JP6760028B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device equipped with a stepped transmission, and more particularly to a vehicle control device equipped with an unmanned automatic driving mode that enables unmanned driving in a hybrid type vehicle.

In vehicles such as automobiles, vehicles with improved driving ease, so-called drivability, which the driver feels, and vehicle riding comfort, so-called NVH performance, which the passengers including the driver feel, are known. ..

As an example of the prior art, for example, in the hybrid type vehicle of Patent Document 1, the output of the motor is controlled so as to cancel the fluctuation of the output torque of the engine that occurs during low rotation operation, and the phase is opposite to the fluctuation. By outputting the torque of the above from the motor connected to the engine, the generation of vibration of the vehicle due to the torque fluctuation is suppressed. As a result, in this vehicle, the NVH performance of the vehicle is improved.

Further, for example, in the vehicle of Patent Document 2, for example, in the case of switching control for switching to engine running during motor running, when the engine starting operation and the stepped transmission upshifting action overlap. , The execution of either operation is delayed. That is, by controlling this delay, a shift shock that occurs when those operations are executed at the same time, specifically, a shift shock that occurs when a fluctuation in the output torque of the engine is applied to the input of the stepped transmission. I try to reduce it. As a result, in this vehicle, the drivability of the vehicle is improved.

In recent years, it has become important to improve drivability and NVH performance in vehicles in this way.

Japanese Unexamined Patent Publication No. 2001-1787 Japanese Unexamined Patent Publication No. 10-2241

By the way, in recent years, vehicles have been developed that enable unmanned driving without passengers including the driver by realizing control processing that automates driving operations such as accelerator operation by the driver. For example, the vehicle of Patent Document 1 is also equipped with an unmanned automatic driving mode that enables unmanned driving.

In this conventional vehicle, the control device for controlling the vehicle is configured to stop the control for improving the NVH performance when the passenger is not on board, including the driver. This is because the passenger is not in the vehicle during unmanned driving and there is no need to consider the ride comfort. In this case, the torque is opposite to the torque fluctuation of the engine output in order to suppress the occurrence of vibration of the vehicle. Since it is not necessary to output the motor from the motor, in this conventional vehicle, the fuel efficiency of the vehicle is improved by stopping the control of the output of the motor.

On the other hand, as for the control of the delay of the speed change operation or the engine start / stop operation in the vehicle of Patent Document 2, the operation during unmanned running has not been studied. Therefore, in the vehicle of Patent Document 2, there is room for improving the fuel efficiency of the vehicle.

Therefore, an object of the present invention is to provide a vehicle control device capable of improving fuel efficiency during unmanned traveling in a hybrid type vehicle equipped with a stepped transmission.

The vehicle control device according to the present invention shifts the engine for driving the drive wheels, the motor for driving the drive wheels, and the power transmitted from the engine and / and the motor and outputs the power to the drive wheels. An unmanned automatic operation mode that is a vehicle control device equipped with a stepped transmission and that automatically drives the engine and switches the shift stage of the stepped transmission when the passenger is not on board. It has a manned operation mode for driving the engine and switching the shift stage of the stepped transmission according to the driving operation performed by the passenger. Then, when the control device of the vehicle needs to simultaneously execute the shifting operation of the stepped transmission and the start / stop operation of the engine, the shifting operation is performed when the vehicle is traveling in the manned operation mode. And the delay control that delays the execution of any one of the start / stop operations is executed, while the execution of the delay control is restricted when the vehicle is traveling in the unmanned automatic driving mode. There is.

When the vehicle control device according to the present invention needs to simultaneously execute the shifting operation of the stepped transmission and the start / stop operation of the engine, when the vehicle is traveling unmanned, the delay related to those operations is delayed. Limit the execution of control. That is, the other operation is executed in parallel without waiting for the end of the operation of the stepped transmission and the start / stop operation of the engine, whichever started the execution first.

Therefore, according to the vehicle control device of the present invention, it is possible to improve the fuel efficiency during unmanned traveling in a hybrid type vehicle equipped with a stepped transmission.

It is a figure explaining the control device of the vehicle which concerns on one Embodiment of this invention, and is the skeleton diagram which shows the schematic whole structure of the vehicle which carries the control device. It is a fastening operation table which shows the fastening or releasing of the friction engaging element used for the switching processing of the shifting stage of the transmission provided in the vehicle of the embodiment for each shifting stage. It is an input / output diagram explaining the transfer of various information to and from the control unit (ECU) of a vehicle. A shift line diagram explaining shift switching control based on vehicle speed and required torque, a shift changeover diagram showing a boundary line for switching between stepped shift and continuously variable shift in the shift change control, and engine running and motor running. It is a map which illustrates each example with the power source switching diagram which shows the boundary line to be switched. It is a flowchart which shows the process when it is necessary to perform engine start / stop control at the same time during execution of upshift / downshift shift control. It is a time chart which shows the difference of the control method between unmanned running and manned running when it is necessary to perform engine start control at the same time during upshift shift control. It is a time chart which shows the difference of the control method between unmanned running and manned running when it is necessary to perform engine stop control at the same time during downshift shift control. It is a flowchart which shows the process when it is necessary to perform upshift / downshift shift control at the same time during execution of engine start / stop control. It is a time chart which shows the difference of the control method between unmanned running and manned running when it is necessary to perform upshift shift control at the same time during engine start control. It is a time chart which shows the difference of the control method between unmanned running and manned running when it is necessary to perform downshift shift control at the same time during engine stop control. It is a figure explaining another aspect of embodiment, and is the skeleton figure which shows the schematic whole structure of the vehicle which mounts the control device. It is a fastening operation table which shows the fastening or releasing of the friction engaging element used for the switching process of the shifting stage of the transmission provided in the vehicle of another aspect of the embodiment for each shifting stage.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 to 10 are diagrams for explaining a vehicle control device according to an embodiment of the present invention, and FIG. 1 is a diagram showing an example of a vehicle equipped with the control device.

As shown in FIG. 1, the vehicle 100 includes an internal combustion engine type engine 101 as a power source, and a first rotary electric machine (MG1) 103 and a second rotary electric machine (MG2) 105 that function as a motor generator (MG). It has. The vehicle 100 travels by transmitting the power output from the engines 101 and the rotary electric machines 103 and 105 to the drive wheels 109 via the power transmission mechanism 110 and rolling the vehicle 100. The engine 101 is started by cranking by the first rotary electric machine 103.

The power transmission mechanism 110 is an input shaft 111 to which the power output from the engine 101 is input, and an output shaft connected to the differential gear (differential gear device) 150 to output the power transmitted to each of the left and right drive wheels 109. A first transmission shaft 113 is arranged between the input shaft 111 and the transmission shaft 113 and is arranged between the input shaft 111 and the transmission shaft 113 to transmit the power so as to relay the power. The power distribution mechanism 115 that distributes and outputs to the rotary electric machine 103 and the transmission shaft 113, and the gears that are arranged between the output shaft 112 and the transmission shaft 113 and have the power transmitted from the power distribution mechanism 115 automatically shift gears. It is configured to include an automatic speed change mechanism 117 for output.

In this power transmission mechanism 110, the input shaft 111, the output shaft 112, and the transmission shaft 113 are housed in series in the transmission case 119 so that the axes have a common axis, and each of them can rotate freely via a bearing or the like. It is supported. In FIG. 1, since the power transmission mechanism 110 is configured to be rotationally symmetric with respect to the axis of the input shaft 111 or the like, the lower side in the figure is omitted.

In the power distribution mechanism 115, the first rotary electric machine 103 and the second rotary electric machine 105 are connected to a single pinion type planetary gear mechanism 121 including a switching clutch C0 and a switching brake B0, and the power of the engine 101 is transferred to the planet. It is designed to be distributed and output by the gear mechanism 121. The planetary gear mechanism 121 includes a sun gear S0, a planetary gear P0, a carrier CA0, and a ring gear R0 as rotating elements. The first rotary electric machine 103 is connected to the sun gear S0 of the planetary gear mechanism 121 so that the rotor rotates integrally. The second rotary electric machine 105 is integrally connected to the ring gear R0 of the planetary gear mechanism 121 and the transmission shaft 113 so that the rotor rotates. Further, the carrier CA0 of the planetary gear mechanism 121 is connected to the input shaft 111, that is, the output shaft of the engine 101. The switching brake B0 is installed in the transmission case 119 to engage or release the sun gear S0. The switching clutch C0 engages or releases the sun gear S0 and the carrier CA0. The switching clutch C0 and the switching brake B0 are frictionally engaged to maintain a engaged state, an released state, and a frictional contact (so-called sliding) state by adjusting the engagement pressure with the target member to be pressure-contacted by being driven by hydraulic pressure. It is composed of combined elements.

In this power distribution mechanism 115, for example, when the switching clutch C0 and the switching brake B0 are released, the sun gear S0, the carrier CA0, and the ring gear R0 are brought into a differential state in which they can rotate relative to each other. At this time, the output (power) of the engine 101 is distributed to the first rotary electric machine 103 and the transmission shaft 113, and for example, the first rotary electric machine 103 is driven as a generator by the distributed power of the engine 101. At this time, by controlling the amount of power generated by the first rotary electric machine 103, the reaction force generated in the sun gear S0 when the sun gear S0 connected to the first rotary electric machine 103 is rotated with the rotation of the carrier CA0. By changing the magnitude of, the power distribution mechanism 115 is put into a so-called electrically continuously variable transmission state in which the rotation of the ring gear R0 is continuously changed regardless of the predetermined rotation of the engine 101. The power distribution mechanism 115 in the electrically continuously variable transmission state electrically controls the first rotary electric machine 103 as a generator to electrically control the rotation speed (rotation speed) / transmission shaft 113 of the input shaft 111. It functions as a continuously variable transmission (CVT) capable of continuously changing the speed change ratio of the rotation speed (rotational speed).

The electric power generated by the first rotary electric machine 103 is stored in the battery 108 or directly supplied to the second rotary electric machine 105 via the inverter 107. The second rotary electric machine 105 is driven by the supply of at least one of the electric power generated by the first rotary electric machine 103 and the electric power stored in the battery 108 to generate and output power. Further, when the vehicle 100 is braked, the second rotary electric machine 105 is driven as a generator by the power transmitted from the drive wheels 109 via the power transmission mechanism 110 to generate electric power (regenerated electric power). This regenerative power is stored in the battery 108.

Further, when either the switching clutch C0 or the switching brake B0 is engaged, the power distribution mechanism 115 is placed in a non-differential state (locked state) in which differential rotation is not possible, and the automatic speed change mechanism 117 performs stepped speed change. Be made possible. Specifically, when the switching clutch C0 is engaged, the sun gear S0 and the carrier CA0 are connected, so that the power distribution mechanism 115 is in a locked state in which the sun gear S0, the carrier CA0, and the ring gear R0 rotate integrally. Will be done. In this case, the power distribution mechanism 115 is in a constant speed change state in a non-continuously variable transmission state, and the rotation speed of the engine 101 and the rotation speed of the transmission shaft 113 are in the same state. Therefore, the gear ratio is fixed at "1". Then, the automatic speed change mechanism 117 makes stepwise speed change possible. Further, when the switching brake B0 is engaged, the sun gear S0 is connected to the transmission case 119, so that the sun gear S0 is in a non-rotatable locked state. In this case, the power distribution mechanism 115 is in a constant speed increasing (shifting) state in a non-continuously variable transmission state, and the ring gear R0 is rotated faster than the carrier CA0, so that the gear ratio is fixed and the automatic speed change mechanism 117 is used. The stepped speed change is possible.

The automatic transmission mechanism 117 includes a first planetary gear mechanism 125, a second planetary gear mechanism 126, and a third planetary gear mechanism 127. The automatic transmission mechanism 117 is provided with switching clutches C1 and C2 and switching brakes B1, B2 and B3 together with these single pinion type planetary gear mechanisms so as to function as a 4-speed stepped automatic transmission. It is configured. The first planetary gear mechanism 125 includes a sun gear S1, a planetary gear P1, a carrier CA1, and a ring gear R1 as rotating elements. The second planetary gear mechanism 126 includes a sun gear S2, a planetary gear P2, a carrier CA2, and a ring gear R2 as rotating elements. The third planetary gear mechanism 127 includes a sun gear S3, a planetary gear P3, a carrier CA3, and a ring gear R3 as rotating elements. The switching clutches C1 and C2 and the switching brakes B1, B2 and B3 are composed of frictional engaging elements similar to those of the switching clutch C0 and the switching brake B0.

In the automatic transmission mechanism 117, the sun gear S1 and the sun gear S2 are connected so as to rotate integrally, and are connected to the transmission shaft 113 via the switching clutch C2 so as to be engaged or disengaged. Further, the ring gear R2 and the sun gear S3 are connected so as to rotate integrally, and are connected to the transmission shaft 113 via the switching clutch C1 so as to be engaged or disengaged. Further, the ring gear R1, the carrier CA2 and the carrier CA3 are connected to the output shaft 112 so as to rotate integrally. The switching brakes B1, B2, and B3 are installed in the transmission case 119. The switching brake B1 engages or releases the sun gear S1 and the sun gear S2 that rotate integrally, and the switching brake B2 engages or releases the carrier CA1 to switch. The brake B3 engages or releases the ring gear R3. In this automatic transmission mechanism 117, when one of the switching clutches C1 and C2 is engaged, a power transmission path is formed between the transmission shaft 113 and the output shaft 112, and both of them are in the released state. By setting, the transmission path is cut off.

In the power transmission mechanism 110 configured as described above, the power of the engine 101 and the rotary electric machines 103 and 105 transmitted via the transmission shaft 113 is obtained in various operating states such as the speed of the power transmission mechanism 110. It is output from the output shaft 112 to the drive wheel 109 side while shifting by switching to the shift stage determined according to. That is, the power transmission mechanism 110 is configured to function as a transmission.

Further, the power transmission mechanism 110 is brought into the engaged state by driving either the switching clutch C0 or the switching brake B0 of the power distribution mechanism 115 under the control of the ECU 11 mounted on the vehicle 100, and the automatic transmission mechanism 117 is engaged. The switching clutches C1 and C2 and the switching brakes B1, B2 and B3 are selectively driven to be in the engaged state. In this power transmission mechanism 110, when the switching clutch C0 or the switching brake B0 of the power distribution mechanism 115 is engaged in a stepped shift, the gear ratio of the power transmitted and output from the input shaft 111 to the output shaft 112 is the automatic transmission mechanism 117. It is determined by stepped speed change switching according to the engaged state and the released state of the switching clutches C1 and C2 and the switching brakes B1, B2 and B3. Further, in the power transmission mechanism 110, when the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115 are in the continuously variable transmission state, the gear ratio is the stepless speed of the power distribution mechanism 115 that functions as an electric continuously variable transmission. In addition to the gear ratio, it is determined by stepped gear shifting switching according to the engaged state and the released state of the switching clutches C1 and C2 of the automatic transmission mechanism 117 and the switching brakes B1, B2 and B3.

Specifically, as shown in the fastening operation table of FIG. 2, the power transmission mechanism 110 includes the switching clutch C0 and the switching brake B0 of the power distribution mechanism 115, and the switching clutches C1, C2 and the switching brake B1 of the automatic transmission mechanism 117. , B2, B3 are selectively engaged, so that the speed is continuously variable, or 1st speed (1st), 2nd speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th). ), R (Reverse), or N (Neutral) is selected to form a transmission path. In addition, "○" shown in FIG. 2 indicates that it is in the engaged state at the time of selective driving, and "◎" indicates that it is engaged at the time of the above-mentioned selective driving at the time of stepped speed change It shows that it is released when it is driven.

Further, the vehicle 100 can be, for example, parked "P (parking)", reverse running "R (reverse)", and neutral "N (neutral)" for blocking the power transmission path by selecting a shift lever (not shown). , Forward running "D (drive)", forward running "M (manual)" can be selected, and continuously variable transmission control is executed when the "D" position is selected, and "M" Stepped speed change control is executed when a position is selected.

The ECU (Electronic Control Unit) 11 comprehensively controls the entire vehicle 100 according to a control program stored in advance in a memory (not shown). That is, the ECU 11 corresponds to the vehicle control device of the present invention. The ECU 11 receives signals such as various sensor information and outputs signals such as control information to various devices to control the drive of, for example, the engine 101 and the rotary electric machines 103 and 105, and also transmits power. It controls the drive of the switching clutches C0, C1, C2 of the power distribution mechanism 115 of the mechanism 110 and the automatic transmission mechanism 117 and the switching brakes B0, B1, B2, B3.

As shown in FIG. 3, the ECU 11 is prepared with a signal input interface (left side in the figure). Although detailed illustration of the ECU 11 is omitted via the signal input interface, for example, the engine water temperature sensor signal, the shift lever selection position sensor signal, and the rotation speed of the first rotary electric machine 103 (MG1) Sensor signal of, the sensor signal of the rotation speed of the second rotary electric machine 105 (MG2), the sensor signal of the rotation speed NE of the engine 101, the sensor signal of the intake air temperature, the changeover signal of the M mode (manual shift mode) switch, the vehicle speed ( Sensor signal of output shaft 112 rotation speed), AT (Automatic Transmission) oil temperature sensor signal of power transmission mechanism 110, ECT (Electronic Controlled Transmission) switch operation signal, side brake operation signal, foot brake (brake) Pedal depression amount) sensor signal, catalyst temperature sensor signal, accelerator opening (accelerator pedal depression amount) sensor signal, cam angle sensor signal, SOC (State Of) indicating the charging state (charging capacity) of the battery 108 Various signals such as a sensor signal of Charge) value can be input. Further, the ECU 11 is prepared with an interface for signal output (right side in the figure). Although detailed illustration is omitted, the ECU 11 passes through the signal output interface, for example, a drive control signal of an injector (fuel injection device), a drive control signal of an electronic throttle valve of an intake pipe, and a combustion chamber of an engine 101. Ignition (timing) control signal of the plug, drive control signal of the first rotary electric machine 103 (MG1), drive control signal of the second rotary electric machine 105 (MG2), drive control signal to the AT line pressure control solenoid, M Various signals such as a display signal to the mode (manual shift mode) indicator, a drive control signal to the AT solenoid, a drive control signal to the AT electric oil pump, and a drive control signal to the pump can be output.

The ECU 11 generates corresponding various output signals based on various input signals from sensors and the like installed in each part of the vehicle 100, and outputs a drive control signal to a device such as a solenoid (not shown), for example. By the output of this drive control signal, the ECU 11 engages and releases the switching clutches C0, C1, C2 and the switching brakes B0, B1, B2, B3 of the power distribution mechanism 115 and the automatic transmission mechanism 117 constituting the power transmission mechanism 110. The fastening hydraulic pressure or the releasing hydraulic pressure for switching is appropriately supplied to the target location to execute the shift control process. Then, the ECU 11 controls the power transmission mechanism 110 to execute the shift control process according to various information such as the sensor signal to be acquired and a map such as a shift diagram stored in advance in the memory. ..

Specifically, the ECU 11 provides information on the torque (required output torque) required to be output from the output shaft 112 and the vehicle speed in order to realize efficient traveling for the purpose of improving fuel efficiency, for example. As a parameter, for example, it is determined whether or not shift is necessary according to the shift diagram shown in FIG. Then, when it is necessary to shift gears, the ECU 11 determines the shift stage of the power transmission mechanism 110 to shift from the parameters and the shift diagram, and switches the power transmission mechanism 110 so that the determined shift stage can be obtained. The shift control process is executed by outputting a drive control signal that causes the clutches C0, C1, C2 and the switching brakes B0, B1, B2, and B3 to be engaged or released.

For example, the ECU 11 executes a shift stage switching process as a shift control process at a timing of crossing the shift lines SHd and SH in FIG. At this time, the ECU 11 executes a shift stage switching process for upshifting from the second speed to the third speed at the timing of crossing the upshift shift line SHu from the low speed side to the high speed side while the vehicle 100 is accelerating. .. Further, the ECU 11 executes a shift stage switching process for downshifting from the second speed to the first speed at the timing of crossing the downshift shift line SHd from the high speed side to the low speed side during deceleration of the vehicle 100.

Further, for example, the ECU 11 executes a shift type switching process between stepped shift and stepless shift as a shift control process at the timing of crossing the shift boundary lines GCc and GCt in FIG. At this time, the ECU 11 of the power distribution mechanism 115 keeps the shift stage of the automatic transmission mechanism 117 at the timing of crossing the continuously variable transmission boundary line GCc from the high torque side to the low torque side while the vehicle 100 is traveling. The switching process of the shift type that shifts to the continuously variable transmission control region is executed by releasing the switching clutch C0 and the switching brake B0. Further, the ECU 11 switches the power distribution mechanism 115 at the timing when the stepped speed change boundary line GCt is crossed from the low torque side to the high torque side while the vehicle 100 is traveling, while the speed change stage of the automatic transmission mechanism 117 remains unchanged. One of the clutch C0 and the switching brake B0 is engaged, and the shifting process of shifting to the stepped shifting control region is executed.

Further, the ECU 11 disconnects the engine 101 from the power transmission path, or puts it in an idling state or a stopped state in the motor traveling region in the power boundary line PT in FIG. The switching clutch C0 and the switching brake B0 are released (continuously variable transmission control region), and the second rotary electric machine 105 is appropriately driven to transmit power to accelerate the vehicle 100. .. Further, when the ECU 11 starts traveling and shifts to the engine traveling region outside the power boundary line PT in FIG. 4, the ECU 11 transmits the power of the engine 101 to drive the vehicle 100. When shifting between the motor traveling region and the engine traveling region, the ECU 11 appropriately starts or stops the engine 101 according to the state of the vehicle 100. That is, the ECU 11 controls the start or stop of the engine 101 according to various information such as sensor signals to be acquired and the shift line diagram (map) of FIG.

The vehicle 100 configured as described above enables so-called unmanned driving in which the vehicle is driven in a state where passengers including the driver are not on board. Therefore, the ECU 11 which is the control device of the vehicle of the present embodiment is equipped with an unmanned automatic driving mode for controlling the unmanned running of the vehicle 100. Whether or not the inside of the vehicle is unmanned is detected by, for example, a detection means such as a seat switch that detects the seating of the passenger.

Further, the ECU 11 of the present embodiment is one of the ones in order to reduce the shift shock caused by simultaneously performing the engine start / stop control and the upshift / downshift shift control and improve the drivability of the vehicle. It has a delay control function that delays the execution of controls so that those controls do not overlap. That is, when the engine start / stop control is started first, the ECU 11 starts the upshift / downshift shift control operation after the start / stop control operation is completed, while the upshift / downshift control operation is started. When the downshift shift control is started first, the delay control is performed so that the engine start / stop control operation is started after the shift control operation is completed.

By the way, as described above, when the vehicle is unmanned, the passenger is not in the vehicle and there is no need to give priority to drivability. Therefore, the ECU 11 of the present embodiment improves drivability by executing the above delay control when the vehicle 100 is manned to reduce the shift shock, but when the vehicle 100 is unmanned, the above delay control is performed. It has a function of controlling so that the improvement of the fuel efficiency of the vehicle is prioritized over the reduction of the shift shock.

Hereinafter, the control function of the ECU 11 will be described with reference to the flowcharts of FIGS. 5 and 8. For the processing (control function) of the flowcharts of FIGS. 5 and 8, for example, from the shift diagram of FIG. 4, it is determined that it is necessary for the ECU 11 to simultaneously perform engine start / stop control and upshift / downshift shift control. It is executed when it is done.

Specifically, for example, while the motor is running by the power of the second rotary electric machine 105, the state of the vehicle 100 is changed from the state A (before control) to the state B (after control) in the shift line diagram of FIG. In the case of shifting, it is determined that it is necessary for the ECU 11 to simultaneously execute the upshift shift control for switching the shift stage from the first speed to the second speed and the engine start control for switching to the engine running. Then, in this case, the ECU 11 executes the processing of the flowchart of FIG.

By executing this process, the ECU 11 starts upshift shift control for switching the shift stage of the power transmission mechanism 110 from the first speed to the second speed in step S11 of FIG. Specifically, the ECU 11 releases the switching brake B3 in the engaged state in the power transmission mechanism 110 (automatic transmission mechanism 117) and outputs a drive control signal for releasing the switching brake B2 in the released state. In this way, the execution of the shift control process (shift shift process) is started. As a result, in the power transmission mechanism 110, only the switching clutch C1 and the switching brake B2 are brought into the engaged state as shown in the engagement operation table of FIG. Here, it is assumed that continuously variable transmission control is performed.

Next, in step S12, the ECU 11 determines whether or not the vehicle 100 is in a manned traveling state. This determination indicates, for example, manned driving such as a manned automatic driving mode or a manual driving mode by detecting the seating of the occupant by a detecting means such as a seat switch and using a driving mode switching button or the like provided on the vehicle 100. This can be done by determining whether a mode (corresponding to the manned operation mode of the present invention) is selected. When the ECU 11 determines that the vehicle is in a manned running state, the ECU 11 proceeds to step S13 (YES side). On the other hand, when the ECU 11 determines that the vehicle is not in the manned driving state, that is, is in the unmanned driving state (in the present embodiment, the seating of the passenger is not detected, and the unmanned automatic driving mode is selected by the operation mode switching button or the like. If so, the process proceeds to step S14 (NO side). The ECU 11 of the present embodiment shifts to step S14 as it is when it is determined that the vehicle is in the unmanned traveling state, so that the delay control process executed in order to reduce the shift shock in the manned traveling state is not performed. ing. As a result, the ECU 11 of the present embodiment gives priority to improving the fuel efficiency of the vehicle in the unmanned running state.

Next, in step S13, since the ECU 11 is in a manned traveling state, delay control for reducing shift shock is performed in order to prioritize improvement in drivability of the vehicle. That is, the ECU 11 determines whether or not the process of the upshift shift control started in step S11 is completed, and if the process is not completed, starts the engine so as not to overlap with the upshift shift control being executed. In order to delay the execution of the control, the determination process of this step S13 is repeatedly executed, or is repeatedly executed while waiting for a predetermined time (NO side). On the other hand, when the processing of the upshift shift control is completed, the ECU 11 shifts to step S14 in order to perform engine start control (YES side).

Next, in step S14, the ECU 11 starts the engine 101 by executing the engine start control using the first rotary electric machine 103 as the start motor. Specifically, the ECU 11 supplies the power of the battery 108 to drive the first rotary electric machine 103 as a starting motor, and the power from the first rotary electric machine 103 output by this drive is used as the planetary gear mechanism 121. The engine speed NE is increased by rotationally driving (cranking) the engine 101 by transmitting it to the output shaft via the above. Then, when the engine rotation speed NE reaches the rotation speed at which the initial explosion is possible, the ECU 11 starts the engine 101 by performing start control such as fuel injection and plug ignition to perform combustion operation, and the second rotary electric motor 105 The motor running by the power is switched to the engine running by the power of the engine 101. After that, when the required output torque is obtained by the power of the engine 101 and the state of the vehicle 100 shifts to the controlled state in the shift line diagram (map), the ECU 11 ends this routine.

Here, referring to the time chart of FIG. 6 showing the difference in the control method between the unmanned running and the manned running when it is necessary to simultaneously perform the engine start control during the upshift shift control, the ECU 11 of the present embodiment is referred to. Then, when the manned running state of the vehicle 100 is determined when the process of the upshift shift control is started first, the engine start control is performed as follows. That is, in the ECU 11 of the present embodiment, after the processing of the upshift shift control is completed, that is, in FIG. 6, the rotation speed of the input shaft 111 of the power transmission mechanism 110 decreases to the target rotation speed at the gear ratio after the shift. The engine start control is performed after the time point 6a, and the engine speed (solid line in FIG. 6) increases after the time point 6a. As described above, in the ECU 11 of the present embodiment, when the manned running state of the vehicle 100 is determined, the upshift shift control and the engine start control are controlled so as not to overlap with each other, thereby performing them at the same time. The shift shock caused by the above is reduced to improve the drivability of the vehicle.

Further, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined when the upshift shift control process is started first, the engine start control is performed in parallel with the upshift shift control. ing. That is, in FIG. 6, the engine is started in parallel with the upshift shift control at the time point 6b during the control in which the rotation speed of the input shaft 111 of the power transmission mechanism 110 is reduced to the target rotation speed at the gear ratio after the shift. It is in control. Then, in the ECU 11 of the present embodiment, from the time of 6b, the engine speed (broken line in FIG. 6) becomes the speed at which the required output torque can be obtained in the state after control in the transmission line diagram (map). I try to raise it to. As described above, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the upshift shift control and the engine start control are simultaneously (parallel) performed to determine the manned running state. Compared with the case where the engine start control is delayed during the execution of the upshift shift control as described above, the engine start control can be performed with the optimum fuel consumption. That is, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the improvement of the fuel efficiency of the vehicle is prioritized over the improvement of the drivability.

Further, for example, when shifting the state of the vehicle 100 from the state of point C (before control) to the state of point D (after control) in the shift line diagram of FIG. 4 while the engine is running by the power of the engine 101, the ECU 11 Therefore, it is determined that it is necessary to simultaneously execute the downshift shift control for switching the shift stage from the third speed to the second speed and the engine stop control for switching to the motor running. Then, even in this case, the processing of the flowchart of FIG. 5 is executed by the ECU 11. In this case, since the processes of steps S11, S13, and S14 are different from the contents described above, only the differences will be described. However, regarding the process of step S13, the wording "upshift shift control" in the above description is read as "downshift shift control", and the wording "engine start control" is read as "engine stop control". The description will be omitted.

By executing the processing of the flowchart, the ECU 11 starts downshift shift control for switching the shift stage of the power transmission mechanism 110 from the third speed to the second speed in step S11 of FIG. Specifically, the ECU 11 releases the switching brake B1 in the engaged state in the power transmission mechanism 110 (automatic transmission mechanism 117) and outputs a drive control signal for releasing the switching brake B2 in the released state. In this way, the execution of the shift control process (shift shift process) is started. As a result, in the power transmission mechanism 110, only the switching clutch C1 and the switching brake B2 are brought into the engaged state as shown in the engagement operation table of FIG. Here, it is assumed that continuously variable transmission control is performed.

Further, in step S14, the ECU 11 stops the engine 101 and switches from engine running to motor running. Specifically, the ECU 11 stops the engine 101 by stopping the fuel supply and the plug ignition, and supplies electric power from the battery 108 or the like to output the power to the second rotary electric motor 105, and the power of the engine 101 is used. The engine running is switched to the motor running powered by the second rotary electric machine 105. After that, when the required output torque is obtained by the power of the second rotary electric machine 105 and the state of the vehicle 100 shifts to the state after control in the transmission line diagram (map), the ECU 11 ends this routine.

Here, referring to the time chart of FIG. 7, which shows the difference in the control method between the unmanned running and the manned running when it is necessary to simultaneously perform the engine stop control during the downshift shift control, the ECU 11 of the present embodiment is referred to. Then, when the manned running state of the vehicle 100 is determined when the downshift shift control process is started first, the engine stop control is performed as follows. That is, in the ECU 11 of the present embodiment, after the downshift shift control process is completed, that is, in FIG. 7, the rotation speed of the input shaft 111 of the power transmission mechanism 110 increases to the target rotation speed at the gear ratio after the shift. The engine stop control is performed after the time point 7a, and the engine speed (solid line in FIG. 7) decreases after the time point 7a. As described above, in the ECU 11 of the present embodiment, when the manned running state of the vehicle 100 is determined, the downshift shift control and the engine stop control are controlled so as not to overlap with each other, thereby performing them at the same time. The shift shock caused by the above is reduced to improve the drivability of the vehicle.

Further, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined when the downshift shift control process is started first, the engine stop control is performed in parallel with the downshift shift control. ing. That is, in FIG. 7, the engine is stopped in parallel with the downshift shift control at the time of 7b during the control for increasing the rotation speed of the input shaft 111 of the power transmission mechanism 110 to the target rotation speed at the gear ratio after the shift. It is in control. Then, in the ECU 11 of the present embodiment, the engine 101 is stopped at the time of 7b. As a result, the engine speed (broken line in FIG. 7) decreases after the time 7b. Further, in the ECU 11 of the present embodiment, the engine 101 is stopped in this way, and power is output to the second rotary electric machine 105 to switch from engine running to motor running, while the second rotary electric machine 105 The output power is controlled so that the required output torque in the state after control in the shift line diagram (map) can be obtained. As described above, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the downshift shift control and the engine stop control are simultaneously (parallel) performed to determine the manned running state. Compared with the case where the engine stop control is delayed as in the above case, the engine 101 can be stopped more quickly, so that the fuel efficiency of the vehicle can be improved. That is, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the improvement of the fuel efficiency of the vehicle is prioritized over the improvement of the drivability.

Further, for example, when the state of the vehicle 100 is changed from the state of point E (before control) to the state of point F (after control) in the shift line diagram of FIG. 4 while the motor is running by the power of the second rotary electric machine 105. It is determined that the ECU 11 needs to simultaneously execute the engine start control for switching to the engine running and the upshift shift control for switching the shift stage from the second speed to the third speed. Then, in this case, the ECU 11 executes the processing of the flowchart of FIG.

By executing this process, in step S21 of FIG. 8, the ECU 11 starts engine start control for starting the stopped engine 101 by using the first rotary electric machine 103 as the start motor. Specifically, the ECU 11 supplies the power of the battery 108 to drive the first rotary electric machine 103 as a starting motor, and the power from the first rotary electric machine 103 output by this drive is used as the planetary gear mechanism 121. The engine rotation speed NE is increased by rotationally driving (cranking) the engine 101 so as to transmit the engine 101 to the output shaft via the above. After that, in the vehicle 100, when the engine rotation speed NE reaches the rotation speed at which the initial explosion is possible, the ECU 11 performs start control such as fuel injection and plug ignition to operate the combustion engine. The 101 is started, and the motor running by the power of the second rotary electric machine 105 is switched to the engine running by the power of the engine 101.

Next, in step S22, the ECU 11 determines whether or not the vehicle 100 is in a manned traveling state. When the ECU 11 determines that the vehicle is in a manned running state, the ECU 11 proceeds to step S23 (YES side). On the other hand, when it is determined that the ECU 11 is not in the manned running state, that is, in the unmanned running state, the ECU 11 proceeds to step S24 (NO side). In the ECU 11 of the present embodiment, by shifting to step S24 as it is in the unmanned running state, the delay control process executed to reduce the shift shock in the manned running state is not performed, and the vehicle We give priority to improving fuel efficiency.

Next, in step S23, since the ECU 11 is in a manned traveling state, delay control for reducing shift shock is performed in order to prioritize improvement in drivability of the vehicle. That is, the ECU 11 determines whether or not the engine start control process started in step S21 has been completed, and if the process has not been completed, the upshift shift control does not overlap with the running engine start control. The determination process of this step S23 is repeatedly executed in order to delay the execution of, or is repeatedly executed while waiting for a predetermined time (NO side). On the other hand, when the engine start control process is completed, the ECU 11 shifts to step S24 in order to perform upshift shift control (YES side).

Next, in step S24, the ECU 11 executes upshift shift control for switching the shift stage of the power transmission mechanism 110 from the second speed to the third speed. Specifically, the ECU 11 releases the switching brake B2 in the engaged state in the power transmission mechanism 110 (automatic transmission mechanism 117), and outputs a drive control signal for releasing the switched brake B1 in the released state. In this way, the shift control process (shift shift process) is executed. When this shift control process is completed, in the power transmission mechanism 110, only the switching clutch C1 and the switching brake B1 are brought into the engaged state as shown in the engagement operation table of FIG. Here, it is assumed that continuously variable transmission control is performed. After that, when the required output torque is obtained by the power of the engine 101 and the state of the vehicle 100 shifts to the state after the control in the shift line diagram (map), the ECU 11 ends this routine.

Here, referring to the time chart of FIG. 9 showing the difference in the control method between unmanned running and manned running when it is necessary to simultaneously perform upshift shift control during engine start control, the ECU 11 of the present embodiment is referred to. Then, when the manned running state of the vehicle 100 is determined when the engine start control process is started first, the upshift shift control is performed as follows. That is, in the ECU 11 of the present embodiment, the engine speed is increased after the engine start control process is completed, that is, after 9a when the engine 101 is started and the engine speed rises to the desired speed in the control in FIG. The shift shift control is performed, and the rotation speed (solid line in FIG. 9) of the input shaft 111 of the power transmission mechanism 110 decreases after the time point 9a. The desired rotation speed in control is a rotation speed (numerical value) at which the required output torque can be obtained in the state after control in the shift line diagram (map). As described above, in the ECU 11 of the present embodiment, when the manned running state of the vehicle 100 is determined, the engine start control and the upshift shift control are controlled so as not to overlap with each other, thereby performing them at the same time. The shift shock caused by the above is reduced to improve the drivability of the vehicle.

Further, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined when the engine start control process is started first, the upshift shift control is performed in parallel with the engine start control. There is. That is, in FIG. 9, the upshift shift control is performed in parallel with the engine start control at the time of 9b during the control to raise the engine speed of the engine 101 to the desired speed in the control. In the ECU 11, from the time of 9b, the rotation speed of the input shaft 111 of the power transmission mechanism 110 (broken line in FIG. 9) is lowered to reach the target rotation speed at the gear ratio after shifting (based on the shift diagram). I try to let you. As described above, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the engine start control and the upshift shift control are simultaneously (parallel) performed to perform the upshift shift control in the manned running state. Upshift shift control that can quickly switch to the shift stage that optimizes fuel efficiency can be performed as compared with the case of delaying. That is, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the improvement of the fuel efficiency of the vehicle is prioritized over the improvement of the drivability.

Further, for example, when the state of the vehicle 100 is changed from the state of the point G (before control) to the state of the point H (after control) in the shift line diagram of FIG. 4 while the engine is running by the power of the engine 101, the ECU 11 Therefore, it is determined that it is necessary to simultaneously execute the engine stop control for switching to the motor running and the downshift shift control for switching the shift stage from the second speed to the first speed. Then, even in this case, the processing of the flowchart of FIG. 8 is executed by the ECU 11. In this case, since the processes of steps S21, S23, and S24 are different from the contents described above, only the differences will be described. However, regarding the process of step S23, the wording "upshift shift control" in the above description is read as "downshift shift control", and the wording "engine start control" is read as "engine stop control". The description will be omitted.

By executing the processing of the flowchart, the ECU 11 starts the engine stop control for stopping the engine 101 in step S21 of FIG. Specifically, the ECU 11 stops the engine 101 by stopping the fuel supply and the spark plug ignition. After that, in the vehicle 100, the power supply from the battery 108 or the like is controlled by the ECU 11, so that the power is output from the second rotary electric motor 105, and the second rotary electric motor starts from the engine running. Switching to motor running is performed by the power of 105.

Further, in step S24, the ECU 11 executes downshift shift control for switching the shift stage of the power transmission mechanism 110 from the second speed to the first speed. Specifically, the ECU 11 releases the switching brake B2 in the engaged state of the power transmission mechanism 110 (automatic transmission mechanism 117) and outputs a drive control signal for releasing the switching brake B3 in the released state. In this way, the execution of the shift control process (shift shift process) is started. When this shift control process is completed, in the power transmission mechanism 110, only the switching clutch C1 and the switching brake B3 are brought into the engaged state as shown in the engagement operation table of FIG. Here, it is assumed that continuously variable transmission control is performed. Then, after that, when the required output torque is obtained by the power of the second rotary electric machine 105 and the state of the vehicle 100 shifts to the state after the control in the transmission line diagram (map), the ECU 11 ends this routine. To do.

Here, referring to the time chart of FIG. 10 showing the difference in the control method between the unmanned running and the manned running when it is necessary to simultaneously perform the downshift shift control during the engine stop control, the ECU 11 of the present embodiment is referred to. Then, when the manned running state of the vehicle 100 is determined when the engine stop control process is started first, the downshift shift control is performed as follows. That is, in the ECU 11 of the present embodiment, the downshift shift is performed after the engine stop control process is completed, that is, after 10a when the engine 101 is stopped and the engine speed becomes zero (0) in FIG. The control is performed, and the rotation speed (solid line in FIG. 10) of the input shaft 111 of the power transmission mechanism 110 increases after the time point 10a. As described above, in the ECU 11 of the present embodiment, when the manned running state of the vehicle 100 is determined, the engine stop control and the downshift shift control are controlled so as not to overlap with each other, thereby performing them at the same time. The shift shock caused by the above is reduced to improve the drivability of the vehicle.

Further, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined when the engine stop control process is started first, the downshift shift control is performed in parallel with the engine stop control. There is. That is, in FIG. 10, at the time of 10b during the engine stop control until the engine speed of the engine 101 becomes zero (0), the downshift shift control is performed in parallel with the engine stop control. In the ECU 11 of the embodiment, from the time of 10b until the rotation speed (broken line in FIG. 10) of the input shaft 111 of the power transmission mechanism 110 reaches the target rotation speed at the gear ratio after shifting (based on the shift diagram). I try to raise it. As described above, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the engine stop control and the downshift shift control are simultaneously (parallel) performed to control the downshift shift in the manned running state. Compared with the case of delaying, downshift shift control that can quickly switch to the shift stage with the optimum fuel consumption can be performed. That is, in the ECU 11 of the present embodiment, when the unmanned running state of the vehicle 100 is determined, the improvement of the fuel efficiency of the vehicle is prioritized over the improvement of the drivability.

As described above, in the above control performed by the ECU 11 of the present embodiment, engine start / stop control (hereinafter referred to as engine control) and upshift / downshift shift control (hereinafter referred to as shift control) are simultaneously executed. If necessary, the processing of those controls is executed as follows. If it is determined that the vehicle is in a manned running state when the shift control / engine control is started first (YES side in step S12 / step S22), the engine control / engine control until the shift control / engine control process is completed. The execution of shift control is delayed (step S13 / step S23). Then, when the shift control / shift control process is completed, the engine control / shift control process is executed (step S14 / step S24). As a result, in the above-mentioned control performed by the ECU 11 of the present embodiment, when it is necessary to execute the shift control and the engine control at the same time during manned driving of the vehicle, the shift shock caused by executing them at the same time. Is reduced, so that the drivability of the vehicle can be improved.

On the other hand, when it is determined that the vehicle is in an unmanned running state (NO side of step S12 / step S22), shift control and engine control are executed at the same time (parallel) (step S14 / step S24). As a result, when the vehicle is unmanned, the engine can be started with the optimum fuel consumption as compared with the case where the engine control is delayed during the manned driving, and the engine can be stopped quickly. Further, when the vehicle is unmanned, it becomes possible to quickly switch to the shift stage where the fuel efficiency is optimized, as compared with the case where the shift control is delayed during the manned travel. That is, in the above-mentioned control performed by the ECU 11 of the present embodiment, it is possible to improve the fuel efficiency of the vehicle when it is necessary to simultaneously execute the shift control and the engine control when the vehicle is unmanned.

Therefore, in the ECU 11 of the present embodiment, it is possible to improve the fuel efficiency during unmanned traveling in a hybrid type vehicle equipped with a stepped transmission.

In the above, at the time of unmanned vehicle 100, the shift control and the engine control is being performed simultaneously (parallel), i.e., have been described herein what delay control that is executed when manned travel is not performed as an example (Complete prohibition of execution of delay control). However, in this way rather than inhibited completely the execution of the delay control during unmanned running, during its unmanned running, the time for delaying the shifting control or engine control, shorter than the delay time at the time of manned travel Delay control may be performed by reducing the delay (reduction of delay time). In such case, instead of completely prohibiting the execution of the delay control, the slow delay to reduce the time of execution of the extension control, and it is possible to restrict the execution of the delay control as. Then, when the delay time is shortened, the fuel efficiency of the vehicle during unmanned traveling can be improved by the amount of the shortened delay time.

Further, the ECU 11 (vehicle control device of the present invention) of the present embodiment has, as another aspect of the present embodiment, one rotary electric machine 207 linked with the engine 101, for example, as shown in FIGS. 11 and 12. It may be applied to the vehicle 200 mounted as a power source. Briefly, the vehicle 200 transmits the power of the engine 101 and the rotary electric machine 207 to the power transmission mechanism 210 via the torque converter 205 and the transmission shaft 213 connected to the input shaft 211, and the power is transmitted to the power transmission mechanism 210. It travels by outputting from the transmission mechanism 210 to the output shaft 212 and rolling the drive wheels 109.

Here, the power transmission mechanism 210 has a coupling clutch K0 between the engine 101 and the rotary electric machine 207, and arranges the switching clutches C1, C2, C3, C4 and the switching brakes B1 and B2 to form two sets of double pinions. It is equipped with a type planetary gear mechanism 221 and 222. The planetary gear mechanism 221 includes sun gears S1, planetary gears P11, P12, carriers CA11, 21, and ring gear R1 as rotating elements, and the planetary gear mechanism 222 includes sun gears S21, S22, planetary gears P21, P22, carriers CA12, 22, and. A ring gear R2 is provided as a rotating element. In FIG. 11, since the power transmission mechanism 210 is configured to be rotationally symmetric with respect to the axis of the input shaft 211 or the like, the lower side in the figure is omitted.

As shown in the engagement operation table of FIG. 12, the power transmission mechanism 110 selectively engages the switching clutches C1, C2, C3, C4 and the switching brakes B1 and B2 to perform the first speed (1st) and the second speed. Speed (2nd), 3rd speed (3rd), 4th speed (4th), 5th speed (5th), 6th speed (6th), 7th speed (7th), 8th speed (8th), R1 (Reverse1), R2 (Reverse1) Any one of the stepped gears is selected to form a transmission path. In addition, "◯" shown in FIG. 12 indicates that it is in the fastened state at the time of selective driving.

In the vehicle 200 having such a configuration, the coupling clutch K0 is controlled to the released state in the motor traveling region in the power boundary line PT in the shift line diagram (map) of FIG. 4, for example, corresponding to the state at the start of traveling. Then, the motor is driven by the power of the rotary electric machine 207. At this time, the electric power from the battery 108 is supplied to the rotary electric machine 207 via the inverter 107. Then, in the vehicle 200, when the vehicle shifts to the engine traveling region outside the power boundary line PT in FIG. 4 after the traveling starts, the coupling clutch K0 is controlled to the engaged state and the engine travels by the power of the engine 101. Will be At this time, the rotary electric machine 207 may be stopped, or may be driven (continuously) so as to perform so-called torque assist in which the output power thereof is applied to the power of the engine 101.

In the vehicle 200, the engine 101 is started by controlling the coupling clutch K0 to the engaged state when shifting from the motor running to the engine running. That is, when the coupling clutch K0 is engaged, the output shaft of the engine 101 and the input shaft 211 are connected, and the power output from the rotary electric machine 207 is transferred from the input shaft 211 side to the output shaft side of the engine 101. The engine 101 is rotationally driven (clutched) by the transmitted power to start the engine.

In the vehicle 200 of another aspect, the same effect as in the case of the present embodiment can be obtained.

11 ECU (vehicle control unit), 100, 200 vehicles, 101 engine, 103 first rotary electric machine (MG1), 105 second rotary electric machine (MG2), 207 rotary electric machine, 108 battery, 109 drive wheels, 110, 210 Power transmission mechanism (transmission), 111,211 input shaft, 112,212 output shaft, 113,213 transmission shaft, 115 power distribution mechanism, 117 automatic transmission mechanism, 121,125,126,127,221,222 planetary gears mechanism.

Claims (1)

The engine that drives the drive wheels and
The motor that drives the drive wheels and
A stepped transmission that shifts the power transmitted from the engine and / and the motor and outputs it to the drive wheel side.
It is a vehicle control device equipped with
An unmanned automatic operation mode that automatically drives the engine and switches the gears of the stepped transmission when the passenger is not on board.
A manned operation mode in which the engine is driven and the gears of the stepped transmission are switched according to the driving operation performed by the passenger.
Have,
When it is necessary to simultaneously execute the shifting operation of the stepped transmission and the starting / stopping operation of the engine,
When the vehicle is traveling in the manned operation mode, delay control is executed in which the execution of one of the operations is delayed by a predetermined delay time so that the shift operation and the start / stop operation do not overlap, and the other is the vehicle. A vehicle control device that limits the execution of the delay control so as to shorten the delay time and simultaneously execute a part of the shift operation and the start / stop operation when traveling in the unmanned automatic driving mode.

Images