JP2007269095A - Vehicle braking force control device - Google Patents

Abstract

In a vehicle braking force control apparatus for controlling driving force source brake torque based on operation of an accelerator pedal, deceleration control is performed by appropriately controlling the driving force source brake torque from when the accelerator pedal is returned. Improve sexiness.
Regenerative timing from when the accelerator is turned off to when driving force source brake torque is generated by regenerative control by an electric motor based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ when the accelerator pedal 44 is returned. Since the set time Tdel is changed by the driving force source brake control means 106, it is possible to generate the regenerative braking force with relatively high responsiveness so as to compensate for the engine brake torque having a time lag from the accelerator off at the generation time. The braking force can be generated at the braking timing that matches the driver's intention. Therefore, the generation of the driving force source brake torque from the accelerator off is appropriately controlled, and the deceleration controllability is improved.
[Selection] Figure 5

Description

  The present invention relates to a vehicle braking force control device that controls a braking force by a vehicle driving force source based on an operation of an accelerator pedal, and more particularly, to a braking force control by a vehicle driving force source when an accelerator pedal is returned. Is.

  2. Description of the Related Art A vehicle braking force control device that controls a braking force by a vehicle driving force source based on an operation of an accelerator pedal is well known. For example, the control apparatus of the hybrid vehicle described in patent document 1 is it. In Patent Document 1, in a vehicle equipped with an engine and an electric motor capable of outputting torque to driving wheels as a vehicle driving force source, the driver's intention to decelerate is estimated based on the accelerator opening and the accelerator operating speed. By correcting the motor regeneration amount based on the estimated deceleration intention, it is possible to appropriately control the motor regeneration amount according to the magnitude of the driver's deceleration intention and to realize traveling that reflects the driver's intention. Technology is disclosed.

JP-A-11-262105 JP-A-9-331604 Japanese Patent Laid-Open No. 10-147159 Japanese Patent Laid-Open No. 2003-212005

  By the way, it is conceivable that the driver's intention to decelerate indicates not only the demand for the braking force by the vehicle driving force source, that is, the magnitude of the deceleration, but also the demand for the timing when the braking force is generated (ie, the braking timing). However, the technique described in Patent Document 1 reflects the driver's intention to decelerate based on the accelerator opening and the accelerator operation speed in the motor regeneration amount. It is not reflected in the generation of braking force by the vehicle driving force source. Therefore, the feeling of deceleration may be reduced.

  The present invention has been made in the background of the above circumstances, and an object of the present invention is to provide a vehicle braking force control device for controlling a braking force by a vehicle driving force source based on an operation of an accelerator pedal. It is to improve the deceleration controllability by appropriately controlling the braking force by the vehicle driving force source from when the accelerator pedal is operated to return so as to generate the braking force that matches the intention.

  The gist of the invention according to claim 1 for achieving such an object is as follows: (a) a braking force control device for a vehicle that controls a braking force by a vehicle driving force source based on an operation of an accelerator pedal; (b) Based on the accelerator operation speed or the amount of accelerator operation at the time of the return operation of the accelerator pedal, from when the accelerator pedal is returned to a predetermined opening or less until the braking force is generated by the vehicle driving force source And a driving force source brake control means for changing the period of time.

  According to this configuration, in the vehicle braking force control device that controls the braking force by the vehicle driving force source based on the operation of the accelerator pedal, based on the accelerator operation speed or the accelerator operation amount when the accelerator pedal is returned, The time from when the accelerator pedal is operated to return below the predetermined opening to when the braking force is generated by the vehicle driving force source is changed by the driving force source brake control means. A braking force can be generated. Therefore, the generation of the braking force by the vehicle driving force source from when the accelerator pedal is returned is appropriately controlled to improve the deceleration controllability.

  Here, the invention according to claim 2 is the vehicle braking force control device according to claim 1, wherein the driving force source brake control means shortens the time as the accelerator operation speed or the accelerator operation amount increases. Thus, the braking force by the vehicle driving force source is generated quickly. In this way, a braking force can be generated at a braking timing that matches the driver's intention.

  According to a third aspect of the present invention, in the vehicle braking force control device according to the first or second aspect, the driving force source brake control means is configured to drive the vehicle as the accelerator operation speed or the accelerator operation amount increases. The braking force generated by the force source is increased. In this way, a braking force that matches the driver's intention can be generated.

  According to a fourth aspect of the present invention, in the vehicle braking force control device according to any one of the first to third aspects, the vehicle driving force source is an electric motor capable of generating a regenerative braking force, and the driving force source The brake control means changes the time by a regenerative braking force by the electric motor. In this way, it is possible to generate regenerative braking force with relatively high responsiveness so as to compensate for, for example, engine brake torque that has a time lag from the accelerator off at the time of occurrence, and control that suits the driver's intention. Power can be generated.

  A gist of the invention according to claim 5 for achieving the above object is that: (a) an electric motor provided in a power transmission path from the engine to the drive wheels and capable of generating a regenerative braking force; As a vehicle driving force source, and a braking force control device for a vehicle that controls the braking force by the vehicle driving force source based on the operation of the accelerator pedal, (b) by the engine during the return operation of the accelerator pedal Drive force source brake control means for generating a transitional braking force from the vehicle driving force source by the regenerative braking force by the electric motor based on a braking force generation state based on a return operation of the accelerator pedal. It is in.

  In this way, in the vehicle braking force control device that controls the braking force by the vehicle driving force source based on the operation of the accelerator pedal, based on the generation state of the braking force by the engine when the accelerator pedal is returned, Since the braking force generated by the vehicle driving force source that is transient since the accelerator pedal is operated to be returned is generated by the regenerative braking force generated by the motor by the driving force source brake control means, for example, there is a time lag from the accelerator off or a desired magnitude. It is possible to generate a regenerative braking force with a relatively high response and a desired magnitude so as to compensate for the state of braking force (engine braking torque) generated by the engine that is difficult to control. The braking force suitable for the can be generated. Therefore, the generation of the braking force by the transient vehicle driving force source from when the accelerator pedal is returned is appropriately controlled to improve the deceleration controllability.

  According to a sixth aspect of the present invention, in the vehicle braking force control device according to the fifth aspect, the driving force source brake control means uses the regenerative braking force generated by the motor to generate the braking force generated by the engine. It is generated early in time. In this way, the generation of the braking force by the transient vehicle driving force source is appropriately controlled.

  According to a seventh aspect of the present invention, in the vehicle braking force control apparatus according to the fifth or sixth aspect, the driving force source brake control unit is configured to smooth the generation of the braking force by the vehicle driving force source. In addition, the regenerative braking force by the electric motor is controlled based on the generation state of the braking force by the engine. In this way, a braking force that matches the driver's intention can be generated.

  Further, the invention according to claim 8 is the vehicle braking force control device according to any one of claims 5 to 7, wherein the driving force source brake control means increases the accelerator operation speed or the accelerator operation amount. The regenerative braking force by the electric motor is generated early so as to shorten the time from when the accelerator pedal is operated to return below a predetermined opening to when the braking force by the vehicle driving force source is generated. In this way, a braking force can be generated at a braking timing that matches the driver's intention.

  The invention according to claim 9 is the vehicle braking force control device according to any one of claims 5 to 8, wherein the driving force source brake control means increases the accelerator operation speed or the accelerator operation amount. The regenerative braking force by the electric motor is increased so as to increase the braking force generated by the vehicle driving force source. In this way, a braking force that matches the driver's intention can be generated.

  Preferably, the braking force control device for the vehicle includes an engine, an automatic transmission provided in a power transmission path from the engine to the drive wheels, and a power transmission path from the automatic transmission to the drive wheels. And an electric motor that can generate a regenerative braking force.

  Preferably, the vehicle driving force source is, for example, an engine or an electric motor, and the braking force by the vehicle driving force source is an engine brake torque or a regenerative braking torque by the electric motor.

  Preferably, in the automatic transmission, a plurality of gear stages (shift stages) are alternatively selected by selectively connecting the rotating elements of the plurality of sets of planetary gear devices by a clutch (engagement device). Achieved, for example, various planetary gear type multi-stage transmissions such as 5 forward speeds, 6 forward speeds, 7 forward speeds, 8 forward speeds, etc. Although it is a synchronous mesh type parallel twin-shaft transmission in which one of the gears is selectively driven by a synchronizing device, the gear stage can be automatically switched by a synchronizing device driven by a hydraulic actuator. Synchronous meshing parallel two-shaft automatic transmission, a so-called belt type in which a transmission belt functioning as a power transmission member is wound around a pair of variable pulleys having a variable effective diameter, and the gear ratio is continuously changed steplessly. Continuously variable transmission Alternatively, a pair of cones rotated around a common axis and a plurality of rollers capable of rotating around the axis intersecting the axis are sandwiched between the pair of cones, and the rotation center of the roller and the axis are It is constituted by a so-called traction type continuously variable transmission whose transmission ratio is variable by changing the crossing angle.

  Preferably, the mounting position of the automatic transmission with respect to the vehicle is a horizontal type such as an FF (front engine / front drive) vehicle in which the axis of the transmission is in the width direction of the vehicle. It may be a vertical installation type such as an FR (front engine / rear drive) vehicle in the longitudinal direction.

  Preferably, a gasoline engine or a diesel engine is widely used as the engine. In addition, the electric motor may function as an auxiliary driving force source for assisting the power of the engine, or a relatively large capacity capable of running a motor that uses only the electric motor as a driving force source. The electric motor may be used. In addition, when the electric motor is used as an auxiliary driving force source for temporarily assisting the engine, a relatively small one can be adopted and disposed adjacent to the automatic transmission. Therefore, since it is only necessary to connect to the output rotating member, it can be configured easily and inexpensively.

  In this specification, “supplying hydraulic pressure” means “applying hydraulic pressure” or “supplying hydraulic oil controlled to the hydraulic pressure”.

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

  FIG. 1 is a skeleton diagram illustrating the configuration of a vehicle drive device (hereinafter referred to as drive device) 10 to which the present invention is preferably applied. The drive device 10 includes a first motor generator MG1, an engine 12, a torque converter 14 as a fluid transmission device, a planetary gear type automatic transmission 16, and a second motor generator MG2 on a common axis (axis). Are sequentially arranged. The drive device 10 is configured substantially symmetrically with respect to the axis except for the engine 12, and the lower half of the axis is omitted in the skeleton diagram of FIG. The same applies to the following embodiments.

  The first motor generator MG1 is operatively connected to the engine 12 (crankshaft), and is mainly used as a starter of the engine 12, but is regeneratively controlled as necessary to store the power storage device 76 via the inverter 74. Can be charged (see FIG. 4). The engine 12 is an internal combustion engine such as a gasoline engine or a diesel engine that generates power by combustion of fuel, and is connected to an input shaft 22 of the automatic transmission 16 via a torque converter 14. The input shaft 22 corresponds to an input rotating member, and is also a turbine shaft of the torque converter 14 that is rotationally driven by the engine 12 in this embodiment. The torque converter 14 is provided with a lockup clutch 18 that directly connects the engine 12 side and the automatic transmission 16 side, and a mechanical oil pump that is rotationally driven by the engine 12 on the input side (pump impeller). 20 are connected. The second motor generator MG2 is operatively connected to the output shaft 24 of the automatic transmission 16, and assists the engine 12 by performing power running control when the vehicle starts or when the vehicle travels. By performing regenerative control during traveling or the like, a braking force is applied to the vehicle and the power storage device 76 is charged via the inverter 74. The output shaft 24 corresponds to an output rotating member. For example, the left and right drive wheels 30 are rotationally driven through a differential gear device (final reduction gear) 26, a pair of axles 28, and the like sequentially (see FIG. 5). .

  The automatic transmission 16 includes a first transmission unit 34 mainly composed of a single pinion type first planetary gear unit 32, a single pinion type second planetary gear unit 36, and a double pinion type third planetary gear unit. And a second speed change unit 40 mainly composed of 38, and changes the rotation of the input shaft 22 and outputs it from the output shaft 24.

  The first planetary gear unit 32 constituting the first transmission unit 34 includes a sun gear S1, a planetary gear (pinion gear) P1, a carrier CA1 that supports the planetary gear P1 so as to rotate and revolve, and a sun gear via the planetary gear P1. A ring gear R1 that meshes with S1 is provided. The sun gear S1 is integrally fixed to a transmission case 42 (hereinafter simply referred to as a case 42) that is a non-rotating member, and the ring gear R1 is connected to the input shaft 22 to rotate integrally. It is designed to be driven. The carrier CA1 functions as an intermediate output member, and is rotated at a reduced speed with respect to the input shaft 22 at a predetermined reduction ratio.

The second planetary gear device 36 constituting the second transmission unit 40 meshes with the sun gear S2 via the sun gear S2, the planetary gear P2, the carrier CA2 that supports the planetary gear P2 so as to rotate and revolve, and the planetary gear P2. A ring gear R2 is provided. The third planetary gear unit 38 includes a sun gear S3, planetary gears P3 _A and P3 _B (P2), a carrier CA3 (CA2) that supports the planetary gears P3 _A and P3 _{B so as} to be capable of rotating and revolving, and a planetary gear P3 _A. and through the P3 _B and a ring gear R3 (R2) meshing with the sun gear S3.

  In the second planetary gear device 36 and the third planetary gear device 38, a part of the rotating elements (sun gears S2, S3, carriers CA2, CA3, ring gears R2, R3) are connected to each other. Two rotating elements RE1 to RE4 are configured.

The sun gear S2, which is the first rotating element RE1, is connected to the carrier CA1 via the third clutch C3 and is driven to rotate, and is integrally connected to the case 42 via the first brake B1 and stopped. It is like that. The carriers CA2 and CA3, which are the second rotating element RE2, are integrally connected to each other, are connected to the input shaft 22 via the second clutch C2, are rotated, and the case 42 is connected via the second brake B2. Are integrally connected to each other to stop rotation. The ring gears R2 and R3, which are the third rotation element RE3, are integrally connected to each other and are also integrally connected to the output shaft 24 to output the rotation after the shift. The sun gear S3, which is the fourth rotation element RE4, is connected to the carrier CA1 via the first clutch C1 and is driven to rotate. The carrier CA2 and CA3, the ring gear R2 and R3, together are composed of an integral member, respectively, the outer planetary gear P3 _B of the third planetary gear set 38 is a planetary gear P2 of the second planetary gear set 36 It also serves as a so-called Ravigneaux type gear train.

FIG. 2 is an operation chart (engagement operation table) for explaining combinations of operations of the clutches C1, C2, and C3 and the brakes B1 and B2 when a plurality of gear stages (shift stages) of the automatic transmission 16 are established. Yes, “◯” represents the engaged state, and the blank represents the released state. Thus, the automatic transmission 16 includes three sets of planetary gear devices 32, 36, and 38, and selectively engages the clutches C1, C2, and C3 and the brakes B1 and B2 to thereby change the gear ratio γ ( = Input shaft rotational speed N _IN / Output shaft rotational speed N _OUT ) A plurality of gear stages, for example, six forward speeds and one reverse speed are achieved. Further, the gear ratio γ that differs for each gear stage is an example, and the gear ratios of the first planetary gear device 32, the second planetary gear device 36, and the third planetary gear device 38 (= number of teeth of the sun gear / ring gear). The number of teeth) is appropriately determined according to ρ1, ρ2, and ρ3.

  The clutches C1, C2, C3 and the brakes B1, B2 (hereinafter simply referred to as the clutch C and the brake B unless otherwise distinguished) are controlled by a hydraulic actuator (hydraulic cylinder) such as a multi-plate clutch or a band brake. It is a hydraulic friction engagement device (hereinafter referred to as an engagement device), and the hydraulic circuit is switched by excitation, de-excitation or manual valve of the linear solenoid valves SL1 to SL5 in the hydraulic control circuit 70 (see FIG. 4). The engagement / release state is switched, and the transient hydraulic pressure at the time of engagement / release is controlled.

  In FIG. 3, the rotational speeds of the rotating elements (sun gears S1 to S3, carriers CA1 to CA3, and ring gears R1 to R3) of the first transmission unit 34 and the second transmission unit 40 of the automatic transmission 16 can be connected in a straight line. In the alignment chart, the vertical axis represents the rotational speed, and “1.0” means the same rotational speed as the input shaft 22. Then, according to the operating states of the clutch C and the brake B, six forward gears from the first speed gear stage “1st” to the sixth speed gear stage “6th” are established, and one reverse gear stage “Rev” Is established. “1st” to “6th” and “Rev” shown in the column of the third rotation element RE3 (ring gears R2 and R3) of the second transmission unit 40 are gear stages for the rotational speed “1.0” of the input shaft 22. Corresponding to the gear ratio γ.

  FIG. 4 is a block diagram for explaining a main part of the control system provided in the drive device 10 of the present embodiment. Signals input to the electronic control device 50 and signals output from the electronic control device 50 are shown. Illustrated. The electronic control unit 50 includes a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and performs signal processing according to a program stored in advance in the ROM while using a temporary storage function of the RAM. By performing the above, hybrid control regarding the first and second motor generators MG1 and MG2 including output control of the engine 12, shift control of the automatic transmission 16, and the like are executed. And for shifting control.

The electronic control unit 50 includes, for example, an accelerator opening sensor 52 that detects an accelerator opening Acc that is an operation amount of the accelerator pedal 44 and an engine that is a rotational speed of the engine 12 from each sensor and switch as shown in FIG. engine rotational speed sensor 54 for detecting the rotational speed N _E, a turbine rotational speed sensor 56 for detecting the rotational speed N _iN of the turbine of the torque converter 14 rotational speed N _T or input shaft 22, disposed in an intake pipe 46 of the engine 12 A throttle valve opening sensor 58 that detects a throttle valve opening θ _TH that is an opening angle of the electronic throttle valve 48, a vehicle speed sensor 60 that detects a vehicle speed V corresponding to the rotational speed N _OUT of the output shaft 24, and a first motor generator MG1. rotational speed _{N MG1} MG1 rotational speed sensor 62 for detecting the second motor-generator MG MG2 rotational speed sensor 64 for detecting a rotational speed N _MG2 (= output shaft rotational speed N _OUT ), a shift position sensor 68 for detecting a lever position (operation position) P _SH of the shift lever 66, and a hydraulic control circuit 70 Oil temperature sensor 72 that detects the AT oil temperature T _OIL that is the temperature of the hydraulic oil, SOC sensor 78 that detects the amount of charge (remaining capacity, charge amount) SOC of the power storage device 76 connected to the inverter 74, and cooling of the engine 12 engine coolant temperature sensor for detecting the water temperature T _W, a wheel speed sensor for detecting the wheel speed V _W of each wheel, the catalyst temperature sensor for detecting the temperature T _RE of the catalyst for purifying exhaust gas, the acceleration (deceleration) G of the vehicle Acceleration sensor to detect, brake switch to detect the operation of foot brake, which is a service brake, air conditioner to detect the operation of air conditioner Switches etc., an accelerator opening Acc, the engine rotational speed _{N E,} a turbine rotational speed _N T (= input shaft rotational speed _{N IN),} the throttle valve opening theta _TH, vehicle speed V (output shaft rotation speed _{N OUT),} first Motor generator rotation speed N _MG1 , second motor generator rotation speed N _MG2 , lever position P _SH , AT oil temperature T _OIL , power storage amount SOC, engine cooling water temperature T _W , wheel speed V _W , catalyst temperature T _RE , vehicle acceleration G A signal indicating whether or not the foot brake is operated, that is, a signal indicating whether or not the brake pedal is operated, a signal indicating whether or not the air conditioner is operating, and the like are supplied.

  The accelerator pedal 44 is depressed according to the vehicle driving force requested by the driver, corresponds to an output operation member, and the accelerator opening Acc, which is the operation amount, corresponds to the acceleration request amount.

Further, the electronic control unit 50, driving signals to a throttle actuator 80 for controlling the opening and closing of the electronic throttle valve 48 in response to the engine output control command signal S _E for example the accelerator opening Acc for output control of the engine 12 In addition, an injection signal for controlling the amount of fuel injected from the fuel injection device 82, an ignition timing signal for controlling the ignition timing of the engine 12 by the igniter 84, and the like are output. Further, a shift control command signal S _P for shift control of the automatic transmission 16, for example, excitation of AT shift solenoids in the hydraulic control circuit 70, that is, linear solenoid valves SL 1 to SL 5 in order to switch the shift stage of the automatic transmission 16, A valve command signal for controlling non-excitation and the like, a drive signal to the linear solenoid valve SLT for controlling the line hydraulic pressure PL, and the like are output. Further, a control signal for controlling the inverter 74 by the MG1 controller 86 and the MG2 controller 88 for powering control, power generation (regeneration) control, etc. of the first motor generator MG1 and the second motor generator MG2, and for operating the electric air conditioner. Electric air conditioner drive signal, shift position (operation position) display signal for operating the shift indicator, gear stage display signal for displaying the gear stage, and ABS actuator for preventing wheel slippage during braking Each of the ABS operation signals is output.

FIG. 5 is a functional block diagram illustrating the main part of the control function of the electronic control unit 50. In FIG. 5, the shift control means 100, for example, from the relationship (shift map, shift diagram) stored in advance with the vehicle speed V and the accelerator opening Acc as variables as shown in FIG. 6, the actual vehicle speed V and the accelerator opening Acc. On the basis of the automatic transmission 16 to determine the gear position to be shifted, that is, to determine whether or not to perform the gear shift of the automatic transmission 16, Shift control is executed. At this time, the shift control means 100 engages and / or releases the engagement device involved in the shift of the automatic transmission 16 so that the shift stage is achieved according to, for example, the engagement table shown in FIG. A signal S _P (shift output command, hydraulic command) is output to the hydraulic control circuit 70. Then, the excitation of the linear solenoid valve SL1~SL5 of the hydraulic control circuit 70 so that the shift of the automatic transmission 16 is executed in accordance with the shift control command signal S _P, and de-energized and the current control is caused to execute the shifting The hydraulic actuator of the engaging device involved is operated, and the forward gear stage of any of the first speed gear stage “1st” to the sixth speed gear stage “6th” or the reverse gear stage “Rev” is established. The transient hydraulic pressure of the clutch C and the brake B in the shifting process is controlled.

In the shift diagram of FIG. 6, the solid line is a shift line (upshift line) for determining an upshift, and the broken line is a shift line (downshift line) for determining a downshift. Further, the shift line in the shift diagram of FIG. 6 indicates whether or not the actual vehicle speed V has crossed the line on the horizontal line indicating the actual accelerator opening Acc (%), that is, the value on which the shift on the shift line is to be executed ( It is for determining whether exceeds the shift point vehicle speed) V _S, is stored in advance as a series of the values V _S that shift point vehicle speed. For example, as the vehicle speed V decreases or the accelerator opening degree Acc increases, a low-speed gear stage with a large gear ratio γ is established.

  In this way, the shift control means 100 controls the excitation and non-excitation of the linear solenoid valves SL1 to SL5, respectively, thereby engaging the clutches C1 to C3 and the brakes B1 and B2 respectively corresponding to the linear solenoid valves SL1 to SL5. In this case, the disengagement state is switched to establish one of the first gear stage “1st” to the sixth gear stage “6th”, or the reverse gear stage “Rev”.

The engine output control means 102 controls, for example, the electronic throttle valve 48 by the throttle actuator 80, controls the fuel injection device 82 for fuel injection amount control, and controls the igniter 84 for ignition timing control. Te outputs an engine output control command signal S _E for executing output control of the engine 12.

  The hybrid control means 104 performs the traveling in a plurality of operation modes in which the operating states of the engine 12 and the motor generators MG1 and MG2 such as engine running, motor assist and regeneration are different according to the vehicle state. And power running control, regenerative control and the like of the second motor generator MG2.

  For example, the hybrid control means 104 basically runs the vehicle using the engine 12 as a driving force source for running. The engine output control means 102 generates the necessary driving force by the engine 12 and runs. Command is output.

  In addition, the hybrid control means 104 supplies the second motor generator control current from the inverter 74 to the MG2 controller 88 so as to perform torque assist by performing power running control of the second motor generator MG2 in addition to the power of the engine 12 at the time of start and acceleration. Then, a control command for setting the second motor generator MG2 in the power running state is output.

  Further, the hybrid control means 104 regenerates the second motor generator MG2 when the vehicle is decelerated while the accelerator is off, for example, when the accelerator opening degree Acc is substantially fully closed or is slightly opened below about 2-3%. It functions as a regenerative control means that outputs a control command to the MG2 controller 88 so as to apply a regenerative braking force to the vehicle and charge the power storage device 76 with the generated electric energy.

  Therefore, when the vehicle stops due to a signal or the like during forward traveling, the engine 12 is stopped and idling is stopped, and at the start, the second motor generator MG2 can be used to start quickly. That is, when the brake operation is turned off (released) or the accelerator is depressed (ON operation), the engine 12 is immediately started to start the vehicle, but the response until the driving force by the engine 12 is obtained. By compensating for the delay by the second motor generator MG2, the vehicle can be started with excellent responsiveness. Further, even when the engine 12 is stopped in the operating state, the second motor generator MG2 generates assist torque when the accelerator is started, so that the start response is improved as compared with the case where the engine 12 starts only. To do. Since the second motor generator MG2 temporarily assists the torque at the time of starting or the like as described above, a relatively small one can be adopted and adjacent to the automatic transmission 16 coaxially. Since it only needs to be arranged and connected to the output shaft 24, it can be configured easily and inexpensively. If necessary, torque assist and regenerative control can be performed using the first motor generator MG1 together.

The hybrid control means 104, in a case the remaining capacity SOC of power storage device 76 is small, the first motor generator MG1 power generation as required (regeneration) state to and power storage that power energy E _D is the electric storage device 76 In this manner, a command is output to the MG1 controller 86.

  By the way, the engine brake torque that is applied by the engine 12 when the accelerator is off has a time lag until it is generated after the accelerator is turned off. In this case, the engine brake is hardly effective immediately after the accelerator is turned off, and the deceleration feeling may be impaired even though the driver operates the accelerator pedal 44 in anticipation of vehicle deceleration.

  Therefore, the driving force source brake control means 106 performs transient control from the accelerator-off state before the generation of the engine brake torque by the regenerative control of the electric motor, for example, the second motor generator MG2, which generates the braking force with better responsiveness than the engine brake. Generate braking force. That is, the driving force source brake control means 100 controls the braking force by the vehicle driving force source from the accelerator off, that is, the driving force source brake torque that is the sum of the engine brake torque and the regenerative braking torque. Hereinafter, the control of the transient driving force source brake torque will be specifically described.

The accelerator-off determining means 108 determines whether or not the accelerator-off is established, for example, whether or not the accelerator pedal 44 is operated to return to a predetermined opening Acc ₀ or less, that is, the accelerator opening Acc is set to a predetermined opening Acc ₀ or less. Judgment based on whether or not. The predetermined opening Acc ₀ is a predetermined determination value for determining that the accelerator opening Acc is zero, for example.

The emblem torque calculating means 110 calculates an engine brake torque that is applied by the engine 12 when the accelerator is off. The engine brake torque is determined by, for example, the drag torque of the engine 12, the gear ratio of the automatic transmission 16, the on / off state of the lockup clutch 18, and the like. When it is determined by the accelerator-off determining means 108 that the accelerator-off state is established, the emblem torque calculating means 110 is experimentally obtained in advance, for example, as shown in FIG. 7 with the engine rotational speed _NE and the engine brake torque. from the relationship (engine braking torque map) to calculate the engine braking torque based on the actual engine rotational speed N _E.

As described above, the timing at which the engine brake is effective is slightly delayed in time from the accelerator off. The time delay (emblem time lag) T _EB from the accelerator off is experimentally obtained in advance, and the emblem time lag characteristic is stored in the electronic control unit 50.

The emblem torque generation determination means 112 is the timing at which engine braking is effective, that is, the timing at which engine brake torque is generated by the engine 12 when the accelerator off determination means 108 determines that the accelerator is off. Is determined from the emblem time lag characteristic stored in the electronic control unit 50 based on whether or not the emblem time lag T _{EB has} elapsed since the accelerator off was established.

  The accelerator operation state calculation means 114 calculates the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ (= dAcc / dt) as needed based on the accelerator opening Acc.

  The regenerative control timing determining means 116 determines the timing (regenerative braking timing) at which the regenerative control using the electric motor such as the second motor generator MG2 by the hybrid control means 104 is started when the accelerator is turned off. For example, this regenerative braking timing is defined by a time Tdel from when the accelerator is turned off until a regenerative braking torque is generated (hereinafter referred to as a regenerative timing setting time).

  FIG. 8 is a relationship (regeneration time setting time map) obtained in advance by experiment between the accelerator opening change rate Acc ′ or the accelerator opening change amount ΔAcc and the regeneration time setting time Tdel. When the accelerator pedal 44 is returned quickly, for example, this is considered to be applicable when the distance between the vehicle and the vehicle ahead becomes short or when it is determined that sudden deceleration is necessary. In FIG. 8, the regenerative time setting time Tdel is shortened so that the regenerative braking timing becomes earlier as the accelerator opening change rate Acc ′ is larger. Conversely, when the return operation of the accelerator pedal 44 is slow, it is considered that the user expects to travel at the current vehicle speed without requiring so much deceleration, so there is no need to apply the deceleration to the vehicle as early as possible. From this point of view, in FIG. 8, the regenerative timing setting time Tdel is lengthened so that the regenerative braking timing is delayed as the accelerator opening change rate Acc ′ is smaller. Similarly, the accelerator opening change amount ΔAcc is also considered to be demanded for quick deceleration when the accelerator pedal 44 is largely (deeply) depressed when the accelerator is turned off or returned to the vicinity at once. From the viewpoint of applying the deceleration to the vehicle earlier, in FIG. 8, the regenerative timing set time Tdel is shortened so that the regenerative braking timing becomes earlier as the accelerator opening change amount (return amount) ΔAcc is larger.

  The regenerative control time determining means 116 is calculated by the accelerator operation state calculating means 114, for example, from a regenerative time setting time map as shown in FIG. 8 when the accelerator off determining means 108 determines that the accelerator is off. The regeneration time setting time Tdel is determined based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′.

The regenerative control amount determining means 118 determines the regenerative control amount when the regenerative control using the electric motor such as the second motor generator MG2 by the hybrid control means 104 is executed when the accelerator is off. For example, this regenerative control amount may cause a shock when a large deceleration is suddenly applied, so that the regenerative control using the second motor generator MG2 is started from the viewpoint of gradually increasing the braking torque. The amount of initial regenerative torque at the time is first defined, and the second motor generator MG2 is increased or decreased in consideration of the connection (continuity) with the engine brake torque that rises after the emblem time lag T _{EB has} elapsed. The amount of late regeneration torque when the used transient regeneration control is terminated is then defined.

  FIG. 9 is a relationship (initial regenerative torque map) obtained in advance experimentally between the accelerator opening change rate Acc ′ or the accelerator opening change amount ΔAcc and the initial regenerative torque amount. When the accelerator pedal 44 is returned quickly, for example, it is considered that this corresponds to a case where the distance between the vehicle and the vehicle ahead is short, or when it is determined that rapid deceleration is necessary. However, from the viewpoint that the feeling is good, in FIG. 9, the larger the accelerator opening change rate Acc ′, the larger the initial regenerative torque amount so as to increase the deceleration. On the other hand, when the operation of returning the accelerator pedal 44 is slow, the user does not require so much deceleration and is expected to travel at the current vehicle speed, so there is no need to apply so much deceleration to the vehicle. From this point of view, in FIG. 9, the smaller the accelerator opening change rate Acc ′, the smaller the initial regenerative torque amount so as not to increase the deceleration. Similarly, the accelerator opening change amount ΔAcc is considered to require a large deceleration when the accelerator pedal 44 is greatly depressed (depressed) and then the accelerator is turned off or returned to the vicinity at once. Therefore, from the viewpoint of applying a large deceleration to the vehicle, in FIG. 9, the initial regenerative torque amount is increased so that the larger the accelerator opening change amount (return amount) ΔAcc is, the greater the deceleration is applied to the vehicle. .

  The regenerative control amount determining means 118 is calculated by the accelerator operation state calculating means 114 from, for example, an initial regenerative torque map as shown in FIG. 9 when the accelerator off determining means 108 determines that the accelerator is off. The initial regenerative torque amount is determined based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′.

  FIG. 10 shows a relationship (late regeneration torque map) obtained experimentally in advance between the engine brake torque amount and the late regeneration torque amount. Taking into account the total driving force source brake torque including the engine braking torque that follows the latter-stage regenerative torque, and taking the return amount into consideration, once set a large value, for example, a torque value approximately equivalent to the total driving force source brake torque. From the viewpoint of setting so as to take, in FIG. 10, the later-stage regenerative torque amount is increased so as to increase the deceleration as the engine brake torque amount increases.

  The regenerative control amount determining means 118 is calculated by the emblem torque calculating means 110 from, for example, a late regenerative torque map as shown in FIG. 10 when the accelerator off determining means 108 determines that the accelerator is off. The amount of late regeneration torque is determined based on the engine brake torque that is applied by the engine 12 when the accelerator is off.

  When it is determined by the accelerator-off determining means 108 that the accelerator-off state is established, the driving force source brake control means 106 starts from the time when the regeneration timing set time Tdel determined by the regeneration control time determining means 116 has elapsed. A command to execute transient regeneration control of the electric motor, for example, the second motor generator MG2, is output to the hybrid control means 104 so that the initial regeneration torque amount and the late regeneration torque amount determined by the regeneration control amount determination means 118 are obtained. Prior to the generation of engine brake torque, a transient driving force source brake torque from the accelerator off is generated.

  When it is determined by the emblem torque generation determination unit 112 that the engine brake torque is generated, the driving force source brake control unit 106 gradually decreases the regenerative torque in accordance with the rise of the engine brake torque. A command to end the transient regeneration control of the second motor generator MG2 is output to the hybrid control means 104 while adjusting so that the increase / decrease in deceleration is suppressed. Thereafter, the driving force source brake control means 106 controls the constant regenerative control of the second motor generator MG2 so that the fluctuation of the total driving force source brake torque of the regenerative torque and the engine brake torque is suppressed to a constant deceleration. Is output to the hybrid control means 104.

  In this manner, the driving force source brake control means 106 generates the driving force source brake torque from the accelerator off based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ when the accelerator pedal 44 is returned. The regeneration time setting time Tdel until is changed. Further, the driving force source brake control means 106 generates a transient driving force source brake torque from the accelerator off by a regenerative braking torque by the electric motor based on the generation state of the engine brake when the accelerator pedal 44 is returned. But there is.

  FIG. 11 is a flowchart for explaining the main part of the control operation of the electronic control unit 50, that is, the transient regenerative control operation by the second motor generator MG2 when the accelerator is off, for example, with an extremely short cycle time of about several milliseconds to several tens of milliseconds. It is executed repeatedly. FIG. 12 is an example of the control operation shown in the flowchart of FIG. 11, and is a time chart for explaining the control operation for performing the transient regenerative control when the accelerator is off.

In FIG. 11, in step (hereinafter, step is omitted) SA1 corresponding to the accelerator-off determination means 108, it is determined whether or not the accelerator-off is established, for example, a predetermined value for determining that the accelerator opening Acc is zero. It is determined based on whether or not the opening degree Acc is ₀ or less.

12, the return operation of the accelerator pedal 44 by the user is started in time point t _1, the accelerator-off is determined by t ₂ times.

If the determination at SA1 is negative, this routine is terminated. If the determination is affirmative, at SA2 corresponding to the emblem torque calculation means 110, for example, the actual engine speed is determined from the engine brake torque map as shown in FIG. engine brake torque exerted by the engine 12 based on the speed N _E is calculated.

  Subsequently, in SA3 corresponding to the regenerative control time determining means 116 and the regenerative control amount determining means 118, for example, the accelerator opening calculated by the accelerator operation state calculating means 114 from the regenerative time setting time map as shown in FIG. Based on the change amount ΔAcc or the accelerator opening change rate Acc ′, the regeneration time setting time Tdel is determined. Further, for example, the initial regenerative torque amount is determined based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ calculated by the accelerator operation state calculation means 114 from the initial regenerative torque map as shown in FIG. The late regeneration torque amount is determined based on the engine brake torque when the accelerator is off, which is calculated in SA2 from the late regeneration torque map as shown in FIG.

  Subsequently, in SA4 corresponding to the driving force source brake control means 106, a command for executing the transient regeneration control of the second motor generator MG2 is output to the hybrid control means 104, and the accelerator is turned off prior to the generation of the engine brake torque. A transient driving force source brake torque from is generated. In this transient regeneration control, the regeneration timing set time Tdel, the initial regeneration torque amount, and the late regeneration torque amount are changed based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′. Controlled to fit.

At the timing t ₃ after the lapse of regeneration timing setting time Tdel from t ₂ time points 12, transient regeneration control by the second motor generator MG2 is started running. This transient regenerative control is executed based on the initial regenerative torque amount and the late regenerative torque amount. The regeneration timing setting time Tdel, the initial regeneration torque amount, and the late regeneration torque amount are changed based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′. The accelerator opening change amount ΔAcc or the accelerator opening amount is changed. degree change rate Acc 'is a value calculated based on the operation state of the accelerator pedal 44 detected at t ₂ time immediately prior example time point t ₁ to t ₂ when the accelerator pedal is determined.

Subsequently, in SA5 corresponding to the emblem torque generation determination means 112, whether or not it is the timing at which engine brake torque is generated by the engine 12 has elapsed since the emblem time lag T _{EB has} elapsed since SA1 was established. It is determined based on whether or not.

  If the determination in SA5 is negative, the process returns to SA4. If the determination is positive, in SA6 corresponding to the driving force source brake control means 106, the increase / decrease in deceleration is suppressed in accordance with the rise of the engine brake torque. A command to end the transient regenerative control of the second motor generator MG2 is output to the hybrid control means 104 while adjusting as described above. Further, the hybrid control means 104 issues a command for executing the constant regenerative control of the second motor generator MG2 so that the fluctuation of the total driving force source brake torque of the regenerative torque and the engine brake torque is suppressed to a constant deceleration. Is output. The driving force source brake torque in the steady state after the end of the transient regenerative control of the second motor generator MG2 is calculated based on the accelerator opening change amount ΔAcc from, for example, a predetermined target deceleration map.

The t ₈ time from t ₇ the point of FIG. 12, the regeneration torque of the second motor generator MG2 is moderated in accordance with the timing at which the engine braking torque is generated. The increase or decrease in the deceleration transient regeneration control is terminated at t ₈ while the regeneration torque is adjusted to the second motor generator MG2 time as suppressed. This t ₈ point on, is to shift to a constant regeneration control by the second motor generator MG2, the regenerative torque of the driving force source braking torque second motor generator MG2 as fluctuation is suppressed a constant deceleration of the control Is done.

  Also, as shown by the broken line in FIG. 12, when the accelerator opening change rate Acc ′ is small compared to the solid line, although not shown, the regenerative timing setting time Tdel is lengthened or the initial regenerative torque amount is small compared to the solid line. Is done.

  As described above, according to this embodiment, from the accelerator off to the electric motor (second motor generator MG2) based on the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ when the accelerator pedal 44 is returned. The regeneration time setting time Tdel until the driving force source brake torque is generated by the regeneration control is changed by the driving force source brake control means 106. Therefore, for example, engine brake torque is compensated for when there is a time lag from the accelerator off. In addition, the regenerative braking force can be generated with relatively high responsiveness, and the braking force can be generated at a braking timing that matches the driver's intention. Therefore, the generation of the driving force source brake torque from the accelerator off is appropriately controlled, and the deceleration controllability is improved.

  Further, according to this embodiment, based on the generation state of the engine brake torque at the time of the return operation of the accelerator pedal 44, the transient driving force source brake torque from the accelerator-off state is generated by the driving force source brake control means 106 by the electric motor ( Since it is generated by the regenerative braking force by the second motor generator MG2), for example, there is a time lag from the accelerator off, and a relatively responsive response is made so as to compensate for an engine brake torque generation state that is difficult to control to a desired magnitude. In addition, a regenerative braking force having a desired magnitude can be generated, and a braking force suitable for the driver's intention can be generated. Therefore, the generation of the transitional driving force source brake torque from the accelerator off is appropriately controlled, and the deceleration controllability is improved.

  Further, according to the present embodiment, the regenerative braking force by the electric motor (second motor generator MG2) is generated earlier in time with respect to the generation of the engine brake torque by the driving force source brake control means 106. Generation of driving force source brake torque is appropriately controlled.

  Further, according to the present embodiment, the regenerative control by the electric motor (second motor generator MG2) is performed by the driving force source brake control means 106 based on the generation state of the engine brake torque so that the generation of the driving force source brake torque is smooth. Since the power is controlled, a braking force suitable for the driver's intention can be generated.

  Further, according to the present embodiment, the driving force source brake control means 106 causes the electric motor (second motor) so that the regeneration timing setting time Tdel is shortened as the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ increases. Since the regenerative braking force by the generator MG2) is generated early, the braking force can be generated at a braking timing that matches the driver's intention.

  Also, according to the present embodiment, the driving force source brake control means 106 increases the electric motor (second motor) so as to increase the driving force source brake torque as the accelerator opening change amount ΔAcc or the accelerator opening change rate Acc ′ increases. Since the regenerative braking force by the generator MG2) is increased, a braking force suitable for the driver's intention can be generated.

  Next, another embodiment of the present invention will be described. In the following description, parts common to the embodiments are denoted by the same reference numerals and description thereof is omitted.

In the above-described embodiment, the transient deceleration control operation by the driving force source brake torque from the accelerator off has been described. This transient deceleration is generated exclusively by the regenerative braking torque by the electric motor, but the deceleration in the steady state is mainly generated by the engine brake torque. The engine brake torque occurs according to the engine rotational speed N _E which is uniquely determined from the gear ratio of the vehicle speed and the transmission as shown in FIG. 7. Therefore, when the feeling of deceleration when the accelerator is off is weak, in other words, when the actual deceleration is small relative to the deceleration requested by the driver (the requested deceleration, which is the same as the target deceleration in this specification), the downshift is performed. It is conceivable to increase the engine brake torque by repeating the above to obtain the target deceleration.

  However, there is a possibility that drivability deteriorates due to a shift shock due to an increase in engine brake torque accompanying a downshift. In this embodiment, the deceleration is controlled so as to eliminate the absence of a feeling of deceleration, and the deterioration of drivability during the deceleration control is suppressed. The control operation will be specifically described below.

  FIG. 13 is a functional block diagram for explaining a main part of the control function of the electronic control unit 50. In the functional block diagram of FIG. 5, vehicle speed determination means 120, target deceleration calculation means 122, emblem force threshold setting. Means 124, emblem force determination means 126, and motor assist amount calculation means 128 are further added.

The vehicle speed determination means 120 determines whether or not the vehicle speed V is higher than a predetermined vehicle speed V ₀ set in advance. The predetermined vehicle speed V ₀ is a vehicle speed at which deceleration control by the driving force source brake needs to be executed, and is a predetermined determination vehicle speed for starting the deceleration control. That is, the vehicle speed V is not necessary to control the deceleration by the driving force source braking if the predetermined vehicle speed V ₀ or lower vehicle speed, and controls only the deceleration is higher than the predetermined vehicle speed V _0.

The target deceleration calculating means 122 calculates the driver's target deceleration G ^* when the accelerator pedal 44 is operated to return when the vehicle speed V is higher than the predetermined vehicle speed V ₀ .

FIG. 14 shows a relationship (target deceleration map) obtained experimentally in advance between the accelerator opening change amount (return amount) ΔAcc and the target deceleration G ^* . Since it is considered that a large deceleration is demanded when the accelerator pedal 44 is largely returned, in FIG. 14, the target deceleration is increased as the accelerator opening change amount (return amount) ΔAcc increases. Yes.

The target deceleration calculation means 122, when the vehicle speed V by the vehicle speed determining means 120 is determined to be higher than the predetermined vehicle speed V _0, the accelerator pedal 44 is determined to have been returned operated by the accelerator-off determination means 108 In this case, for example, the target deceleration G ^* is calculated based on the accelerator opening change amount ΔAcc calculated by the accelerator operation state calculation means 114 from the target deceleration map as shown in FIG.

The emblem force threshold value setting means 124 sets a minimum threshold value (lower limit) necessary for engine braking force. The engine braking force, at least the target deceleration G ^* maximum reverse force F _MG reverse driving force F _B obtained by subtracting the reverse driving force F _B ^* motor for example, the second motor generator MG2 from can generate required to achieve a '(= F _B ^* −F _MG ) or more is required. This reverse driving force F _B ′ may be set as the engine braking force threshold value F _BSH , but since it is difficult for the electric motor to output the maximum driving force for a long time, it is reversed so that the deceleration can be performed mainly by the engine brake. The engine braking force threshold F _BSH may be set to a value larger than the driving force F _B ′.

FIG. 15 is a diagram illustrating a method for setting the engine braking force threshold value _FBSH . As indicated by the broken line in FIG. 15, the reverse driving force F _B ^* is obtained as needed from the calculated target deceleration G ^* to achieve the target deceleration G ^* by the target deceleration calculating means 122. Then, as shown by the solid line, an engine braking force threshold (engine reverse driving force threshold) _FBSH is set by subtracting the reverse driving force (torque) that can be supplemented by the electric motor MG from the reverse driving force F _B ^*. Is done. Further, a relationship as shown in FIG. 15 is set in advance as a map of the engine brake force threshold value F _BSH with the accelerator opening change amount ΔAcc as a variable, and the engine brake force threshold value F based on the accelerator opening change amount ΔAcc from the map. _BSH may be set.

The emblem force determining means 126 determines whether or not an engine brake force larger than a preset engine brake force threshold value _FBSH can be obtained. For example, the emblem force determining means 126 determines whether or not the engine brake torque (engine brake force) calculated by the emblem torque calculating means 110 is greater than the engine brake force threshold value _FBSH set by the emblem force threshold value setting means 124. Determine whether.

The driving force source braking control means 106, when the engine braking force by the engine brake force determination unit 126 is determined to be less engine braking force threshold value F _BSH, the engine braking force is greater than the engine braking force threshold value F _BSH A command to downshift the automatic transmission 16 to the obtained gear stage is output to the shift control means 100.

The motor assist amount calculation means 128 subtracts the engine brake force F _EB calculated by the emblem torque calculation means 110 from the reverse driving force F _B ^* required to achieve the target deceleration G ^* , thereby obtaining a motor assist amount F _MA. (= F _B ^* −F _EB ) is calculated.

In addition, the motor assist amount calculating means 128 is instructed by the shift control means 100 to downshift the automatic transmission 16 to a gear stage at which an engine braking force exceeding the engine braking force threshold _FBSH is obtained by the driving force source brake control means 106. If output to calculates an inverse torque MG _C by the electric motor to alleviate shift shock due to the increase in the engine braking force by the engine rotation increase at the time of downshift.

The driving force source brake control means 106 gives a command to execute motor assist by an electric motor, for example, the second motor generator MG2, so that the motor assist amount _FMA calculated by the motor assist amount calculation means 128 is obtained. Output to the means 104 to generate the reverse driving force F _B ^* required to achieve the target deceleration G ^* . The driving force source braking control means 106, at the time of downshift by the shift control means 100, the as reverse torque MG _C is obtained for mitigating the shift shock which is calculated by the motor assist amount calculating unit 128, the electric motor For example, a command for executing torque adjustment by the second motor generator MG2 is output to the hybrid control means 104 to alleviate the shift shock.

  FIG. 16 is a flowchart for explaining a main part of the control operation of the electronic control unit 50, that is, a control operation of the driving force source brake when the accelerator pedal 44 is returned, and is extremely short, for example, about several milliseconds to several tens of milliseconds. It is executed repeatedly at cycle time. FIG. 17 is an example of the control operation shown in the flowchart of FIG. 16, and is a time chart for explaining the control operation for executing the deceleration control so that the target deceleration is achieved when the accelerator is off.

16, in SB1 corresponding to the vehicle speed determining means 120, whether higher than a predetermined vehicle speed V ₀ to the vehicle speed V is set in advance.

  If the determination at SB1 is negative, this routine is terminated. If the determination is affirmative, at SB2 corresponding to the accelerator-off determination means 108, it is determined whether or not the accelerator pedal 44 has been returned.

In FIG. 17, when the vehicle speed V is higher than the predetermined vehicle speed V ₀ , the return operation of the accelerator pedal 44 by the user is started at time t ₁ , and accelerator off is determined at time t ₂ . Further, from time t _{1 to} time t ₂ , transient regeneration control of the electric motor, for example, the second motor generator MG 2 is executed in the same manner as in the above-described embodiment in order to give a deceleration with good response when the accelerator is off.

If the determination at SB2 is negative, this routine is terminated. If the determination is affirmative, at SB3 corresponding to the target deceleration calculation means 122, the accelerator operation is performed from a target deceleration map as shown in FIG. A target deceleration G ^* is calculated based on the accelerator opening change amount ΔAcc calculated by the state calculation means 114.

Target deceleration G ^* is calculated on the basis of the detected accelerator opening change amount ΔAcc at time point t ₁ to t ₂ the time of FIG. 17.

Subsequently, in SB4 corresponding to the emblem force determining means 126, is the engine brake force calculated by the emblem torque calculating means 110 larger than the engine brake force threshold value _FBSH set by the emblem force threshold value setting means 124? It is determined whether or not.

If the determination in SB4 is negative, in SB5 corresponding to the driving force source brake control means 106, a command to downshift the automatic transmission 16 to a gear stage at which engine braking force exceeding the engine braking force threshold F _BSH is obtained. Is output to the shift control means 100.

T ₃ time, t ₄ time points 17, and t ₅ time, the downshift is executed from the engine braking force becomes equal to or less than the engine brake force threshold F _BSH in the current gear speed V is lowered .

If the determination at SB4 is affirmative, or subsequent to SB5, at SB6 corresponding to the motor assist amount calculation means 128, the emblem is calculated from the reverse driving force F _B ^* required for achieving the target deceleration G ^*. The motor assist amount F _MA (= F _B ^* −F _EB ) is calculated by subtracting the engine braking force F _EB calculated by the torque calculation unit 110. Further, if continuing from the SB5 is reverse torque MG _C by the electric motor to alleviate shift shock due to the increase in the engine braking force by the engine rotation increase the downshift is calculated.

Subsequently, in SB7 corresponding to the driving force source braking control unit 106, the as motor assist amount F _MA calculated in SB6 is obtained, the command to perform the motor assist by the electric motor, for example, a second motor generator MG2 Output to the hybrid control means 104. Further, if continuing from the SB5, the so reverse torque MG _C calculated in SB6 is obtained, a command for executing the torque control by the electric motor, for example, a second motor generator MG2 is output to the hybrid control means 104.

At t ₂ after the time point of FIG. 17, calculated as the only engine braking force F _EB reverse driving force necessary to achieve the target deceleration G ^* F _B ^* is obtained when the target deceleration G ^* can not be achieved Motor assist is executed with the motor assist amount _FMA . As described above, the deceleration is controlled by adjusting the regeneration amount of the electric motor. However, when the deceleration is insufficient even in the regeneration control of the electric motor, the downshift is appropriately performed as described above. That is, the engine brake force threshold value _FBSH is provided so that a situation where the deceleration is insufficient even in the regeneration control of the electric motor does not occur. Also, t ₃ time t ₄ time, and immediately after each time point t ₅ time, the engine braking force F _EB is increased by the increase of the engine rotational speed N _E with the downshift. Then, during shifting so as to reduce the generation of shift shock due to an increase in the engine braking force F _EB torque regulation by the electric motor as reverse torque MG _C is obtained by the electric motor is executed.

As described above, in this embodiment, the target deceleration G ^* is appropriately obtained mainly using the engine braking force F _EB to eliminate the absence of a feeling of deceleration, and the feeling of deceleration due to the engine rotation rising sound accompanying the downshift. Will improve. Further, the shift shock at the time of downshift is suppressed by the torque adjustment by the electric motor, and the drivability at the time of deceleration control is improved.

  In the above embodiment, the automatic transmission 16 with six forward speeds and one reverse speed is used. However, this is merely an example. For example, the automatic transmission 130 shown in FIGS. 18 to 20 and FIGS. Various automatic transmissions can be employed such as the automatic transmission 150 shown.

  Compared to the automatic transmission 16, the automatic transmission 130 of FIG. 18 includes a first transmission unit 132, a connection relationship between the first transmission unit 132 and the second transmission unit 40, and a second brake in the second transmission unit 40. The main difference is that a one-way clutch F1 is provided in parallel with B2, and eight forward gears and two reverse gears are established.

First transmitting portion 132, a first planetary gear device 134 of a double-pinion type is constructed mainly, a first planetary gear device 134 includes a sun gear S1, the planetary gears P1 _A and P1 _B, the planetary gear P1 _A And a carrier CA1 that supports P1 _{B so as} to rotate and revolve, and a ring gear R1 that meshes with the sun gear S1 via planetary gears P1 _A and P1 _B. The sun gear S1 is integrally fixed to the case 42, the carrier CA1 is connected to the input shaft 22 and is integrally rotated, and the first rotating element of the second transmission unit 40 is connected via the fourth clutch C4. The ring gear R1 is connected to the fourth rotating element RE4 (sun gear S3) of the second transmission unit 40 via the first clutch C1, and is connected to the RE1 (sun gear S2). The first rotary element RE1 (sun gear S2) is connected via C3. The ring gear R1 functions as an intermediate output member, and is rotated at a reduced speed with respect to the input shaft 22 at a predetermined reduction ratio.

  In the second transmission unit 40 of the automatic transmission 130, the second rotation element RE2 is reversely rotated between the second rotation element RE2 and the transmission case 42 while allowing normal rotation (the same rotation direction as the input shaft 22) of the second rotation element RE2. A one-way clutch F1 for preventing rotation is provided in parallel with the second brake B2.

  FIG. 19 is an operation chart (engagement operation table) for explaining combinations of operations of the clutches C1 to C4 and the brakes B1 and B2 when establishing a plurality of gear stages (shift stages) of the automatic transmission 130. “◯” represents the engaged state, “◎” represents the engaged state only during engine braking, and the blank represents the released state. As described above, the automatic transmission 130 includes three sets of planetary gear devices 134, 36, and 38, and a plurality of gear ratios γ are different by selectively engaging the clutches C1 to C4 and the brakes B1 and B2. Multiple gears, for example, eight forward gears and two reverse gears are achieved. In particular, since the one-way clutch F1 is provided in parallel with the second brake B2, the second brake B2 is engaged at the time of engine braking while the first gear stage “1st” is established, while at the time of driving. Be released. Further, the gear ratio γ that is different for each gear stage is an example, and is determined as appropriate by the gear ratios ρ1, ρ2, and ρ3 of the first planetary gear device 134, the second planetary gear device 36, and the third planetary gear device 38. It is done.

  20 is a collinear diagram of the first transmission unit 132 and the second transmission unit 40 of the automatic transmission 130, and corresponds to the collinear diagram of FIG. Then, according to the operating states of the clutch C and the brake B, eight forward gears from the first speed gear stage “1st” to the eighth speed gear stage “8th” are established, and the first reverse gear stage “Rev1” ”And the second reverse gear stage“ Rev2 ”are established.

  The automatic transmission 150 in FIG. 21 includes a first transmission unit 156 mainly composed of a single pinion type first planetary gear unit 152 and a double pinion type second planetary gear unit 154, and a single pinion type third planetary gear unit 154. And a second transmission unit 162 mainly composed of a planetary gear unit 158 and a double pinion type fourth planetary gear unit 160, and 9 forward gears and 2 reverse gears can be established. ing.

The first planetary gear unit 152 constituting the first transmission unit 156 meshes with the sun gear S1 via the sun gear S1, the planetary gear P1, the carrier CA1 that supports the planetary gear P1 so as to rotate and revolve, and the planetary gear P1. and a ring gear R1, second planetary gear device 154 includes a sun gear S2, the planetary gears P2 _a and P2 _B, carrier CA2 that rotation of the planetary gears P2 _a and P2 _B and revolvably supports the planetary gears P2 _a and and a ring gear R2 meshing with the sun gear S2 via the P2 _B. And some of these rotation elements (sun gear S1, S2, carrier CA1, CA2, ring gear R1, R2) are mutually connected, and four rotation elements RE1-RE4 are comprised, In 1st rotation element RE1, A certain ring gear R1 is connected to the second transmission unit 162 via the fifth clutch C5. The carrier CA1 and the sun gear S2, which are the second rotating element RE2, are integrally connected to each other and are fixed to the case 42 integrally. The ring gear R2 that is the third rotation element RE3 is connected to the second transmission unit 162 via the first clutch C1 and the third clutch C3. The sun gear S1 and the carrier CA2, which are the fourth rotating element RE4, are integrally connected to each other, are connected to the input shaft 22 and are integrally rotated, and the second transmission unit 162 is connected via the fourth clutch C4. To be connected to. The third rotation element RE3 (ring gear R2) functions as a first intermediate output member and is rotated at a reduced speed with respect to the input shaft 22 at a predetermined reduction ratio. The first rotation element RE1 (ring gear R1) functions as a second intermediate output member, and is rotated at a predetermined reduction ratio in the reverse rotation direction with respect to the input shaft 22 at a predetermined reduction ratio.

The second transmission unit 162 has substantially the same configuration as the second transmission unit 40 of the first embodiment, and the third planetary gear unit 158 can rotate and revolve the sun gear S3, the planetary gear P3, and the planetary gear P3. A carrier CA3 to be supported and a ring gear R3 meshing with the sun gear S3 via the planetary gear P3 are provided. The fourth planetary gear device 160 includes the sun gear S4, the planetary gears P4 _A and P4 _B , and the planetary gears P4 _A and P4 _{B. A} ring gear R4 that meshes with the sun gear S4 via a carrier CA4 that supports the rotation and revolution, and planetary gears P4 _A and P4 _B is provided. A part of these rotating elements (sun gears S3 and S4, carriers CA3 and CA4, ring gears R3 and R4) are connected to each other to form four rotating elements RE5 to RE8. In the fifth rotating element RE5, A certain sun gear S3 is integrally connected to the third rotating element RE3 (ring gear R2) via a third clutch C3, and is connected to the fourth rotating element RE4 (sun gear S1, carrier CA2) via a fourth clutch C4. It is integrally connected, and is integrally connected to the first rotating element RE1 (ring gear R1) via the fifth clutch C5, and is integrally connected to the case 42 via the brake B1 and stopped. It is like that. The carriers CA3 and CA4, which are the sixth rotating element RE6, are integrally connected to each other, are connected to the input shaft 22 via the clutch C2, are driven to rotate, and are integrally connected to the case 42 via the brake B2. The rotation is stopped by being connected to. The ring gears R3 and R4 that are the seventh rotating element RE7 are integrally connected to each other and are also integrally connected to the output shaft 24 so as to output the rotation after the shift. The sun gear S4 as the eighth rotating element RE8 is integrally connected to the third rotating element RE3 (ring gear R2) via the first clutch C1. Incidentally, the carrier CA3 and CA4, the ring gear R3 and R4, together are composed of an integral member, respectively, the outer planetary gear P4 _B of the fourth planetary gear set 160 is a planetary gear P3 of the third planetary gear device 158 And constitutes a so-called Ravigneaux type gear train.

  FIG. 22 is an operation chart (engagement operation table) for explaining combinations of operations of the clutches C1 to C5 and the brakes B1 and B2 when establishing a plurality of gear stages (shift stages) of the automatic transmission 150. “◯” represents the engaged state, and the blank represents the released state. As described above, the automatic transmission 150 includes four sets of planetary gear units 152, 154, 158, and 160, and the gear ratio γ is set by selectively engaging the clutches C1 to C5 and the brakes B1 and B2. A plurality of different gear speeds, for example, 9 forward speeds and 2 reverse speeds are achieved. Further, the gear ratio γ that is different for each gear stage is an example, and the gear ratios ρ1 of the first planetary gear device 152, the second planetary gear device 154, the third planetary gear device 158, and the fourth planetary gear device 160 are shown. , Ρ2, ρ3, and ρ4.

  FIG. 23 is an alignment chart of the first transmission unit 156 and the second transmission unit 162 of the automatic transmission 150, and corresponds to the alignment chart of FIG. Then, according to the operating states of the clutch C and the brake B, nine forward gear stages from the first speed gear stage “1st” to the ninth speed gear stage “9th” are established, and the first reverse gear stage “Rev1” ”And the second reverse gear stage“ Rev2 ”are established.

  As mentioned above, although the Example of this invention was described in detail based on drawing, this invention is applied also in another aspect.

For example, in the above-described embodiment, the regenerative braking timing determined by the regenerative control timing determining means 116 is defined by the regenerative timing setting time Tdel from when the accelerator is turned off until the regenerative braking torque is generated. For example, the timing when the accelerator opening degree Acc becomes equal to or less than a certain opening degree of about 2 to 3% or less may be used as a starting point. In such a case, the accelerator-off determining means 108 determines whether the accelerator is off based on whether or not the accelerator opening Acc is equal to or less than a predetermined opening Acc ₀ of about 2-3% or less.

Further, in the above-described embodiment, the target deceleration calculation means 122 calculates the target deceleration G based on the accelerator opening change amount ΔAcc from the target deceleration map having the accelerator opening change amount ΔAcc as a variable as shown in FIG. ^* Although the target deceleration map is calculated, the accelerator opening change amount ΔAcc, the accelerator opening change rate Acc ′, the vehicle speed V, the vehicle gradient V, and the like may be used alone or in combination. Further, when the accelerator opening change amount? Acc as shown in FIG. 14 is small less than? Acc ₁ may not be performed deceleration control. Or you may set so that it may regenerate with an electric motor for fuel consumption improvement.

  In the above-described embodiment, the second motor generator MG2 is connected to the output shaft 24. However, the second motor generator MG2 may be provided so as to be able to output torque to the drive wheels 32. For example, it may be provided in any power transmission path from the output shaft 24 to the drive wheel 32. Further, the first motor generator MG1 and the second motor generator MG2 may be connected via a belt or the like in addition to being directly connected to the rotating member. In particular, the second motor generator MG2 may be coupled to the rotating member via a reduction gear or the like.

  In addition, the hydraulic friction engagement devices such as the clutches C1 to C4 and the brakes B1 and B2 in the above-described embodiments are magnetic powder type, electromagnetic type, mechanical type engagement such as powder (magnetic powder) clutch, electromagnetic clutch, meshing type dog clutch, etc. You may be comprised from the combined apparatus.

  The above description is only an embodiment, and the present invention can be implemented in variously modified and improved forms based on the knowledge of those skilled in the art.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a skeleton diagram illustrating a main configuration of a vehicle drive device to which a control device according to an embodiment of the present invention is applied. FIG. 2 is an operation table showing a relationship between a shift stage of the automatic transmission of FIG. 1 and a combination of operations of a hydraulic friction engagement device necessary for establishing the shift stage. FIG. 2 is an alignment chart for explaining the operation of the automatic transmission of FIG. 1. It is a block diagram explaining the principal part of the control system provided in the vehicle in order to control the drive device etc. of FIG. It is a functional block diagram explaining the principal part of the control function of the electronic control apparatus of FIG. It is a figure which shows the shift diagram used in the shift control of the electronic controller of FIG. It is an example of the relationship (engine brake torque map) calculated | required experimentally beforehand by the engine rotational speed at the time of accelerator off, and an engine brake torque. It is an example of the relationship (regeneration time setting time map) calculated | required experimentally beforehand with the regeneration time setting time which is the time from an accelerator opening change rate or an accelerator opening change amount, and an accelerator off. It is an example of the relationship (initial regenerative torque map) calculated | required experimentally beforehand by the throttle opening change rate or the accelerator opening change amount, and the initial regenerative torque amount in transient regenerative control. It is an example of the relationship (late regeneration torque map) calculated | required experimentally beforehand by the engine brake torque amount at the time of accelerator off, and the late regeneration torque amount in transient regeneration control. FIG. 5 is a flowchart for explaining a main part of a control operation of the electronic control device of FIG. 4, that is, a transient regeneration control operation by a second motor generator when the accelerator is off. FIG. 12 is an example of a control operation shown in the flowchart of FIG. 11, and is a time chart illustrating a control operation for performing transient regeneration control when the accelerator is off. FIG. 6 is a functional block diagram illustrating a main part of a control function of the electronic control device of FIG. 4, and is another embodiment corresponding to the functional block diagram of FIG. 5. It is an example of the relationship (target deceleration map) calculated | required experimentally beforehand by the accelerator opening change amount (return amount) and target deceleration. It is a figure explaining the setting method of an engine brake force threshold value. FIG. 5 is a flowchart for explaining a control operation of a driving force source brake when a main part of the control operation of the electronic control device of FIG. 4, that is, an accelerator pedal is operated to return. FIG. 17 is a time chart illustrating an example of the control operation illustrated in the flowchart of FIG. 16 and illustrating the control operation for performing the deceleration control so that the target deceleration is achieved when the accelerator is off. It is a skeleton diagram explaining another example of the automatic transmission applied to the drive device of FIG. FIG. 19 is an operation table showing a relationship between each gear stage of the automatic transmission of FIG. 18 and a hydraulic friction engagement device for establishing it. FIG. 19 is a collinear diagram in which rotation speeds of a plurality of rotating elements of the automatic transmission of FIG. 18 can be connected by straight lines. FIG. 6 is a skeleton diagram illustrating still another example of an automatic transmission applied to the drive device of FIG. 1. FIG. 22 is an operation table showing a relationship between each gear stage of the automatic transmission of FIG. 21 and a hydraulic friction engagement device for establishing it. FIG. 22 is a collinear diagram in which rotation speeds of a plurality of rotation elements of the automatic transmission of FIG. 21 can be connected by straight lines.

Explanation of symbols

12: Engine (vehicle drive power source)
30: Drive wheel 44: Accelerator pedal 50: Electronic control device (braking force control device)
106: Driving force source brake control means MG2: Second motor generator (vehicle driving force source, electric motor)

Claims (9)

A vehicle braking force control device that controls a braking force by a vehicle driving force source based on an operation of an accelerator pedal,
Based on the accelerator operation speed or the amount of accelerator operation at the time of the return operation of the accelerator pedal, the time from when the accelerator pedal is operated to return to a predetermined opening or less until the braking force is generated by the vehicle driving force source is determined. A braking force control device for a vehicle, comprising a driving force source brake control means for changing.   2. The vehicle control system according to claim 1, wherein the driving force source brake control unit generates the braking force by the vehicle driving force source earlier so that the time is shortened as the accelerator operation speed or the accelerator operation amount is larger. Power control device.   3. The vehicle braking force control device according to claim 1, wherein the driving force source brake control means increases the braking force generated by the vehicle driving force source as the accelerator operation speed or the amount of accelerator operation increases. 4. The vehicle driving force source is an electric motor capable of generating a regenerative braking force;
4. The vehicle braking force control device according to claim 1, wherein the driving force source brake control means changes the time by a regenerative braking force by the electric motor. An engine and an electric motor that is provided in a power transmission path from the engine to the drive wheels and can generate a regenerative braking force are provided as a vehicle driving force source, and the braking force by the vehicle driving force source is controlled based on an operation of an accelerator pedal. A braking force control device for a vehicle,
Based on the state of generation of braking force by the engine during the return operation of the accelerator pedal, the transitional braking force by the vehicle driving force source from when the accelerator pedal is operated by the regenerative braking force by the electric motor. A braking force control device for a vehicle, comprising driving force source brake control means to be generated.   6. The vehicle braking force control apparatus according to claim 5, wherein the driving force source brake control means generates the regenerative braking force by the electric motor earlier in time than the braking force generated by the engine.   The driving force source brake control means controls a regenerative braking force by the electric motor based on a braking force generation state by the engine so that the braking force by the vehicle driving force source is smoothly generated. Item 7. The vehicle braking force control device according to Item 5 or 6.   The driving force source brake control means increases the accelerator operation speed or the accelerator operation amount until the braking force generated by the vehicle driving force source is generated from when the accelerator pedal is operated to return to a predetermined opening or less. 8. The vehicle braking force control device according to claim 5, wherein the regenerative braking force by the electric motor is generated early so as to shorten the time.   The driving force source brake control means increases the regenerative braking force by the electric motor so as to increase the braking force generated by the vehicle driving force source as the accelerator operation speed or the amount of accelerator operation increases. A braking force control device for a vehicle according to any one of 5 to 8.

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