor generator when the battery sensor detects that the remaining capacity of the battery is less than a predetermined amount while the engine is idling. The hybrid system described in .
A manual transmission in which the gear stage is switched by operating a shift lever;
a clutch interposed in a power transmission path between the engine and the manual transmission for connecting and disconnecting power transmission between the engine and the manual transmission in response to depression of a clutch pedal; ,
A clutch sensor that detects the amount of depression of the clutch pedal,
The assist control device determines the drive timing of the motor generator based on a change in the pedal release speed when the clutch pedal is released from a depressed state when the vehicle is started, and determines the drive timing of the motor generator based on the pedal release speed. 3. A hybrid system according to claim 1 or 2, wherein the power running drive of said motor generator is started at the timing when the decrease turns to increase.
an accelerator sensor that detects the amount of depression of an accelerator pedal;
A rotation sensor that detects the rotation speed of the engine,
The assist control device controls the motor-generator when the rotational acceleration of the engine exceeds a preset limit rotational acceleration while the motor-generator is power-running in response to the depression of the accelerator pedal. Stop the power running drive,
2. The assist control device performs regenerative power generation of the motor generator when the accelerator pedal is not depressed even after a lapse of a predetermined time after the power running drive of the motor generator is stopped. 4. The hybrid system according to any one of 1 to 3.
Equipped with an accelerator sensor that detects the amount of depression of the accelerator pedal,
The assist control device starts power running drive of the motor generator when the amount of depression of the accelerator pedal exceeds a specified amount, and starts the motor generator when the accelerator pedal is depressed back. The hybrid system according to any one of claims 1 to 4, wherein the power running drive is stopped.
an accelerator sensor that detects the amount of depression of an accelerator pedal;
A vehicle speed sensor that detects the vehicle speed of the vehicle,
When the vehicle speed of the vehicle is within a predetermined speed range, the assist control device compares the amount of depression of the accelerator pedal with a preset first determination value, and compares the above-mentioned The acceleration of the vehicle is compared with a preset second judgment value, and if the depression amount of the accelerator pedal is less than the first judgment value and the acceleration of the vehicle is equal to or greater than the second judgment value, the vehicle is Determining that the vehicle is in a light load state, and determining that the vehicle is in a high load state when the depression amount of the accelerator pedal is equal to or greater than a first determination value and the acceleration of the vehicle is less than a second determination value. The hybrid system according to any one of claims 1 to 5, characterized by:
Equipped with an accelerator sensor that detects the amount of depression of the accelerator pedal,
The assist control device is configured such that a depressing speed when the accelerator pedal is released from a depressed state is lower than a preset reference depressing speed, and the accelerator pedal is depressed to a preset predetermined position. determining that the vehicle has transitioned to constant speed travel when returned;
When it is determined that the vehicle has transitioned to constant speed running, the assist control device powers the motor generator when the accelerator pedal is depressed, and powers the motor generator when the accelerator pedal is released. The hybrid system according to any one of claims 1 to 6, characterized in that driving is stopped.
Equipped with an accelerator sensor that detects the amount of depression of the accelerator pedal,
The assist control device compares the pedal release speed when the accelerator pedal is released from the depressed state with a predetermined speed during power running of the motor generator, and determines the pedal release speed. is less than a predetermined speed, the power running drive of the motor generator is stopped, and when the pedal release speed is equal to or higher than the predetermined speed, the power running drive of the motor generator is stopped and the depression amount of the accelerator pedal is zero. 8. The hybrid system according to any one of claims 1 to 7, wherein the motor-generator starts regenerative power generation when it becomes
an accelerator sensor that detects the amount of depression of an accelerator pedal;
A vehicle speed sensor that detects the vehicle speed of the vehicle,
The assist control device stores a vehicle speed of the vehicle when the accelerator pedal starts to be released from a depressed state as a reference vehicle speed, and a state in which the depression amount becomes 0 when the accelerator pedal is released. 9. The hybrid system according to any one of claims 1 to 8, wherein the motor generator starts regenerative power generation when the vehicle speed of the vehicle becomes greater than the reference vehicle speed by a predetermined value or more.
an accelerator sensor that detects the amount of depression of an accelerator pedal;
and a brake sensor that detects depression of the brake pedal,
The assist control device sets the regenerative output of the motor generator to a low output when the pedal release speed when the accelerator pedal is released from the depressed state is greater than a predetermined return speed. The hybrid system according to any one of claims 1 to 9, wherein regenerative power generation is started, and regenerative output of said motor generator is switched from low output to high output when said brake pedal is depressed.
A manual transmission in which the gear stage is switched by operating a shift lever;
a clutch interposed in a power transmission path between the engine and the manual transmission for connecting and disconnecting power transmission between the engine and the manual transmission in response to depression of a clutch pedal; ,
a clutch sensor that detects the amount of depression of the clutch pedal;
and a brake sensor that detects depression of the brake pedal,
11. The assist control device according to any one of claims 1 to 10, wherein the power running drive of the motor generator is performed while the brake pedal is depressed and the clutch pedal is depressed by a predetermined amount or more. Described hybrid system.
A manual transmission in which the gear stage is switched by operating a shift lever;
a clutch interposed in a power transmission path between the engine and the manual transmission for connecting and disconnecting power transmission between the engine and the manual transmission in response to depression of a clutch pedal; ,
a clutch sensor that detects the amount of depression of the clutch pedal;
a vehicle speed sensor that detects the vehicle speed of the vehicle;
A rotation sensor that detects the rotation speed of the engine,
The assist control device shifts the manual transmission to a neutral state when the number of rotations of the engine increases by a predetermined number or more while the speed of the vehicle tends to decrease while the clutch pedal is not depressed. 12. The hybrid system according to any one of claims 1 to 11, wherein the power running drive of the motor generator is limited.
When the vehicle speed of the vehicle does not tend to decrease when the clutch pedal is not depressed, the assist control device presets the rotational speed of the engine when the vehicle speed is equal to or higher than a predetermined speed. 13. When the idling speed has decreased to a predetermined idling speed, it is determined that the manual transmission is in a neutral state, and power running drive or regenerative power generation of the motor generator is limited. hybrid system.
When the engine is restarted, the assist control device reversely drives the motor generator to once rotate the crankshaft of the engine in the reverse direction, and then drives the motor generator forward to rotate the crankshaft forward. A hybrid system according to any one of claims 1 to 13, characterized in that it rotates in a turning direction.