JP2012091553A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device that can properly generate braking force according to a braking request when a braking is requested by a driver, when up shifting is performed by an automatic transmission.SOLUTION: The vehicle control device outputs a control signal to a vehicle which includes: a motor generator 20; an automatic transmission 40 which is interposed between the motor generator and a driving wheel 54, and attains a plurality of gear change speeds by fastening release of fastening element; and a friction brake to generate braking force by friction. The vehicle control device includes: a regeneration coordination control means to perform regenerative cooperative control by controlling regenerative braking by the motor generator, and friction braking by the friction brake according to a braking request from the driver; and a prohibiting means to prohibit regenerative braking by the motor generator when up shifting is performed by the automatic transmission.

Description

  The present invention relates to a vehicle control device.

  A hybrid vehicle having an internal combustion engine and a motor generator is known as a drive source. In such a hybrid vehicle, a technique is disclosed in which the shift stage of an automatic transmission is switched while regenerative braking is performed by a motor generator (see, for example, Patent Document 1).

JP 2010-74886 A

  However, if a regenerative braking is performed by a motor generator when a braking request is received from the driver when an upshift is being performed by the automatic transmission, the fastening element of the automatic transmission slips due to the upshift. Therefore, the regenerative torque is not sufficiently transmitted to the motor generator, so that there is a problem that the braking force according to the braking request from the driver may not be realized.

  The problem to be solved by the present invention is that an automatic transmission can appropriately generate a braking force according to a braking request when there is a braking request from a driver when an upshift is being performed. An object of the present invention is to provide a vehicle control device.

  In the present invention, when performing an upshift by an automatic transmission when performing regenerative cooperative control for controlling regenerative braking by a motor generator and friction braking by a friction brake in response to a braking request from a driver, The above problem is solved by prohibiting regenerative braking by the motor generator.

  According to the present invention, when the upshift is performed by the automatic transmission, the regenerative braking by the motor generator is prohibited, so that the braking force when the upshift is performed can be reduced by the friction by the friction brake. It can generate | occur | produce by braking, and, thereby, the braking force according to the braking request | requirement can be generated appropriately.

FIG. 1 is a block diagram showing the overall configuration of the hybrid vehicle according to the present embodiment. FIG. 2 is a diagram illustrating a power train of a hybrid vehicle according to another embodiment. FIG. 3 is a diagram illustrating a power train of a hybrid vehicle according to another embodiment. FIG. 4 is a skeleton diagram showing the configuration of the automatic transmission according to the present embodiment. FIG. 5 is a diagram showing a shift map. FIG. 6 is a control block diagram of the integrated control unit 60. FIG. 7 is a diagram illustrating an example of the target driving force map. FIG. 8 is a diagram showing a target mode map. FIG. 9 is a diagram illustrating an example of a target charge / discharge amount map. FIG. 10 is a diagram illustrating an example of the shift map. FIG. 11 is a flowchart showing a flow of regenerative braking prohibition processing according to the present embodiment. FIG. 12 is a time chart of the upshift operation of the shift stage of the automatic transmission according to the present embodiment. FIG. 13 is a time chart showing the regenerative braking prohibition control according to the present embodiment.

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

  FIG. 1 is a block diagram showing the overall configuration of the hybrid vehicle according to the present embodiment.

  The hybrid vehicle 1 according to the present embodiment is a parallel electric vehicle that uses a plurality of power sources for driving the vehicle. As shown in FIG. 1, the hybrid vehicle 1 includes an internal combustion engine (hereinafter referred to as “engine”) 10, a first clutch 15, a motor generator (electric motor / generator) 20, a second clutch 25, a battery 30, and an inverter 35. And an automatic transmission 40, a propeller shaft 51, a differential gear unit 52, a drive shaft 53, and left and right drive wheels 54.

  The engine 10 is an internal combustion engine that operates using gasoline or light oil as fuel, and based on a control signal from the engine control unit 70, the valve opening of the throttle valve, the fuel injection amount, and the like are controlled.

  First clutch 15 is interposed between the output shaft of engine 10 and the rotation shaft of motor generator 20, and connects and disconnects power transmission between engine 10 and motor generator 20. As a specific example of the first clutch 15, for example, a wet multi-plate clutch capable of continuously controlling the oil flow rate and hydraulic pressure with a proportional solenoid can be exemplified. The first clutch 15 controls the hydraulic pressure of the hydraulic unit 16 based on a control signal from the integrated control unit 60, thereby engaging / disengaging the clutch plate (including a slip state).

  The motor generator 20 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator. The motor generator 20 is provided with a resolver 21 that detects a rotor rotation angle. The motor generator 20 functions not only as an electric motor but also as a generator. When three-phase AC power is supplied from the inverter 35, the motor generator 20 is driven to rotate (powering). On the other hand, when the rotor is rotated by an external force, motor generator 20 generates AC power by generating electromotive force at both ends of the stator coil (regeneration). Further, since negative torque is generated in the motor generator 20 during regeneration, the driving wheel 44 also has a braking function. The AC power generated by the motor generator 20 is converted into DC power by the inverter 35 and then charged to the battery 30.

  Specific examples of the battery 30 include a lithium ion secondary battery and a nickel hydride secondary battery. A current / voltage sensor 31 is attached to the battery 30, and these detection results can be output to the motor control unit 80.

  The second clutch 25 is interposed between the motor generator 20 and the left and right drive wheels 54, and connects and disconnects power transmission between the motor generator 20 and the left and right drive wheels 54. As a specific example of the second clutch 25, for example, a wet multi-plate clutch can be exemplified as in the case of the first clutch 15 described above. The second clutch 25 engages / disengages the clutch plate (including a slip state) by controlling the hydraulic pressure of the hydraulic unit 26 based on a control signal from the transmission control unit 90.

  The automatic transmission 40 is a transmission that automatically switches the stepped gear ratio such as the seventh forward speed and the first reverse speed according to the vehicle speed, the accelerator opening degree, and the like. The automatic transmission 40 changes the gear ratio based on a control signal from the transmission control unit 90. As shown in FIG. 1, the second clutch 25 does not need to be newly added as a dedicated clutch, and includes a plurality of frictional engagement elements that are engaged at each gear stage of the automatic transmission 40. A number of frictional engagement elements can be used. However, the configuration is not particularly limited, and for example, as shown in FIG. 2, the second clutch 25 is interposed between the output shaft of the motor generator 20 and the input shaft of the automatic transmission 40. Alternatively, as shown in FIG. 3, the second clutch 25 may be interposed between the output shaft of the automatic transmission 40 and the propeller shaft 51. 2 and 3 are diagrams showing the configuration of a hybrid vehicle according to another embodiment. In FIGS. 2 and 3, the configuration other than the power train is the same as that in FIG. Is shown. 1 to 3 exemplify a rear-wheel drive hybrid vehicle, it is of course possible to use a front-wheel drive hybrid vehicle or a four-wheel drive hybrid vehicle.

  FIG. 4 is a skeleton diagram showing the configuration of the automatic transmission 40. The automatic transmission 40 includes a first planetary gear set GS1 (first planetary gear G1, second planetary gear G2) and a second planetary gear set GS2 (third planetary gear G3, fourth planetary gear G4). The first planetary gear set GS1 (first planetary gear G1, second planetary gear G2) and the second planetary gear set GS2 (third planetary gear G3, fourth planetary gear G4) are output in the axial direction from the input shaft Input side. They are arranged in this order toward the axis Output side.

  The automatic transmission 40 also includes a plurality of clutches C1, C2, C3, a plurality of brakes B1, B2, B3, B4 and a plurality of one-way clutches F1, F2 as friction engagement elements.

  The first planetary gear G1 is a single pinion planetary gear having a first sun gear S1, a first ring gear R1, and a first carrier PC1 that supports a first pinion P1 that meshes with both the gears S1 and R1. The second planetary gear G2 is a single pinion type planetary gear having a second sun gear S2, a second ring gear R2, and a second carrier PC2 that supports a second pinion P2 that meshes with both the gears S2 and R2. The third planetary gear G3 is a single pinion planetary gear having a third sun gear S3, a third ring gear R3, and a third carrier PC3 that supports a third pinion P3 that meshes with both the gears S3 and R3. is there. Further, the fourth planetary gear G4 is a single pinion planetary gear having a fourth sun gear S4, a fourth ring gear R4, and a fourth carrier PC4 that supports the fourth pinion P4 meshing with both the gears S4 and R4. is there.

  The input shaft Input is connected to the second ring gear R2 and inputs the rotational driving force from the engine 10. The output shaft Output is connected to the third carrier PC3, and transmits the output rotational driving force to the driving wheels 54 via a final gear (not shown) or the like. The first connecting member M1 is a member that integrally connects the first ring gear R1, the second carrier PC2, and the fourth ring gear R4. The second connecting member M2 is a member that integrally connects the third ring gear R3 and the fourth carrier PC4. The third connecting member M3 is a member that integrally connects the first sun gear S1 and the second sun gear S2.

  The first planetary gear set GS1 is formed by connecting a first planetary gear G1 and a second planetary gear G2 by a first connecting member M1 and a third connecting member M3, and is composed of four rotating elements. Further, the second planetary gear set GS2 is formed by connecting the third planetary gear G3 and the fourth planetary gear G4 by the second connecting member M2, and is composed of five rotating elements. The first planetary gear set GS1 has a torque input path that is input from the input shaft Input to the second ring gear R2. The torque input to the first planetary gear set GS1 is output from the first connecting member M1 to the second planetary gear set GS2. The second planetary gear set GS2 has a torque input path that is input from the input shaft Input to the second connecting member M2, and a torque input path that is input from the first connecting member M1 to the fourth ring gear R4. The torque input to the second planetary gear set GS2 is output from the third carrier PC3 to the output shaft Output.

  Note that when the H & LR clutch C3 is released and the rotation speed of the fourth sun gear S4 is larger than that of the third sun gear S3, the third sun gear S3 and the fourth sun gear S4 generate independent rotation speeds. Therefore, the third planetary gear G3 and the fourth planetary gear G4 are connected via the second connecting member M2, and each planetary gear achieves an independent gear ratio.

  The input clutch C1 is a clutch that selectively connects and disconnects the input shaft Input and the second connecting member M2. The direct clutch C2 is a clutch that selectively connects and disconnects the fourth sun gear S4 and the fourth carrier PC4. The H & LR clutch C3 is a clutch that selectively connects and disconnects the third sun gear S3 and the fourth sun gear S4. A second one-way clutch F2 is arranged between the third sun gear S3 and the fourth sun gear S4. The front brake B1 is a brake that selectively stops the rotation of the first carrier PC1. The first one-way clutch F1 is disposed in parallel with the front brake B1. The low brake B2 is a brake that selectively stops the rotation of the third sun gear S3. The 2346 brake B3 is a brake that selectively stops the rotation of the third connecting member M3 (the first sun gear S1 and the second sun gear S2). The reverse brake B4 is a brake that selectively stops the rotation of the fourth carrier PC4.

  FIG. 5 is a diagram showing a fastening operation table for the seventh forward speed and the first reverse speed in the automatic transmission 40. In FIG. 5, “◯” indicates a state in which the corresponding clutch or brake is engaged, and a blank indicates a state in which these are released. In FIG. 5, “(◯)” indicates that the engine is engaged only when the engine brake is applied. As described above, in this embodiment, the frictional engagement element in the automatic transmission 40 is used as the second clutch 25, and the frictional engagement element surrounded by the thick solid line in FIG. The clutch 25 can be used. Specifically, the low brake B2 corresponds to the second clutch 25 from the first speed to the third speed, and the H & LR clutch C3 corresponds to the second clutch 25 from the fourth speed to the seventh speed.

  The automatic transmission 40 is not particularly limited to the above-described stepped transmission of the seventh forward speed and the first reverse speed. For example, the fifth forward speed as described in Japanese Patent Application Laid-Open No. 2007-314097, A stepped transmission with a first reverse speed may be used as the automatic transmission 40.

  Returning to FIG. 1, the output shaft of the automatic transmission 40 is connected to the left and right drive wheels 54 via a propeller shaft 51, a differential gear unit 52, and left and right drive shafts 53. In FIG. 1, reference numeral 55 denotes left and right steering front wheels.

  The hybrid vehicle 1 in the present embodiment can be switched to each travel mode described below according to the engaged / released state of the first and second clutches 15 and 25.

  The motor use travel mode (hereinafter referred to as “EV travel mode”) is a mode in which the first clutch 15 is disengaged and the second clutch 25 is engaged to travel using only the power of the motor generator 20 as a power source. .

  The engine use travel mode (hereinafter referred to as “HEV travel mode”) is a mode in which both the first clutch 15 and the second clutch 25 are engaged and the engine 10 is included in the power source.

  The engine use slip traveling mode (hereinafter referred to as “WSC traveling mode”) is a mode in which the first clutch 15 is engaged and the second clutch 25 is in a slip state and the engine 10 is included in the power source and travels. . This WSC travel mode is a mode for achieving creep travel, particularly when the state of charge (SOC) of the battery 30 is lowered or when the temperature of the cooling water of the engine 10 is low.

  When shifting from the EV travel mode to the HEV travel mode, the engine can be started by engaging the released first clutch 15 and using the torque of the motor generator 20.

  HEV travel modes include an engine travel mode, a motor assist travel mode, and a travel power generation mode. In the engine running mode, the drive wheel 54 is moved using only the engine 10 as a power source without driving the motor generator 20. In the motor assist travel mode, both the engine 10 and the motor generator 20 are driven, and the drive wheels 54 are moved using these two as power sources. In the traveling power generation mode, the drive wheel 54 is moved using the engine 10 as a power source, and at the same time, the motor generator 20 is caused to function as a generator to charge the battery 30.

  In addition to the modes described above, there is a power generation mode for charging the battery 30 and supplying power to the electrical components by causing the motor generator 20 to function as a generator using the power of the engine 10 when the vehicle is stopped. May be.

  The control system of the hybrid vehicle 1 in this embodiment includes an integrated control unit 60, an engine control unit 70, a motor control unit 80, a transmission control unit 90, and a brake control unit 95, as shown in FIG. These control units 60, 70, 80, 90, and 95 are connected to each other via, for example, CAN communication.

  The engine control unit 70 outputs a command for controlling an engine operating point (engine speed Ne, engine torque Te) to a throttle valve actuator provided in the engine 10 in accordance with a target engine torque command or the like from the integrated control unit 60. To do. Information on the engine speed Ne and the engine torque Te is supplied to the integrated control unit 60 via the CAN communication line.

  The motor control unit 80 inputs information from the resolver 21 provided in the motor generator 20, and according to the target motor generator torque command value from the integrated control unit 60, the operating point of the motor generator 20 (motor rotation speed Nm). , A command for controlling the motor torque Tm) is output to the inverter 35. The motor control unit 80 calculates and manages the SOC of the battery 30 based on the current value and the voltage value detected by the current / voltage sensor 31. The battery SOC information is used as control information for the motor generator 20 and is sent to the integrated control unit 60 via CAN communication. Furthermore, the motor control unit 80 estimates the motor generator torque Tm based on the value of the current flowing through the motor generator 20 (the driving torque and the regenerative control torque are distinguished based on whether the current value is positive or negative). Information on the motor rotation speed Nm and the motor torque Tm is sent to the integrated control unit 60 via CAN communication.

  The transmission control unit 90 inputs sensor information from an accelerator opening sensor 91, a vehicle speed sensor 92, a second clutch 25 hydraulic pressure sensor 93, and an inhibitor switch 94 that outputs a signal corresponding to the position of the shift lever operated by the driver. Then, the solenoid valve in the automatic transmission 40 including the hydraulic unit 26 of the second clutch 25 is driven and controlled so as to achieve the second clutch 25 control command tTc2 from the integrated control unit 60 and the target gear position.

  The brake control unit 95 inputs a wheel speed sensor 96 that detects the wheel speeds of the four wheels, sensor information from the brake stroke sensor 97, and a regenerative cooperative control command from the integrated control unit 60. For example, when a braking request is made by the driver depressing the brake, only the regenerative braking torque by the motor generator 20 is obtained with respect to the requested braking force obtained from the brake stroke detected by the brake stroke sensor 97. If there is a shortage, the wheels (the pair of drive wheels 54 and the pair of front steering wheels 55) are provided in accordance with the regenerative cooperative control command from the integrated control unit 60 so that the shortage is compensated by the friction braking torque. Regenerative cooperative brake control is performed by sending a braking command to the brake unit. As a brake unit provided in each wheel, for example, a unit provided with a disc brake that can be braked by a friction braking force.

  The integrated control unit 60 manages the energy consumption of the entire hybrid vehicle 1 and thus has a function for causing the hybrid vehicle 1 to travel efficiently. The integrated control unit 60 acquires sensor information obtained through CAN communication.

  Based on these pieces of information, the integrated control unit 60 controls the operation of the engine 10 according to the control command to the engine control unit 70, the operation control of the motor generator 20 based on the control command to the motor control unit 80, and the transmission control unit 90. Control operation of the automatic transmission 40 according to the control command to, regenerative cooperative brake control based on the control command to the brake control unit 95, engagement / release control of the first clutch 15 based on the control command to the hydraulic unit 16 of the first clutch 15, And the engagement / release control of the 2nd clutch 25 by the control command to the hydraulic unit 26 of the 2nd clutch 25 is performed.

  Next, the control executed by the integrated control unit 60 will be described. FIG. 6 is a control block diagram of the integrated control unit 60. Note that the control described below is executed every 10 msec, for example. As shown in FIG. 6, the integrated control unit 60 includes a target driving force calculation unit 100, a mode selection unit 200, a target charge / discharge calculation unit 300, and an operating point command unit 400.

  The target driving force calculation unit 100 uses the predetermined target driving force map to perform target driving based on the accelerator opening APO detected by the accelerator opening sensor 91 and the vehicle speed VSP detected by the vehicle speed sensor 92. The force tFo0 is calculated. FIG. 7 shows an example of the target driving force map.

  The mode selection unit 200 refers to a predetermined mode map and selects a target mode. FIG. 8 shows an example of the target mode map. In the target mode map of FIG. 8, EV travel mode, WSC travel mode, and HEV travel mode regions are set in accordance with the vehicle speed VSP and the accelerator opening APO.

  In the mode map shown in FIG. 8, the HEV → WSC switching line or EV → WSC switching line is higher than the vehicle speed VSP1 that is lower than the idle speed of the engine 10 when the automatic transmission 40 is in the first speed. It is set to a low area. In FIG. 8, the shaded area is an area where the HEV traveling mode is switched to the WSC traveling mode, and in FIG. 8, the shaded area is an area where the EV traveling mode is switched to the WSC traveling mode. Note that when the SOC of the battery 30 is low and the EV travel mode cannot be achieved, the WSC travel mode is selected even at the time of starting.

  Target charge / discharge calculation unit 300 calculates target charge / discharge power tP from the SOC of battery 30 using a predetermined target charge / discharge amount map. FIG. 9 shows an example of the target charge / discharge amount map.

  Based on the accelerator opening APO, the target driving force tFoO, the target mode, the vehicle speed VSP, and the target charge / discharge power tP, the operating point command unit 400 sets the operating point reaching target as a transient target engine torque tTe, target Motor generator torque tTm, target first clutch transmission torque capacity tTc1, target second clutch transmission torque capacity tTc2, and target gear position of automatic transmission 40 are calculated. Note that the target gear position of the automatic transmission 40 is calculated according to the shift schedule shown in the shift map. FIG. 10 shows an example of the shift map used in this embodiment. In the shift map shown in FIG. 10, the target gear position is set in advance based on the vehicle speed VSP and the accelerator opening APO. In FIG. 10, the upshift line is indicated by a solid line, and the downshift line is indicated by a broken line.

  Further, the operating point command unit 400 includes a regenerative cooperative control unit 410 for performing regenerative cooperative brake control. The regenerative cooperative control unit 410 calculates a required braking torque based on the required braking force obtained from the brake stroke detected by the brake stroke sensor 97, and the regenerative braking torque (by the motor generator 20) is calculated with respect to the calculated required braking torque. Target motor generator torque) and friction braking torque by the brake unit provided in each wheel. The regenerative braking torque is sent to the motor control unit 80 as a target motor generator torque, and the friction braking torque is sent to the brake control unit 95 as a regenerative cooperative control command. The regenerative cooperative control unit 410 gives priority to the regenerative braking by the motor generator 20 when setting the regenerative braking torque and the friction braking torque, and does not use the friction braking as long as the regenerative portion can cover the required braking force. Set the regenerative braking torque to satisfy In addition, when the regenerative portion cannot cover, the regenerative braking torque is set to the maximum, and the shortage is set to be compensated with the friction braking torque.

  Then, the target engine torque tTe is sent from the integrated control unit 60 to the engine control unit 70, and the target motor generator torque tTm is sent from the integrated control unit 60 to the motor control unit 80. Further, the target second clutch transmission torque capacity tTc2 and the target shift speed are sent from the integrated control unit 60 to the transmission control unit 90, and the regenerative cooperative control command is sent from the integrated control unit 60 to the brake control unit 95. .

  On the other hand, for the target first clutch transmission torque capacity tTc1, the integrated control unit 60 supplies a solenoid current corresponding to the target first clutch transmission torque capacity tTc1 to the hydraulic unit 16.

Next, regenerative braking prohibition control in this embodiment will be described.
Based on the command from the operating point command unit 400, when the transmission control unit 90 is performing control to upshift the gear position of the automatic transmission 40, braking is performed by the driver depressing the brake. When braking is performed using the regenerative braking torque by the motor generator 20 when requested, the braking force according to the braking request may not be realized because the fastening element of the automatic transmission 40 is slipping. As a scene where the upshift control is performed, for example, in FIG. 10, when the vehicle is traveling at the vehicle speed VSP2 and the accelerator opening APO2, the accelerator pedal is released and the accelerator opening is made zero. A scene is mentioned.

  Therefore, in the present embodiment, when an upshift operation of the shift stage of the automatic transmission 40 is performed, when a braking request is made by the driver depressing the brake, regenerative braking by the motor generator 20 is performed. The process of prohibiting is performed. In order to realize such regenerative braking prohibition control, the integrated control unit 60 includes a regenerative braking prohibition control unit 420.

  FIG. 11 is a flowchart showing the flow of regenerative braking prohibition processing by the regenerative braking prohibition control unit 420. The regenerative braking prohibition process described below starts when the upshift operation of the shift stage of the automatic transmission 40 is started (step S1).

  FIG. 12 shows a time chart of the upshift operation of the shift stage of the automatic transmission 40. As shown in FIG. 12, first, at the time point t1, the accelerator opening APO is made zero, so that at the time point t2, the operating point command unit 400 changes the target gear position, and from the current gear stage CURGP. An upshift operation is started when a command to switch the shift speed is sent to the next shift speed NEXTGP. When the upshift operation is started, at t2 to t3, the engagement hydraulic pressure for engaging the engagement clutch is changed, the engagement clutch is brought into a ready state, and the release hydraulic pressure for releasing the release clutch is decreased. Thus, the release clutch is brought into the slip state.

  Next, at t3 to t4, the release hydraulic pressure for releasing the release clutch is gradually reduced, and at t4, the target rotational speed of the motor generator 20 is changed to the rotational speed corresponding to the next gear stage NEXTGP. The Next, from t4 to t5, the rotational speed of the motor generator 20 gradually decreases according to the target rotational speed, and at time t5, the increase of the engagement hydraulic pressure for engaging the engagement clutch is started. At the time, the current gear CURGP is changed, and finally, at time t7, the engagement hydraulic pressure is set to the predetermined pressure P (pressure in the engagement state), and the upshift operation is completed. As described above, the upshift operation of the shift stage of the automatic transmission 40 is performed. As described above, the upshift operation of the shift stage of the automatic transmission 40 is an operation accompanied by slipping of the fastening elements constituting the automatic transmission 40.

  Returning to FIG. 11, when the upshift operation of the shift stage of the automatic transmission 40 is started (step S <b> 1), the process proceeds to step S <b> 2, and the regenerative braking prohibition control unit 420 causes the automatic transmission 40 to be in the upshift operation. A determination is made whether or not there is. In the present embodiment, as shown in FIG. 12 described above, after the target shift stage is changed and the next shift stage NEXTGP is set (at time t2), the current shift stage CURGP is changed by the operating point command unit 400. It is assumed that the upshift operation is being performed until the engagement hydraulic pressure is changed to the predetermined pressure P (at time t7) after changing to the target gear position (at time t6). Further, when the target shift speed and the current shift speed CURGP are different from each other by two or more stages, it is necessary to perform the upshift operation in two or more stages. In such a case, the upshift operation is performed in two or more stages. The upshift operation is performed until the current gear stage CURGP reaches the target gear stage. If the upshift operation is being performed, the process proceeds to step S3. If the upshift operation is not in progress, the process proceeds to step S6.

  In step S <b> 3, it is determined whether or not a braking request is made by the driver depressing the brake. If no braking request is made, the process returns to step S2. On the other hand, if a braking request has been made, the process proceeds to step S4, where the regenerative prohibition flag = 1 is set, and the regenerative braking prohibition control unit 420 performs a process of prohibiting regenerative braking. In this case, since regenerative braking is prohibited, the regenerative cooperative control unit 410 calculates a friction braking torque according to the braking request force, and sends this to the brake control unit 95 as a regenerative cooperative control command. Then, friction braking is performed by the brake unit provided in each wheel (step S5). Then, the process returns to step S2, and the friction braking by the brake unit is continued as long as the upshift operation is being performed (step S2 = Yes) and the braking request is being continued (step S3 = Yes).

  On the other hand, when the upshift operation is completed (step S2 = No), the process proceeds to step S6, where the regeneration prohibition flag = 0 (regeneration permission flag = 1) is set, and the regenerative braking prohibition control unit 420 permits regenerative braking. Control is performed. If the braking request is continued (step S7 = Yes), the process proceeds to step S8. In this case, since regenerative braking is permitted, the regenerative cooperative control unit 410 responds to the braking request force. Regenerative braking torque and friction braking torque are calculated, and based on these results, regenerative cooperative brake control is performed. That is, when the required braking force can be provided by the regenerative braking torque, the target motor generator torque based on the regenerative braking torque is sent to the motor control unit 80, and the regenerative braking alone is performed. In addition, when the required braking force cannot be provided by the regenerative braking torque, a regenerative cooperative control command based on the friction braking torque is sent to the brake control unit 95 in addition to the target motor generator torque based on the regenerative braking torque. Then, braking by regenerative braking and friction braking is performed.

  FIG. 13 is a time chart showing regenerative braking prohibition control according to the present embodiment. Note that FIG. 13 shows a case where the current shift speed CURGP of the automatic transmission 40 is the first shift speed (any one of the first speed, the second speed, the third speed, and the fourth speed) at the time point t11. The time point t15 during the upshift operation of the automatic transmission 40 when the target shift speed is set to the fourth shift speed that is three speeds higher than the first shift speed by the operating point command unit 400. 5 is a time chart in a scene where a braking request is made by a driver depressing the brake.

  First, at time t11, when the target shift speed is set by the operating point command unit 400 from the first shift speed, which is the current shift speed CURGP, to the fourth shift speed, which is the third shift speed, Based on this, at t12, the next shift stage NEXTGP is set to a second shift stage that is one stage higher than the first shift stage that is the current shift stage CURGP. Then, by performing the upshift operation shown in FIG. 12 described above, the current gear CURGP is switched to the second gear at time t13.

  Next, at time t14, the next shift stage NEXTGP is set to a third shift stage that is one stage higher than the second shift stage that is the current shift stage CURGP. While the above-described upshift operation shown in FIG. 12 is performed, when a braking request is issued by the driver by depressing the brake at the time t15 during the upshift operation, the regeneration inhibition flag = The regenerative braking prohibition control unit 420 performs processing for prohibiting regenerative braking. In this case, since regenerative braking is prohibited, braking only by friction braking by the brake unit provided in each wheel is executed.

  Then, at time t16, the current gear CURGP is switched to the third gear, and then at time t17, the next gear NEXTGP is one step higher than the third gear that is the current gear CURGP. And the above-described upshift operation shown in FIG. 12 is executed. Next, at time t18, the current shift speed CURGP is switched to the fourth shift speed, which is the target shift speed, and when the upshift operation ends, the regeneration prohibition flag = 0 and the regeneration permission flag = 1 are set. The regenerative braking prohibition control unit 420 performs processing for permitting regenerative braking. At time t18, since regenerative braking is changed from prohibition to permission, regenerative cooperative brake control between regenerative braking by motor generator 20 and regenerative braking from friction braking by only the brake unit provided to each wheel. It will be switched to braking by. In the scene shown in FIG. 13, the regenerative braking prohibition control unit is between t11 and t18 (from when the target shift stage is changed until the current shift stage CURGP is set to the target shift stage). From 420, it is determined that the upshift operation is being performed.

  According to the present embodiment, when the upshift operation of the shift stage of the automatic transmission 40 is performed, the regeneration by the motor generator 20 is performed when a braking request is made by the driver depressing the brake. Braking is prohibited, and braking is performed by friction braking by a brake unit provided on each wheel. Therefore, according to this embodiment, it is possible to appropriately generate the braking force according to the braking request from the driver. In particular, even when the upshift operation of the shift stage of the automatic transmission 40 is performed, regenerative braking by the motor generator 20 is prohibited only when a braking request is issued by a brake depression operation. The number of scenes where regenerative braking is prohibited can be minimized. And thereby, the fuel-consumption improvement effect by regenerative braking can be implement | achieved appropriately.

  In addition, in the present embodiment, when the upshift operation of the shift stage of the automatic transmission 40 is completed, regenerative braking is permitted, and from regenerative braking by the brake generator alone to regenerative braking by the motor generator 20. , Switching to braking by regenerative cooperative brake control with friction braking. And thereby, the fuel-consumption improvement effect by regenerative braking can be implement | achieved appropriately.

  In particular, when the upshift operation of the shift stage of the automatic transmission 40 is performed, the fastening element of the automatic transmission 40 slips, and when regenerative braking by the motor generator 20 is performed, a braking request from the driver is issued. In some cases, the braking force according to the condition cannot be realized. On the other hand, according to the present embodiment, such a problem is effectively solved by performing the control as described above.

  In the embodiment described above, the regenerative cooperative control unit 410 of the integrated control unit 60 corresponds to the regenerative cooperative control unit of the present invention, and the regenerative braking prohibiting unit 420 of the integrated control unit 60 corresponds to the prohibiting unit of the present invention.

  As mentioned above, although embodiment of this invention was described, these embodiment was described in order to make an understanding of this invention easy, and was not described in order to limit this invention. Therefore, each element disclosed in the above embodiment is intended to include all design changes and equivalents belonging to the technical scope of the present invention.

  For example, in the above-described embodiment, regenerative braking is prohibited when an upshift operation of the shift stage of the automatic transmission 40 is in progress and a braking request is issued by the driver depressing the brake. Although such a configuration is illustrated, during the upshift operation of the shift stage of the automatic transmission 40, a configuration may be adopted in which regenerative braking is prohibited regardless of whether there is a braking request.

DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle 10 ... Engine 15 ... 1st clutch 20 ... Motor generator 25 ... 2nd clutch 30 ... Battery 35 ... Inverter 40 ... Automatic transmission 60 ... Integrated control unit 70 ... Engine control unit 80 ... Motor control unit 90 ... Transmission Control unit 95 ... Brake control unit

Claims (3)

A motor generator; an automatic transmission that is interposed between the motor generator and the drive wheel and that achieves a plurality of shift speeds by releasing a fastening element; and a friction brake that generates a braking force by a frictional force. A vehicle control device that outputs a control signal to a vehicle,
Regenerative cooperative control means for performing regenerative cooperative control by controlling regenerative braking by the motor generator and friction braking by the friction brake in response to a braking request from a driver;
A vehicle control device comprising: prohibiting means for prohibiting regenerative braking by the motor generator when an upshift is performed by the automatic transmission. The vehicle control device according to claim 1,
The prohibiting means prohibits regenerative braking by the motor generator when a braking request is made from a driver when an upshift is performed by the automatic transmission. The vehicle control device according to claim 1 or 2,
The prohibiting means releases the prohibition of regenerative braking by the motor generator when the upshift is completed by the automatic transmission, and enables the regenerative braking by the motor generator. Control device.

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