JP6233263B2 - Control device for vehicle drive unit - Google Patents

Description

  The technology disclosed herein relates to a control device for a vehicle drive unit.

  2. Description of the Related Art Conventionally, a technique is known in which a clutch is released during operation of a vehicle and operation is performed in a state where engine braking does not act. For example, the control device according to Patent Document 1 performs such inertial traveling when the accelerator pedal and the brake pedal are not operated and the vehicle speed is equal to or lower than a predetermined value.

JP 2004-44800 A

  By the way, when the engine brake does not act, the deceleration (a negative acceleration, indicating the degree of deceleration) is small, so the driver may feel that the deceleration is insufficient. That is, even while the accelerator is off, the driver's intention for acceleration / deceleration varies, and it is not necessary to prevent the engine brake from acting uniformly. If the driver's intention for acceleration / deceleration does not match the traveling state, the driver is forced to operate the accelerator or the brake.

  The technique disclosed here aims to execute driving according to the driver's intention to accelerate or decelerate.

The technology disclosed herein is a control device for a vehicle drive unit that includes an intermittent device that switches between transmission and interruption of power between an engine and wheels and a control unit that controls the intermittent device. In the first aspect of the technology disclosed herein, the control unit predicts the acceleration / deceleration intention from the operation of the driver after the accelerator is turned off, and engages the interrupting device according to the predicted acceleration / deceleration intention. switch between open operation and a driver which is opened to the interrupter and the engine braking operation is an operation in which the engine brake to act, the further the control unit, based on the driver's operation of the operating unit associated with the driving force It is assumed that the intention of acceleration / deceleration is predicted, and the operation unit related to the driving force is a shift knob.

  According to this configuration, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off. There are various vehicle operations, some of which express the driver's intention to accelerate and decelerate. Therefore, the control unit can predict the acceleration / deceleration intention based on the operation of the driver after the accelerator is turned off. Then, the control unit switches between the engine brake operation and the release operation according to the predicted acceleration / deceleration intention. Since the engine brake does not act in the open operation, the deceleration is smaller than that in the engine brake operation. In the engine brake operation, the deceleration is relatively large, but since the intermittent device is fastened, the acceleration response is higher than that in the open operation. That is, the open operation is selected when a relatively weak intention to decelerate is predicted. On the other hand, the engine brake operation is selected when a relatively strong intention to decelerate is predicted or when an intention to accelerate is predicted. Thus, the operation corresponding to the acceleration / deceleration intention can be executed by switching the engine braking operation and the release operation according to the acceleration / deceleration intention predicted by the control unit.

In addition, the driver's intention to accelerate or decelerate easily appears in the driver's operation on the operation unit related to the driving force. By predicting the acceleration / deceleration intention based on the driver's operation on the operation unit related to the driving force, the acceleration / deceleration intention can be accurately predicted.

Furthermore, the operation of the driver against the Shifutono blanking, the driver's intention for acceleration or deceleration is clearly shown.

According to a second aspect of the technology disclosed herein, there is provided a control device for a vehicle drive unit that includes an intermittent device that switches between transmission and interruption of power between an engine and wheels, and a control unit that controls the intermittent device. As an object, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine brake operation is an operation of applying the engine brake by fastening the intermittent device according to the predicted intention of acceleration / deceleration And an open operation that is an operation in which the intermittent device is opened, and the control unit further performs the engine brake operation when a footrest of the driver on the brake pedal is detected from a brake- off state. while performing, when the footrest of the driver to the brake pedal is not detected it will be referred to, cormorants row the open operation.

  According to this configuration, the control unit predicts the magnitude of the intention to decelerate based on the presence or absence of the driver's foot on the brake pedal. When the driver puts his or her foot on the brake pedal after the accelerator is turned off, the driver is highly likely to prepare for deceleration, and the driver's intention to decelerate appears. On the other hand, if the driver does not put his foot on the brake pedal after the accelerator is turned off, it is likely that the driver is satisfied with the current deceleration, or at least he does not feel that the current deceleration is weak. This is a sign that the intention to slow down is very weak. Therefore, when the driver puts his or her foot on the brake pedal, the control unit determines that the intention to decelerate is strong and selects engine braking operation with a large deceleration. On the other hand, when the driver does not place his / her feet on the brake pedal, the control unit determines that the intention to decelerate is weak and selects an open operation with a small deceleration. Thus, the operation corresponding to the intention of acceleration / deceleration can be executed.

According to a third aspect of the technology disclosed herein, there is provided a vehicle drive unit control device including an interrupting device that switches between transmission and disconnection of power between an engine and wheels, and a control unit that controls the interrupting device. As an object, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine brake operation is an operation of applying the engine brake by fastening the intermittent device according to the predicted intention of acceleration / deceleration And an open operation that is an operation in which the intermittent device is opened, and the control unit performs the engine brake operation when the driver's footrest on the brake pedal is detected, while the brake when the footrest of the driver to the pedal is not detected performs the open operation, further, the control unit, the loaded driver's foot to the brake pedal When performing the opening operation based on nothing, the opening operation is continued for a predetermined period after the opening operation is started, and the driver puts the foot on the accelerator pedal again from the state where the driver releases the foot from the accelerator pedal. if placed again foot is detected after a the predetermined period to migrate to the engine brake operation, it will be referred to.

According to the above configuration, the open operation is selected when the driver does not put his foot on the brake pedal after the accelerator is off. An accelerator operation from on to off represents that the driver's intention to accelerate is very weak. In addition, it does not not mounting a foot to the brake pedal, the deceleration intention of the driver represents a very weak. In other words, in such a situation, the driver is satisfied with the current vehicle speed and deceleration, and it is considered unlikely that acceleration or deceleration will be required immediately. Therefore, the opening operation is continued for a predetermined period after the opening operation is started. Then, after a predetermined period of time has elapsed, it is confirmed that the pedal is rested on the accelerator pedal. When the driver releases his / her feet from the accelerator pedal and puts his / her feet back on the accelerator pedal after the accelerator is turned off, the driver is likely to be preparing for acceleration due to lack of acceleration, and the driver's intention to accelerate appears. ing. Therefore, when the driver rests on the accelerator pedal, the control unit determines that there is an intention to accelerate and shifts to engine brake operation. The engine brake operation has a larger deceleration than the open operation, but has a high acceleration response because the torque transmission between the engine and the wheels is maintained. In this configuration, the acceleration response is prioritized over the reduction of the deceleration, and the engine is shifted from the open operation to the engine brake operation. Thereby, acceleration responsiveness can be improved in preparation for future acceleration intention. As described above, the driver's re-mounting on the accelerator pedal means that the foot is put on the accelerator pedal from the state where the foot is released from the accelerator pedal, and the foot is continuously put on the accelerator pedal after the accelerator is turned off. The state is not included .

Also, in the fourth aspect of the disclosed technologies herein, the interrupter switch the transmission and interruption of power between the engine and wheels, the vehicle drive unit and a control unit for controlling the intermittent device For the control device, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is off, and the engine brake is operated by engaging the interrupting device according to the predicted intention of acceleration / deceleration. Switching between engine brake operation and open operation, which is an operation in which the intermittent device is opened, and the control unit, from a brake-off state, places the driver's foot on the brake pedal and the driver's foot on the accelerator pedal. while performing the opening operation when the foot rest is not detected, the engine brake operation when it is the driver's foot placing SEGA detection to the brake pedal Cormorants, will be referred to. Note that the driver's footrest on the accelerator pedal includes a refootrest in which the driver rests the foot on the accelerator pedal from a state where the driver releases the foot from the accelerator pedal.

For example, the driver is satisfied with the current vehicle speed and deceleration when the driver does not rest on the brake pedal after the accelerator is turned off and when the driver does not rest on the accelerator pedal after the accelerator is turned off. This is an indication that the driver's willingness to slow down and accelerate is very weak. Therefore, the control unit performs an open operation. Thereby, an operation with a small deceleration can be performed. Further, when the driver puts his / her foot on the brake pedal after the accelerator is turned off, the driver is highly likely to prepare for deceleration, and the driver's intention to decelerate appears. Therefore, the control unit performs engine brake operation. Thereby, the driving | operation with a large deceleration can be performed. On the other hand, if there is a driver's foot on the accelerator pedal after the accelerator is turned off, the driver is not likely to need to decelerate, and is more likely to be prepared for acceleration. Both very weak and accelerating will appear. In a reference form different from the present invention, the control unit gives priority to acceleration response rather than to reduce deceleration when there is a driver's foot on the accelerator pedal after the accelerator is turned off. Select. Thereby, the driving | operation with high acceleration responsiveness according to the acceleration intention can be performed.

According to a fifth aspect of the technology disclosed herein, there is provided a control device for a vehicle drive unit including an interrupting device that switches between transmission and disconnection of power between an engine and wheels, and a control unit that controls the interrupting device. As an object, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine brake operation is an operation of applying the engine brake by fastening the intermittent device according to the predicted intention of acceleration / deceleration And the open operation, which is an operation with the intermittent device open, and the control unit further detects when the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal are not detected. Performs the opening operation, while if the driver's foot on the brake pedal or the driver's foot on the accelerator pedal is detected, the engine brake is detected. · The is configured to perform the operation, further comprising a generator, further, the control unit, when performing the engine braking operation by the footrest of the driver to the brake pedal is detected, the engine brake The regenerative braking by the generator is performed when the engine brake operation is performed by detecting the driver's footrest on the accelerator pedal while performing the regenerative engine brake operation accompanied by the regenerative braking by the generator. cormorant line normal engine braking operation, causing the engine brake to act without, will be referred to.

  According to this configuration, the engine brake operation includes two types of normal engine brake operation and regenerative engine brake operation. Since the regenerative engine brake operation involves regenerative braking, the deceleration is larger than the normal engine brake operation that does not involve regenerative braking. According to the above configuration, the engine brake operation is selected when the driver puts his or her foot on the brake pedal or when the driver puts his or her foot on the accelerator pedal. Therefore, putting on the accelerator pedal is a sign that the intention to slow down is very weak. Therefore, the control unit selects the regenerative engine brake operation when there is a footrest on the brake pedal, and selects the normal engine brake operation when there is a footrest on the accelerator pedal. Thus, by properly using the engine brake operation with different deceleration, it is possible to realize the operation corresponding to the intention to decelerate. In the case where normal engine brake operation and regenerative engine brake operation are not distinguished, they are simply referred to as “engine brake operation”.

Further, in a sixth aspect of the technology disclosed herein, control of a vehicle drive unit including an intermittent device that switches between transmission and interruption of power between an engine and wheels, and a control unit that controls the intermittent device. For the device, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine is an operation for applying the engine brake by fastening of the interrupting device according to the predicted intention of acceleration / deceleration Switching between a brake operation and an open operation that is an operation in which the intermittent device is opened, and the control unit does not detect the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal. If the driver's foot on the brake pedal or the driver's foot on the accelerator pedal is detected, the engine is released. It is configured to perform a braking operation, further comprising a generator-motor, further, wherein, when performing the engine braking operation by the footrest of the driver to the brake pedal is detected, the engine brake And performing regenerative engine brake operation accompanied by regenerative braking by the generator motor, and when performing the engine brake operation by detecting the driver's footrest on the accelerator pedal, at least the generator motor cormorants line the power running operation of the engine brake amount, it will be referred to.

  According to this configuration, it is possible to realize driving more responsive to the acceleration intention by considering the driver's stepping on the accelerator pedal as a manifestation of the acceleration intention and causing the generator motor to perform a power running operation.

Furthermore, in a seventh aspect of the technology disclosed herein, control of a vehicle drive unit including an intermittent device that switches between transmission and interruption of power between the engine and wheels, and a control unit that controls the intermittent device. For the device, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine is an operation for applying the engine brake by fastening of the interrupting device according to the predicted intention of acceleration / deceleration Switching between a brake operation and an open operation that is an operation in which the intermittent device is opened, and the control unit does not detect the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal. If the driver's foot on the brake pedal or the driver's foot on the accelerator pedal is detected, the opening operation is performed. Is configured to perform a down brake operation, further comprising a selection switch for the driver's operation mode fuel consumption performance is improved is selected, further, the control unit, the operation mode in which fuel efficiency is improved by the selection switches if selected, it is assumed that line cormorants, the opening operation even when the loaded driver's foot to the accelerator pedal is detected.

  As described above, the stepping on the accelerator pedal represents that the intention to decelerate is very weak and also represents the intention to accelerate. During normal operation, the control unit prioritizes acceleration intention and selects engine brake operation to improve acceleration response. However, when the operation mode in which the fuel efficiency is improved is selected, the control unit selects the open operation by giving priority to the fuel efficiency over the acceleration response. Since the open operation can reduce the fuel consumption per mileage compared with the engine brake operation, the fuel efficiency can be improved.

According to an eighth aspect of the technology disclosed herein, there is provided a vehicle drive unit control device including an intermittent device that switches between transmission and interruption of power between an engine and wheels, and a control unit that controls the intermittent device. As an object, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine brake operation is an operation of applying the engine brake by fastening the intermittent device according to the predicted intention of acceleration / deceleration And an open operation that is an operation in which the intermittent device is opened, and further, the control unit performs the engine brake operation after the accelerator is turned off, and the shift knob from the state where the driver has released his hand from the shift knob. If the contact or the proximity is detected during operation the engine brake to migrate to the open operation, it will be referred to.

  Although the frequency with which the driver operates the shift knob during traveling after the accelerator is off is not high, when the driver operates the shift knob, there is a high possibility of adjusting the deceleration. For example, since the deceleration is relatively large in the engine brake operation, when the driver contacts the shift knob, the deceleration may be reduced by opening the intermittent device. Therefore, when contact or proximity to the shift knob is detected from the state where the driver has released his hand during the engine brake operation, it is determined that the intention to decelerate is small, and the operation is shifted to the open operation. Thereby, the driving | operation corresponding to the deceleration intention can be performed.

Further, in a ninth aspect of the technology disclosed herein, control of a vehicle drive unit including an interrupting device that switches between transmission and disconnection of power between an engine and wheels, and a control unit that controls the interrupting device. For the device, the control unit predicts the intention of acceleration / deceleration from the operation of the driver after the accelerator is turned off, and the engine is an operation for applying the engine brake by fastening of the interrupting device according to the predicted intention of acceleration / deceleration Switching between a brake operation and an open operation that is an operation in which the intermittent device is opened, and further, the control unit performs the open operation after the accelerator is turned off, and shifts to a shift knob from a state where the driver has released his hand from the shift knob. said to migrate into the engine braking operation, it is assumed that in the case of contact or proximity is detected during the open operation.

  In open operation, the deceleration is relatively small, so if the driver touches the shift knob, it is possible to increase the deceleration by shifting down or changing the operation mode to a mode where the engine brake is increased. There is. Therefore, when contact or proximity to the shift knob is detected from the state where the driver has released his hand during the open operation, it is determined that the intention to decelerate is large, and the engine brake operation is started. Thereby, the driving | operation corresponding to the deceleration intention can be performed.

  Further, the control unit may shift to the engine brake operation when the vehicle speed increases by a predetermined value or more during the opening operation.

  In the open operation, since the deceleration is small, the vehicle speed may increase depending on the driving situation. For example, the vehicle speed can increase during downhill travel. When the opening operation is executed, the driver has no intention to accelerate because the accelerator is off. Therefore, when the vehicle speed increases during the open operation, the engine brake operation is performed. Thereby, deceleration can be increased and the increase in vehicle speed can be suppressed.

  Furthermore, the control unit may shift to the opening operation when the vehicle speed decreases to a predetermined speed or less after shifting to the engine brake operation due to an increase in the vehicle speed during the opening operation.

  In this case, the opening operation is performed in the first place, and the driver's intention to decelerate is small. After the shift to the engine brake operation, when the increase in the vehicle speed is suppressed and the vehicle speed decreases below the predetermined speed, the shift to the original opening operation is performed. Thereby, the driving | operation according to a driver | operator's intention to decelerate can be performed.

  According to the said structure, the driving | operation according to a driver | operator's intention of acceleration / deceleration can be performed.

It is a block diagram of the control apparatus of a vehicle drive unit. It is a part of flowchart of the operation control at the time of accelerator off. It is the remaining part of the flowchart of the operation control at the time of accelerator-off. It is a part of flowchart of the operation control at the time of accelerator OFF based on Embodiment 2. FIG. It is a part of flowchart of the operation control at the time of accelerator OFF based on Embodiment 3. FIG. It is a part of flowchart of the operation control at the time of accelerator OFF based on Embodiment 4. FIG.

  Hereinafter, exemplary embodiments will be described in detail with reference to the drawings. FIG. 1 shows a block diagram of a control device for a vehicle drive unit.

  The vehicle drive unit control device includes a power train PT and a control unit 100.

  The powertrain PT includes a four-cycle spark ignition engine (hereinafter referred to as “engine”) 11 having a plurality of cylinders, left and right wheels (drive wheels) 12 and 12, a transmission 13 that performs a shift, and a transmission 13 Belt drive that serves as both a differential device 14 that distributes the output from the left and right wheels 12, 12, a torque converter 15 interposed between the engine 11 and the transmission 13, and a starter and a generator. And a starter generator (hereinafter referred to as “BISG”) 16. The transmission 13 and the torque converter 15 are an example of an intermittent device. The BISG 16 is an example of a generator and a generator motor.

  The transmission 13 is a multistage automatic transmission. Although detailed illustration is omitted, the transmission 13 includes a plurality of planetary gear mechanisms, and a plurality of clutch elements and brake elements as frictional engagement elements that selectively restrict the rotation of the rotation elements included in the planetary gear mechanism. have. The transmission 13 is configured to realize each shift stage by engaging an element selected from a plurality of clutch elements and brake elements. In FIG. 1, a plurality of clutch elements are schematically illustrated as clutch elements 13a.

  The torque converter 15 includes a pump, a turbine, and a stator, and transmits the power (torque) of the engine 11 to the transmission 13 via hydraulic oil. The torque converter 15 includes a lockup clutch 15a that directly connects the output shaft of the engine 11 and the turbine.

  The control unit 100 includes a VCM 17, a PCM 18, and a TCM 19. Each of the VCM 17, PCM 18, and TCM 19 has a processor, a ROM, a RAM, an I / O interface circuit, and a data bus.

  The VCM 17 mainly controls the entire vehicle. The VCM 17 includes an accelerator opening sensor 21 that detects the accelerator opening, a vehicle speed sensor 22 that detects the vehicle speed, an engine speed sensor 23 that detects the engine speed, a brake switch 24 that detects the presence or absence of a brake operation, A brake touch sensor 25 that detects that the foot is placed on the brake pedal 31, an accelerator touch sensor 26 that detects that the driver places the foot on the accelerator pedal 32, and a shift knob that detects that the driver touches the shift knob 33. Signals from the touch sensor 27, the ECO switch 28 for the driver to select the ECO operation mode, and the footrest touch sensor 29 for detecting that the driver puts his foot on the footrest 34 are input. The brake touch sensor 25 is an infrared sensor, for example, and detects the presence or absence of an object on the brake pedal 31. Similarly, the accelerator touch sensor 26 detects the presence / absence of an object on the accelerator pedal 32, the shift knob touch sensor 27 detects the presence / absence of an object on the shift knob 33, and the footrest touch sensor 29 detects the presence / absence of an object on the footrest 34. . The footrest 34 is provided on the right side of the accelerator pedal 32. The ECO switch 28 is, for example, a switch that is arranged on the instrument panel and switches execution / release of the ECO operation. The ECO switch 28 is an example of a selection switch. The ECO operation mode is a mode for performing an operation in which the fuel consumption performance is automatically improved as compared with the normal operation.

  The VCM 17 is connected to the PCM 18 and the TCM 19 so as to be able to exchange signals. For example, the VCM 17 transmits to the PCM 18 an on command for operating the engine 11, an off command for stopping the engine 11, and a torque command related to a required torque for the engine 11. In addition, the VCM 17 transmits to the transmission 13 and the torque converter 15 a command related to the required gear stage for the transmission 13 and a command related to the engagement / release of the clutch for the transmission 13 and the torque converter 15.

  The PCM 18 mainly controls the engine 11 and the BISG 16. For example, the PCM 18 receives a signal from the VCM 17 and transmits a command related to fuel injection and a command related to ignition to the engine 11 and a power generation command or a power running command to the BISG 16.

  The TCM 19 mainly controls the transmission 13 and the torque converter 15. For example, the TCM 19 receives a signal from the VCM 17 and transmits an operation command for the clutch element and the brake element to the transmission 13 and an operation command for the lockup clutch 15 a to the torque converter 15.

  When the ECO switch 28 is selected by the driver, the VCM 17 is in an ECO operation mode in which an ECO operation, which is an operation with improved fuel efficiency compared to a normal operation, is executed. For example, in the ECO operation, the VCM 17 outputs a command to the TCM 19 so that the gear position is switched at a timing when the fuel consumption performance is improved as compared with the normal operation. That is, in the ECO operation, the fuel efficiency is prioritized over the power performance.

  The control device for the vehicle drive unit configured as described above switches between an open operation in which the engine brake is not applied and an engine brake operation in which the engine brake is applied when the accelerator is off. 2 and 3 show flowcharts of operation control when the accelerator is off.

  First, the control part 100 reads the detection signal of various sensors in step Sa1. Specifically, the control unit 100 sets the accelerator opening Acc from the accelerator opening sensor 21, the vehicle speed V from the vehicle speed sensor 22, the engine speed Ne from the engine speed sensor 23, and the brake switch from the brake switch 24. ON / OFF state, presence / absence of foot on brake pedal 31 from brake touch sensor 25, presence / absence of foot on accelerator pedal 32 from accelerator touch sensor 26, presence / absence of touch on shift knob 33 from shift knob touch sensor 27 And the presence or absence of selection of the ECO operation mode from the ECO switch 28 is read.

  Next, in step Sa2, the control unit 100 determines whether or not the vehicle is traveling and the accelerator is turned off from on. For example, the control unit 100 determines that the vehicle is running when the vehicle speed V is equal to or higher than a predetermined speed and the engine speed Ne is equal to or higher than a predetermined speed. The control unit 100 determines that the accelerator is turned off from on when the accelerator opening Acc becomes zero. The control unit 100 proceeds to step Sa3 when the vehicle is traveling and the accelerator is turned off from on, whereas the control unit 100 proceeds to step Sa3 when the vehicle is not running or the accelerator is not turned off from the accelerator (for example, the accelerator When is on or when the accelerator is simply off), the process proceeds to step Sa5.

  In step Sa3, the control unit 100 determines whether or not the brake is off. For example, the control unit 100 determines that the brake is off when the brake switch 24 is off. The control unit 100 proceeds to step Sa7 when the brake is off, but proceeds to step Sa4 when the brake is not off.

  When the brake is not off, that is, when the brake is on, the control unit 100 stops the fuel supply and ignition of the engine 11 at step Sa4, returns to step Sa1, and executes the processing of steps Sa1 and Sa2 again. . That is, when the brake is on, the fuel supply and ignition are simply stopped without performing the engine brake operation or the release operation. Here, in the second step Sa2, since it is not determined that the accelerator has been turned off from on unless the accelerator is turned on after the previous step Sa2, it is determined NO, and the control unit 100 Proceed to step Sa5.

  In step Sa5, the control unit 100 determines whether the fuel supply and ignition are stopped and the accelerator is turned on, or whether the fuel supply and ignition is stopped and the engine speed is equal to or lower than a predetermined return speed. To do. If the accelerator is turned on while the fuel supply and ignition are stopped, or if the engine speed is equal to or lower than the predetermined return speed while the fuel supply and ignition is stopped, the control unit 100 determines the fuel supply and ignition in step Sa6. Is resumed, and the process returns to step Sa1. On the other hand, when none of the conditions in step Sa5 is satisfied, the control unit 100 returns to step Sa1.

  For example, when the driver is driving with the accelerator turned on, the control unit 100 proceeds from step Sa2 to step Sa5, and is determined to be NO because fuel supply and ignition are not stopped, and returns to step Sa1. In this way, the processes of steps Sa1, Sa2 and Sa5 are repeated. When the accelerator is turned from on to off, the control unit 100 proceeds from step Sa2 to step Sa3. When the brake is depressed after the accelerator is turned on from off, the control unit 100 proceeds from step Sa3 to step Sa4, executes fuel supply and ignition stop, and returns to step Sa1. In subsequent step Sa2, as long as the accelerator-off state continues, it is determined as NO, and the control unit 100 proceeds to step Sa5. Then, the processing of steps Sa1, Sa2, and Sa5 is repeated until the accelerator is turned on again and the accelerator is turned from on to off.

  When the accelerator is turned off from on and the brake is turned off during traveling, the control unit 100 proceeds to step Sa7 via steps Sa1 to Sa3. In step Sa <b> 7, the control unit 100 determines whether or not the driver's foot is placed on the brake pedal 31. The control unit 100 determines that the driver's foot is placed on the brake pedal 31 when the brake touch sensor 25 detects an object (foot) on the brake pedal 31. The control unit 100 proceeds to step Sa8 when there is a footrest on the brake pedal 31, but proceeds to step Sa12 when there is no footrest on the brake pedal 31.

  When there is a footrest on the brake pedal 31, the control unit 100 determines that the driver has a strong intention to decelerate, and executes a regenerative engine brake operation, which is an engine brake operation accompanied by regenerative braking, after step Sa8. Specifically, the control unit 100 maintains the engagement of the clutch element 13a of the transmission 13 and the engagement of the lockup clutch 15a of the torque converter 15 in step Sa8, and supplies the fuel and ignition of the engine 11 in step Sa9. In step Sa10, the BISG 16 is caused to function as a generator. Here, “engagement of the clutch element 13a of the transmission 13” does not mean that all of the plurality of clutch elements of the transmission 13 are engaged, but the engine 11 among the plurality of clutch elements and brake elements. This means that an element necessary for realizing torque transmission between the vehicle and the wheels 12 and 12 at an appropriate gear position according to the driving situation at that time is fastened. That is, depending on the driving situation, two clutch elements may be engaged, or one clutch element and one brake element may be engaged.

  That is, since fuel supply and ignition are stopped in a state where torque transmission between the engine 11 and the wheels 12 and 12 is maintained, the engine 11 acts as a resistance for the wheels 12 and 12 and functions as an engine brake. . In addition, the BISG 16 functions as a generator and performs regenerative braking. In the regenerative engine brake operation, in addition to the resistance of the engine 11, the driving force of the BISG 16 acts as an engine brake. Therefore, a relatively large deceleration is applied to the wheels 12 and 12.

  Thus, when a footrest on the brake pedal 31 is detected, a regenerative engine brake operation with a relatively large deceleration is executed assuming that there is a strong intention to decelerate.

  When the engine speed is less than the predetermined lower limit speed, in step Sa11, the control unit 100 releases the clutch element 13a of the transmission 13 and the lockup clutch 15a of the torque converter 15. If the engine 11 and the wheels 12 and 12 are connected until the engine 11 stops, the comfort of the vehicle, that is, NVH (Noise, Vibration and Harshness) deteriorates. Therefore, the engine 11 can be smoothly stopped by releasing the clutch element 13a and the lockup clutch 15a when the engine speed becomes less than a predetermined lower limit speed.

  On the other hand, when it is not desired to detect the footrest on the brake pedal 31 in step Sa7, the control unit 100 determines whether or not the driver's foot is placed on the accelerator pedal 32 in step Sa12. The control unit 100 determines that the driver's foot is placed on the accelerator pedal 32 when the accelerator touch sensor 26 detects the foot on the accelerator pedal 32. It should be noted that the driver's footrest on the accelerator pedal 32 includes a refootrest in which the driver rests his / her foot on the accelerator pedal 32 from a state where the driver releases the foot from the accelerator pedal 32. The control unit 100 proceeds to step Sa13 when there is a footrest on the accelerator pedal 32, and proceeds to step Sa14 when there is no footrest on the accelerator pedal 32.

  In step Sa14, it is confirmed whether or not the driver has touched the shift knob 33 from the non-contact state. In step Sa14, the control unit 100 detects the object on the shift knob 33 from the state in which the shift knob touch sensor 27 does not detect the object (hand) on the shift knob 33. It is determined that there is contact from the contact state. That is, the contact with the shift knob 33 here means contact from a non-contact state, and does not mean contact when the contact state continues. For example, when the shift knob 33 has been in contact since the accelerator is off, NO is determined in step Sa14. Hereinafter, the contact from the non-contact state to the shift knob 33 is referred to as “re-contact”.

  The control unit 100 proceeds to step Sa15 when there is re-contact with the shift knob 33, and proceeds to step Sa17 when there is no re-contact with the shift knob 33.

  When there is no footrest on the accelerator pedal 32 and there is no re-contact with the shift knob 33, the control unit 100 executes an opening operation in which the engine brake does not act after step Sa17. Specifically, in step Sa17, the control unit 100 releases the clutch element 13a of the transmission 13 and the lockup clutch 15a of the torque converter 15 (that is, releases the engagement), and in step Sa18, the fuel of the engine 11 is released. Stop supply and ignition. That is, since the fuel supply and ignition are stopped in a state where torque transmission between the engine 11 and the wheels 12 and 12 is interrupted, the engine 11 does not act as an engine brake.

  Thus, when there is no footrest on the brake pedal 31, no footrest on the accelerator pedal 32, and no re-contact with the shift knob 33, it is determined that the intention to decelerate is very weak, and the opening operation with small deceleration is executed. Is done. In the open operation, the vehicle can travel with a small deceleration according to the driver's weak intention to decelerate, and the fuel consumption per traveling distance can be suppressed to improve the fuel efficiency.

  When there is re-contact with the shift knob 33, the control unit 100 executes a normal engine brake operation, which will be described later, after step Sa15.

  Further, the vehicle speed is monitored during the open operation, and switching between the normal engine brake operation and the open operation is performed according to the vehicle speed. Specifically, in step Sa19, the control unit 100 determines whether or not the vehicle speed has increased since the start of the opening operation. Specifically, the control unit 100 determines whether or not the change amount ΔV of the vehicle speed V has become a predetermined value α or more after the start of the opening operation, and when the vehicle speed V has increased by a predetermined value α or more. Proceeds to step Sa20, but in other cases, monitoring of the vehicle speed V is continued in step Sa19.

  In step Sa20, the control unit 100 engages the clutch element 13a of the transmission 13 and the lockup clutch 15a of the torque converter 15. At this time, since the fuel supply to the engine 11 and the ignition are stopped, the engine brake is activated when the clutch element 13a and the lockup clutch 15a are engaged. That is, the engine operation is shifted from the open operation to the normal engine brake operation.

  For example, if an open operation is performed during downhill travel, the vehicle speed may increase. In such a case, the engine shifts from the open operation to the normal engine brake operation, and the deceleration is increased to suppress the increase in the vehicle speed.

  Thus, after the transition from the open operation to the normal engine brake operation, it is monitored whether the vehicle speed is excessively decreased. Specifically, in step Sa21, the control unit 100 determines whether or not the vehicle speed V has become equal to or lower than a predetermined vehicle speed V0. The control unit 100 proceeds to step Sa22 when the vehicle speed V is equal to or lower than V0, but continues to monitor the vehicle speed V at step Sa21 otherwise. Here, the predetermined vehicle speed V0 can be arbitrarily set, for example, a vehicle speed when the accelerator is turned off, a vehicle speed when the opening operation is started, or a vehicle speed obtained by subtracting a predetermined value from the vehicle speed. The normal engine brake operation here is for the purpose of suppressing an increase in the vehicle speed and not for deceleration. Therefore, the predetermined vehicle speed V0 may be set to a vehicle speed that is assumed to be excessively decelerated.

  For example, as described above, when shifting from an open operation to a normal engine brake operation during downhill driving, the vehicle speed increase naturally disappears when shifting from downhill driving to flat road driving. If you continue to drive, there is a possibility of slowing down beyond the driver's will. Therefore, when the vehicle speed decreases to some extent, it is determined that there is no possibility of an increase in the vehicle speed, and the original opening operation is resumed.

  Thus, during the release operation, the control unit 100 repeats steps Sa19 to Sa22 and switches between normal engine brake operation and release operation while monitoring the vehicle speed.

In addition, when re-contact with the shift knob 33 or the footrest on the accelerator pedal 32 is detected after step Sa17, the control unit 100 proceeds to step Sa15, engages the clutch, and performs normal engine brake operation. Transition. On the other hand, when stepping on the brake pedal 31 is detected after step Sa17, the control unit 100 proceeds to step Sa8, engages the clutch, and shifts to regenerative engine brake operation with regenerative braking.

  On the other hand, when there is a footrest on the accelerator pedal 32, the control unit 100 executes a normal engine brake operation that is an engine brake operation that does not involve regenerative braking after step Sa13. Specifically, the control unit 100 confirms whether the ECO operation mode is selected (step Sa13). When the ECO switch 28 is on, the control unit 100 proceeds to Step Sa14 assuming that the ECO operation mode is selected. On the other hand, when the ECO switch 28 is off, the control unit 100 assumes that the ECO operation mode is not selected. Proceed to Sa15. After step Sa14, as described above, the opening operation is performed on the condition that there is no re-contact with the shift knob 33. That is, when the ECO operation mode is selected, as a general rule, not the normal engine brake operation but the release operation is performed.

  When not in the ECO operation mode, the control unit 100 maintains the engagement of the clutch element 13a of the transmission 13 and the engagement of the lockup clutch 15a of the torque converter 15 in step Sa15, and the fuel of the engine 11 in step Sa16. Stop supply and ignition.

  That is, since fuel supply and ignition are stopped in a state where torque transmission between the engine 11 and the wheels 12 and 12 is maintained, the engine 11 acts as a resistance for the wheels 12 and 12 and functions as an engine brake. . In normal engine brake operation, since regenerative braking is not performed, a deceleration smaller than that in regenerative engine brake operation and larger than that in open operation is given.

  Thus, when there is no footrest on the brake pedal 31 and there is footrest on the accelerator pedal 32, it is assumed that the intention to decelerate is very weak and there is an intention to accelerate, and the normal engine brake operation is executed. Normally, the deceleration of the engine brake is larger than that of the open operation, but smaller than that of the regenerative engine brake operation. In addition, in normal engine brake operation, torque transmission between the engine 11 and the wheels 12 and 12 is maintained, so acceleration response is higher than that in open operation. That is, it is possible to execute an operation with high acceleration response while reducing the deceleration.

  However, when the ECO operation mode is selected, an open operation with a smaller deceleration is selected instead of the normal engine brake. That is, the control of selecting the normal engine brake operation when there is a footrest on the accelerator pedal 32 is a control giving priority to the acceleration response rather than reducing the deceleration. Therefore, if the driver feels that deceleration is excessive, the accelerator pedal 32 may be stepped on. If an open operation with a smaller deceleration is selected, the operation of the accelerator pedal 32 (that is, fuel consumption) may have been prevented. As described above, the normal engine brake operation may improve the acceleration performance while deteriorating the fuel efficiency performance. Since the ECO operation mode is an operation mode in which fuel efficiency is prioritized over power performance, open operation is selected in the ECO operation mode in order to prioritize deceleration that is weaker than acceleration response.

  If the driver re-contacts the shift knob 33 while the accelerator is off, the driver may perform an operation for increasing the engine brake. The method of increasing the engine brake varies from vehicle to vehicle. For example, when the manual mode or the sport mode is provided, the engine brake is increased by shifting to the manual mode or the sport mode (or shifting to the manual mode or the sport mode and lowering the gear position). Therefore, when there is re-contact with the shift knob 33, the control unit 100 determines that the driver has an intention to decelerate and selects the normal engine brake operation.

  As described above, after the accelerator is switched from on to off, when there is a footrest on the brake pedal 31, the regenerative engine brake operation is selected, there is no footrest on the brake pedal 31, and there is no footrest on the accelerator pedal 32. When there is a rest, the engine brake operation is normally selected, and when there is no foot rest on the brake pedal 31 and when there is no foot rest on the accelerator pedal 32, the release operation is selected. Even when there is no footrest on the brake pedal 31 and there is a footrest on the accelerator pedal 32, the opening operation is selected exceptionally when the ECO operation is selected. Even when there is no footrest on the brake pedal 31 and no footrest on the accelerator pedal 32, the engine brake operation is normally selected when the shift knob 33 is re-contacted exceptionally. The

  In any of the open operation, normal engine brake operation, and regenerative engine brake operation, when the accelerator is turned on after the fuel supply and ignition are stopped, the fuel supply and ignition are resumed.

  As described above, the control device for the vehicle drive unit controls the transmission 13 and the torque converter 15 that switch between transmission and interruption of power between the engine 11 and the wheels 12 and 12, and the transmission 13 and the torque converter 15. And a control unit 100. The control unit 100 predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and the engine brake is an operation in which the engine brake is applied by fastening the transmission 13 and the torque converter 15 according to the predicted acceleration / deceleration intention. The operation is switched to an open operation that is an operation in which the transmission 13 and the torque converter 15 are opened.

  According to this configuration, the engine brake operation has a characteristic that the deceleration is relatively large while the responsiveness when accelerating is high. On the other hand, the open operation has a characteristic that the deceleration is relatively small. Therefore, by predicting whether the driver wants to decelerate or accelerate based on the driver's operation after the accelerator is turned off, and to what extent the desired deceleration is, by using the engine brake operation and the release operation properly Thus, it is possible to automatically execute driving according to the driver's intention to accelerate or decelerate. Thereby, useless brake operation and accelerator operation can be omitted, and as a result, fuel efficiency can be improved.

  In addition, the control unit 100 predicts the acceleration / deceleration intention based on the driver's operation on the operation unit related to the driving force.

  That is, the driver's intention to accelerate / decelerate often appears in the driver's operation on the operation unit related to the driving force. Therefore, the driver's intention to accelerate / decelerate can be accurately predicted by predicting the driver's intention of acceleration / deceleration based on the driver's operation on the operation unit related to the driving force.

  For example, the operation unit related to the driving force is at least one of the accelerator pedal 32, the brake pedal 31, and the shift knob 33. In the driver's operation on the accelerator pedal 32, an intention to accelerate appears. In the driver's operation on the brake pedal 31, the intention to decelerate appears. In the driver's operation on the shift knob 33, the intention of deceleration appears.

  Further, the control unit 100 performs engine brake operation when the driver's footrest on the brake pedal 31 is detected, and opens when the driver's footrest on the brake pedal 31 is not detected. Do the driving. In the embodiment, when the driver's footrest on the brake pedal 31 is not detected, the release operation is not always performed, and further, the footrest on the accelerator pedal 32 is not detected. The open operation is performed when the above condition is satisfied.

  According to this configuration, when the driver puts his / her foot on the brake pedal 31 during traveling after the accelerator is off, there is a possibility that the driver is preparing for deceleration, that is, he is trying to decelerate in the future. That is, the driver's intention to decelerate appears in this operation. Therefore, when the driver's footrest on the brake pedal 31 is detected, the engine brake operation is performed, so that the deceleration can be increased compared to the open operation, and the operation corresponding to the driver's intention to decelerate is executed. can do. On the other hand, when the driver does not put his / her foot on the brake pedal 31 during traveling after the accelerator is off, there is a possibility that the vehicle is not prepared for deceleration, that is, is not trying to decelerate. That is, this operation represents that the driver's intention to decelerate is very weak. Therefore, when the driver's footrest on the brake pedal 31 is not detected, by performing the opening operation, the deceleration can be made smaller than the engine brake operation, and the operation corresponding to the driver's intention to decelerate can be performed. Can be executed.

  In addition, the control unit 100 performs engine brake operation when the driver's footrest on the accelerator pedal 32 is detected, and opens when the driver's footrest on the accelerator pedal 32 is not detected. Do the driving.

  When the driver releases his / her foot from the accelerator pedal 32 and puts his / her foot on the accelerator pedal 32 again after the accelerator is turned off, the driver is likely to be prepared for acceleration due to lack of acceleration. Appears. Therefore, when there is a driver's foot on the accelerator pedal 32, the control unit 100 determines that there is an intention to accelerate and selects engine braking operation. Thereby, acceleration responsiveness can be improved in preparation for future acceleration intention. On the other hand, when the driver does not step on the accelerator pedal 32, it is highly likely that the driver is satisfied with the current vehicle speed and deceleration, and the driver's intention to accelerate is very weak. is there. Therefore, the control unit 100 can improve the fuel consumption performance by selecting the open operation.

  In addition, the control unit 100 performs the opening operation when the driver's footrest on the brake pedal 31 and the driver's footrest on the accelerator pedal 32 are not detected, while the driver's footrest on the brake pedal 31 is When a footrest or a driver's footrest on the accelerator pedal 32 is detected, an engine brake operation is performed.

  According to this configuration, not only the operation to the brake pedal 31 but also the operation to the accelerator pedal 32 is considered in the selection between the release operation and the engine brake operation. When a footrest on the brake pedal 31 is detected, an intention to decelerate appears, so that an appropriate deceleration is given by selecting the engine brake operation. In addition, when a footrest on the accelerator pedal 32 is detected during traveling after the accelerator is turned off, the driver's intention to accelerate appears, so that the acceleration response can be improved by selecting the engine brake operation. On the other hand, if the driver does not feel on the accelerator pedal 32 during running after the accelerator is turned off, the driver's intention to accelerate is very weak. Therefore, it is necessary to select the engine brake operation for acceleration response. There is no. In addition to this, when the footrest on the brake pedal 31 is not detected, the intention to decelerate is very small as described above. Therefore, when the driver's footrest on the brake pedal 31 and the accelerator pedal 32 is not detected, by selecting the opening operation, the vehicle can travel with a small deceleration according to the driver's weak intention to decelerate.

  The control device for the vehicle drive unit further includes a BISG 16, and the control unit 100 applies the engine brake when the engine brake operation is performed when the driver's footrest on the brake pedal 31 is detected. At the same time, when regenerative engine brake operation accompanied by regenerative braking by BISG 16 is performed, when engine brake operation is performed by detecting the driver's footrest on accelerator pedal 32, engine brake is not performed without regenerative braking by BISG 16 Normal engine brake operation is performed.

  According to this configuration, the engine brake operation includes a normal engine brake operation without regenerative braking and a regenerative engine brake operation with regenerative braking. The regenerative engine brake operation has a larger deceleration than the normal engine brake operation because regenerative braking is involved. When the driver's footrest on the brake pedal 31 is detected and when the driver's footrest on the accelerator pedal 32 is detected, the engine brake operation is performed. Regenerative engine brake operation is selected, and in the case of the accelerator pedal 32, normal engine brake operation is selected. That is, when the driver's footrest on the brake pedal 31 is detected, the intention to decelerate is stronger than when the driver's footrest on the accelerator pedal 32 is detected. Regenerative engine brake operation is selected. By doing so, the deceleration at the time of engine brake operation can be adapted to the driver's intention of acceleration / deceleration.

  The control device for the vehicle drive unit further includes an ECO switch 28 for the driver to select an operation mode in which the fuel consumption performance is improved, and the control unit 100 selects an operation mode in which the fuel consumption performance is improved by the ECO switch 28. In the case where the driver pedal is put on the accelerator pedal 32, the opening operation is performed.

  According to this configuration, during normal operation in which ECO operation is not selected, when the driver's footrest on the accelerator pedal 32 is detected, the engine brake operation is basically selected to improve acceleration response. The In other words, the driver's stepping on the accelerator pedal 32 is a manifestation of an intention to accelerate, but also a manifestation of a very weak intention to decelerate. During normal operation, priority is given to responding to acceleration intentions, and engine brake operation is selected. However, when the ECO operation mode is selected, it is necessary to improve fuel efficiency. Therefore, during the ECO operation, the open operation is selected even when the driver's foot on the accelerator pedal 32 is detected. As a result, during the ECO operation, it is possible to execute the driving corresponding to the driver's intention of acceleration / deceleration while giving priority to the fuel efficiency.

<< Embodiment 2 >>
Next, a control device for a vehicle drive unit according to the second embodiment will be described. FIG. 4 is a flowchart of operation control when the accelerator is off according to the second embodiment. The operation control when the accelerator is off according to the second embodiment is different from the first embodiment in the processing after step Sa6. Therefore, the processing after step Sa6, that is, the processing after step Sb7 will be described with reference to FIG.

  In step Sb7, the control unit 100 determines whether or not the driver's foot is placed on the brake pedal 31. The control unit 100 proceeds to step Sb8 when there is a footrest on the brake pedal 31, but proceeds to step Sb12 when there is no footrest on the brake pedal 31.

  Control unit 100 executes the regenerative engine brake operation in steps Sb8 to Sb11. The process of steps Sb8 to Sb11 is the same as the process of steps Sa8 to Sa11 of the first embodiment. In this control, the regenerative engine brake operation is executed, but the normal engine brake operation may be executed by omitting step Sb10.

  On the other hand, when it is not desired to detect the footrest on the brake pedal 31 in step Sb7, the control unit 100 releases the clutch element 13a of the transmission 13 and activates the lock-up clutch 15a of the torque converter 15 in step Sb12. In step Sb13, the fuel supply and ignition of the engine 11 are stopped. That is, the control unit 100 performs the opening operation. The processes in steps Sb12 and Sb13 are the same as the processes in steps Sa17 and Sa18 in the first embodiment.

  Thereafter, in step Sb14, the control unit 100 determines whether or not a predetermined time has elapsed since the start of the opening operation. Specifically, timing of a predetermined time is started from the time when the clutch element 13a and the lockup clutch 15a are released and the fuel supply and ignition are stopped. In addition, since it is a trigger of an open | release operation that an accelerator turns off from on, the time measurement of predetermined time may be started from the time of an accelerator turning off. In addition, the timing of the predetermined time may be started from an arbitrary time as long as the timing is related to the start of the open operation.

  The controller 100 waits until a predetermined time elapses, and proceeds to step Sb15 when the predetermined time elapses. While waiting for the elapse of the predetermined time, the opening operation is continued. In other words, the predetermined time is set to the minimum time for which the disengagement operation should be continued when there is no footrest on the brake pedal 31 after the accelerator is turned off.

  When the predetermined time has elapsed, the control unit 100 determines in step Sb15 whether or not the driver has rested on the accelerator pedal 32. When the accelerator touch sensor 26 detects the foot on the accelerator pedal 32 from the state where the accelerator touch sensor 26 does not detect the foot on the accelerator pedal 32, the control unit 100 resumes the driver's foot on the accelerator pedal 32. It is determined that there was a load. The control unit 100 proceeds to step Sb17 when there is a rest on the accelerator pedal 32, and proceeds to step Sb16 when there is no another foot on the accelerator pedal 32. Here, it is determined that the driver puts his / her foot on the accelerator pedal 32 from a state where the driver does not put his / her foot on the accelerator pedal 32, and any time when the foot is released from the accelerator pedal 32 is determined. Good. That is, if the foot is released from the accelerator pedal 32 after the start of the release operation and before the predetermined time has elapsed, and the foot is put on the accelerator pedal 32 again after the predetermined time has elapsed, YES is determined in step Sb15. .

  In step Sb16, the control unit 100 determines whether the ECO operation is not selected. The process in step Sb16 is the same as that in step Sa13 in the first embodiment. If the ECO operation is selected, the process proceeds to step Sb17.

  When the ECO operation is not selected, the control unit 100 engages the clutch element 13a of the transmission 13 and the lockup clutch 15a of the torque converter 15 in step Sb18. At this time, since the fuel supply to the engine 11 and the ignition are stopped, the engine brake is activated when the clutch element 13a and the lockup clutch 15a are engaged. That is, the engine operation is shifted from the open operation to the engine brake operation. This engine brake operation is a normal engine brake operation without regenerative braking. Thereafter, the control unit 100 proceeds to step Sb11, and when the engine speed falls below the lower limit speed, the control unit 100 releases the clutch element 13a and the lockup clutch 15a and smoothly stops the engine 11.

  On the other hand, in step Sb17, the control unit 100 determines whether or not there has been re-contact with the shift knob 33. The control unit 100 proceeds to step Sb18 when there is re-contact with the shift knob 33, and proceeds to step Sb19 when there is no re-contact with the shift knob 33. In step Sb18, as described above, the shift to the normal engine brake operation is performed. On the other hand, after step Sb19, the open operation is continued in principle, and the open operation and the normal engine brake operation are switched according to the vehicle speed. The processes of steps Sb19 to Sb22 are the same as steps Sa19 to Sa22 of the first embodiment.

  As described above, in the second embodiment, after the accelerator is turned from on to off, when there is no footrest on the brake pedal 31, it is determined that at least the driver does not feel that deceleration is insufficient and is first opened. Do the driving. The opening operation is continued for at least a predetermined time. Thereafter, it is confirmed that the pedal is rested on the accelerator pedal 32. If there is no rest on the accelerator pedal 32, the releasing operation is continued as it is. On the other hand, when there is a rest on the accelerator pedal 32, the normal engine brake operation is executed to improve the acceleration response as in the first embodiment. However, when the ECO operation is selected, the open operation is continued as it is to execute an operation with a small deceleration. Further, when the shift knob 33 is re-contacted during the open operation, it is assumed that the driver feels that the deceleration is insufficient, and the routine proceeds to normal engine brake operation.

  As described above, in the control device for a vehicle drive unit according to the second embodiment, the control unit 100 starts the opening operation when performing the opening operation based on the presence or absence of the driver's foot on the brake pedal 31. If the driver continues to release the vehicle for a predetermined period of time, and the rest of the foot from the state in which the driver releases the accelerator pedal 32 to put the foot back on the accelerator pedal 32 is detected after the elapse of the predetermined period, the engine brake Transition to driving.

  According to this configuration, when the open operation is selected, the open operation is continued at least for a predetermined time, assuming that the driver does not feel insufficient deceleration at least at that time. Even if it is detected that the driver rests on the accelerator pedal 32 during the predetermined time, the opening operation is continued. That is, when the driver puts his / her foot on the accelerator pedal 32 again, there is a possibility that he / she is trying to accelerate, but in the situation where the accelerator is just after being turned off from on, there is a high possibility that the driver will not accelerate immediately. . In addition, since the driver does not put his feet on the brake pedal 31, there is a possibility that the intention to decelerate is small. Therefore, when the accelerator is turned off from on and there is no footrest on the brake pedal 31, the control unit 100 determines that the intention to accelerate and the intention to decelerate are very small and continues the opening operation for a predetermined time. To do. Thereafter, when it is detected that the driver rests on the accelerator pedal 32, the engine is shifted from the open operation to the engine brake operation, and the acceleration response is improved.

  In step Sa15 of the first embodiment and step Sb18 of the second embodiment, the regenerative braking is not allowed to function for the BISG 16 together with the clutch engagement. Instead, the control unit 100 causes the BISG 16 to perform a power operation for the engine brake. You may make it drive | work. With this configuration, it is possible to further increase the acceleration response when the accelerator is depressed while preventing an increase in the feeling of deceleration due to clutch engagement. At this time, the control unit 100 may cause the BISG 16 to perform power running for the engine brake and the vehicle resistance.

  In addition, after NO in step Sa12 of the first embodiment and step Sb15 of the second embodiment, a step is added in which the control unit 100 determines whether or not the footrest 34 is put on the footrest 34 based on the footrest touch sensor 29. If no footrest is detected, the process proceeds to steps Sa13 and Sb16. If footrest 34 is detected, it is determined that there is no intention to accelerate or decelerate at that time, and the process proceeds to steps Sa14 and Sb17. Also good.

<< Embodiment 3 >>
Then, the control apparatus of the vehicle drive unit which concerns on Embodiment 3 is demonstrated. FIG. 5 is a flowchart of operation control when the accelerator is off according to the third embodiment. The operation control when the accelerator is off according to the third embodiment differs from the first embodiment in the processing after step Sa6. Therefore, processing after step Sa6, that is, processing after step Sc7 will be described with reference to FIG.

  The control unit 100 executes the regenerative engine brake operation in Steps Sc7 to Sc9. The processes of steps Sc7 to Sc9 are the same as the processes of steps Sa8 to Sa10 of the first embodiment. That is, in the third embodiment, when the accelerator is turned off, basically the engine brake operation, more specifically, the regenerative engine brake operation is executed. In this control, the regenerative engine brake operation is executed, but the normal engine brake operation may be executed by omitting step Sc9.

  Subsequently, in step Sc10, the control unit 100 determines whether or not the driver has re-contacted the shift knob 33. The control unit 100 proceeds to step Sc11 when there is no re-contact with the shift knob 33, and proceeds to step Sc12 when there is re-contact with the shift knob 33. That is, if the driver does not re-contact the shift knob 33 during the regenerative engine brake operation, the regenerative engine brake operation is continued and the process proceeds to step Sc11, assuming that there is no particular change in the driver's acceleration / deceleration intention. . The process of step Sc11 is the same as the process of step Sa11 of the first embodiment.

  On the other hand, when the driver re-contacts the shift knob 33 during the regenerative engine brake operation, the control unit 100 executes the release operation in steps Sc12 and Sc13. The processes of steps Sc12 and Sc13 are the same as the processes of steps Sa17 and Sa18 of the first embodiment. Further, after starting the opening operation, the control unit 100 monitors the vehicle speed in steps Sc14 to Sc17, and switches between the opening operation and the normal engine brake operation according to the vehicle speed. The processes of steps Sc14 to Sc17 are the same as the processes of steps Sa19 to Sa22 of the first embodiment.

  As described above, in the third embodiment, after the accelerator is turned from on to off, first, the regenerative engine brake operation is executed, and when there is re-contact with the shift knob 33 during the regenerative engine brake operation. Move to open operation. The re-contact with the shift knob 33 changes the driver's intention to accelerate / decelerate. Since the regenerative engine brake operation has a large deceleration, if there is re-contact with the shift knob 33 during the regenerative engine brake operation, the driver may be trying to reduce the deceleration. For example, there is a possibility of shifting the shift position to neutral. Therefore, in such a case, the control unit 100 shifts to an open operation so as to reduce the deceleration. Thereby, the driving | operation according to a driver | operator's intention of acceleration / deceleration can be performed.

  As described above, in the control device for a vehicle drive unit according to the third embodiment, the control unit 100 performs the engine brake operation after the accelerator is turned off, and shifts the shift knob 33 from the state in which the driver releases the hand from the shift knob 33. When contact is detected during engine brake operation, the operation shifts to open operation.

  According to this configuration, the control unit 100 predicts the driver's intention to decelerate based on the driver's re-contact with the shift knob 33. That is, when the driver re-contacts the shift knob 33 during the engine brake operation after the accelerator is turned off, the shift position may be changed to neutral to reduce the deceleration. Accordingly, the control unit 100 can omit the shift change of the driver by performing the opening operation when the re-contact with the shift knob 33 is detected during the engine brake operation.

<< Embodiment 4 >>
Then, the control apparatus of the vehicle drive unit which concerns on Embodiment 4 is demonstrated. FIG. 6 is a flowchart of operation control when the accelerator is off according to the fourth embodiment. The operation control when the accelerator is off according to the fourth embodiment differs from the first embodiment in the processing after step Sa6. Therefore, processing after step Sa6, that is, processing after step Sd7 will be described with reference to FIG.

  The control unit 100 performs the opening operation in steps Sd7 and Sd8. The processing in steps Sd7 and Sd8 is the same as the processing in steps Sa17 and Sa18 in the first embodiment. That is, in the fourth embodiment, when the accelerator is turned off, the opening operation is basically executed.

  Subsequently, in step Sd9, the control unit 100 determines whether or not the driver has re-contacted the shift knob 33. When there is no re-contact with the shift knob 33, the control unit 100 proceeds to step Sd14, and when there is re-contact with the shift knob 33, the control unit 100 proceeds to step Sd10. That is, when the driver does not re-contact the shift knob 33 during the open operation, the open operation is continued on the assumption that there is no particular change in the driver's acceleration / deceleration intention. Thereafter, in steps Sd14 to Sd17, the control unit 100 monitors the vehicle speed and switches between the open operation and the normal engine brake operation according to the vehicle speed. The processes in steps Sd14 to Sd17 are the same as the processes in steps Sa19 to Sa22 in the first embodiment.

  On the other hand, when the driver re-contacts the shift knob 33 during the open operation, the control unit 100 executes the regenerative engine brake operation in steps Sd10 to Sd13. The processes in steps Sd10 to Sd13 are the same as the processes in steps Sa8 to Sa11 in the first embodiment. In this control, the regenerative engine brake operation is executed, but the normal engine brake operation may be executed by omitting step Sd12.

  As described above, in the fourth embodiment, after the accelerator is turned from on to off, first, the opening operation is performed. If the shift knob 33 is re-contacted during the opening operation, the regenerative engine brake operation is performed. Transition. The re-contact with the shift knob 33 changes the driver's intention to accelerate / decelerate. Since the deceleration of the regenerative engine brake operation is small, if there is re-contact with the shift knob 33 during the opening operation, the driver may be trying to increase the deceleration. For example, there is a possibility of shifting to a manual mode or a sports mode. Therefore, in such a case, the control unit 100 shifts to the regenerative engine brake operation so as to increase the deceleration. Thereby, the driving | operation according to a driver | operator's intention of acceleration / deceleration can be performed.

  As described above, in the control device for a vehicle drive unit according to the fourth embodiment, the control unit 100 performs the opening operation after the accelerator is off, and contacts the shift knob 33 from the state where the driver has released his hand from the shift knob 33. When is detected during open operation, the engine brake operation is started.

  According to this configuration, the control unit 100 predicts the driver's intention to decelerate based on the driver's re-contact with the shift knob 33. That is, when the driver re-contacts the shift knob 33 during the opening operation after the accelerator is turned off, there is a possibility of shifting to an operation mode in which the engine brake is increased and increasing the deceleration. Therefore, the control unit 100 can omit the driver's operation by performing the engine brake operation when re-contact with the shift knob 33 is detected during the open operation.

<< Other Embodiments >>
As described above, the embodiment has been described as an example of the technique disclosed in the present application. However, the technology in the present disclosure is not limited to this, and can also be applied to an embodiment in which changes, replacements, additions, omissions, and the like are appropriately performed. Moreover, it is also possible to combine each component demonstrated by the said embodiment and it can also be set as new embodiment. In addition, among the components described in the accompanying drawings and detailed description, not only the components essential for solving the problem, but also the components not essential for solving the problem in order to exemplify the above technique. May also be included. Therefore, it should not be immediately recognized that these non-essential components are essential as those non-essential components are described in the accompanying drawings and detailed description.

  About the said embodiment, it is good also as following structures.

  For example, in the embodiment, the transmission 13 and the torque converter 15 are employed as the interrupting device, but the configuration of the interrupting device is not limited to this. Various transmissions or clutch mechanisms can be employed as the interrupting device. For example, the present technology can be applied not only to an automatic transmission but also to a manual transmission. In a manual transmission, the engagement / disengagement of the clutch is normally controlled by the operation of the driver, but an automatic clutch mechanism controlled by the control unit 100 is provided separately. In a situation where the accelerator is turned off from on as described above, the control unit 100 may control the automatic clutch mechanism in accordance with the accelerator off speed Vacc and select the disengagement operation and the engine brake operation.

  Further, although the transmission of torque between the engine 11 and the wheels 12 and 12 is interrupted by both the transmission 13 and the torque converter 15, it may be performed by only one of them. That is, in the embodiment, when the torque transmission between the engine 11 and the wheels 12 and 12 is interrupted, both the clutch element 13a of the transmission 13 and the lockup clutch 15a of the torque converter 15 are opened. Any configuration may be used as long as at least one of the clutch element 13a and the lock-up clutch 15a is released. Further, if the torque converter does not have a lock-up function, the transmission / reception device 13 may switch the torque transmission intermittently.

  Moreover, in the said embodiment, although BISG16 is employ | adopted as a generator, a generator is not restricted to BISG. For example, the generator is not an integrated starter and generator, but may be a generator, that is, an alternator.

  In the engine brake operation, when the engine speed becomes a predetermined value or less, the clutch element 13a of the transmission 13 and the lock-up clutch 15a of the torque converter 15 are opened, but the present invention is not limited to this. . In the engine brake operation, when the engine speed becomes equal to or lower than a predetermined return speed, the control unit 100 may restart the fuel supply and ignition to execute the idle operation.

  Furthermore, in the open operation, the engine 11 is finally stopped, but is not limited thereto. When the engine speed becomes equal to or lower than a predetermined return speed during the open operation, the control unit 100 may resume the fuel supply and ignition to execute the idle operation.

  The brake touch sensor 25, the accelerator touch sensor 26, and the shift knob touch sensor 27 are not limited to infrared sensors. Any sensor can be employed as long as it can detect the footrest on the brake pedal 31, the footrest on the accelerator pedal 32, and the contact with the shift knob 33. The shift knob 33 may be a sensor that detects proximity instead of detecting contact.

  In the first embodiment, when there is no footrest on the brake pedal 31 and there is a footrest on the accelerator pedal 32, the normal engine brake operation is selected during normal operation, and the open operation is selected during ECO operation. However, the open operation may be selected even during the normal operation. That is, in the first embodiment, the normal engine brake operation is selected in order to give priority to the acceleration response during normal operation. However, when priority is given to fuel consumption performance over acceleration response even during normal operation, open operation may be selected.

  In the second embodiment, when there is no footrest on the brake pedal after the accelerator is turned from on to off, the normal engine is used when the footrest is on the accelerator pedal after performing the release operation once. Although the brake operation has shifted, it is not limited to this. In other words, if there is no footrest on the brake pedal after the accelerator is turned on, the vehicle is simply released and the transition to normal engine brake operation is performed based on the presence or absence of footrest on the accelerator pedal. It does not have to be.

  In the first and second embodiments, the operation is changed depending on whether or not the ECO operation mode is set, but this process may be omitted. Similarly, a change in operation due to contact with the shift knob 33 may be omitted.

  In the embodiment, the ECO switch 28 is described as an example of a selection switch for the driver to select an operation mode in which the fuel efficiency is improved. However, the selection switch is not limited to the ECO switch 28. For example, a switch for directly selecting the open operation, such as a coasting switch, may be used. That is, any switch may be used as long as it is a switch for selecting an operation mode in which fuel consumption performance is improved as compared with normal operation, and the name of the operation mode may be anything. Further, the selection switch is not limited to the case where it is arranged on the instrument panel. For example, the selection switch may be disposed on a steering wheel or a shift knob. Furthermore, the selection switch may be disposed on the footrest.

  In addition, as long as the effects of the present technology can be obtained, the order of the steps may be changed, a plurality of steps may be processed in parallel, or another step may be added.

  As described above, the technology disclosed herein is useful for a control device for a vehicle drive unit.

11 Engine 12 Wheel 13 Transmission (intermittent device)
15 Torque converter (intermittent device)
16 Belt drive starter generator (generator, generator motor)
28 ECO switch (selection switch)
31 Brake pedal 32 Accelerator pedal 33 Shift knob 100 Control unit

Claims (11)

An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Furthermore, the control unit is configured to predict acceleration / deceleration intention based on a driver's operation on an operation unit related to driving force,
Operating portion associated with said driving force control device for a vehicle drive unit is a sheet Futono drive. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, when the driver's footrest on the brake pedal is detected from the brake-off state , the control unit performs the engine brake operation while the driver's footrest on the brake pedal is detected. A control device for a vehicle drive unit that performs the opening operation when not. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the engine brake operation when the driver's footrest on the brake pedal is detected, while the driver's footrest on the brake pedal is not detected. Open operation,
Further, when performing the opening operation based on whether or not the driver has stepped on the brake pedal, the control unit continues the opening operation for a predetermined period after starting the opening operation. A control device for a vehicle drive unit that shifts to the engine brake operation when a re-mounting step in which a person releases his / her foot from the accelerator pedal again after the predetermined period of time has been detected. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the release operation when the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal are not detected from the brake-off state, while the brake pedal control device for a vehicle drive unit for the engine brake operation when the driver's foot is the placing SEGA detection to. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the opening operation when the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal are not detected, while the driver's foot on the brake pedal is performed. It is configured to perform the engine brake operation when a ride or a driver's foot on the accelerator pedal is detected,
Further comprising a generator,
Furthermore, the control unit
When performing the engine brake operation by detecting the driver's footrest on the brake pedal, while performing the engine brake and performing the regenerative engine brake operation accompanied by the regenerative braking by the generator,
A vehicle drive unit that performs normal engine brake operation in which engine brake is applied without regenerative braking by the generator when the engine brake operation is performed when the driver's footrest on the accelerator pedal is detected. Control device. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the opening operation when the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal are not detected, while the driver's foot on the brake pedal is performed. It is configured to perform the engine brake operation when a ride or a driver's foot on the accelerator pedal is detected,
Further comprising a generator motor,
Furthermore, the control unit
When performing the engine brake operation by detecting the driver's foot on the brake pedal, the engine brake is applied and the regenerative engine brake operation with the regenerative braking by the generator motor is performed.
A control device for a vehicle drive unit, which performs a power running operation for at least the engine brake on the generator motor when the engine brake operation is performed when a driver 's footrest on the accelerator pedal is detected. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the opening operation when the driver's footrest on the brake pedal and the driver's footrest on the accelerator pedal are not detected, while the driver's foot on the brake pedal is performed. It is configured to perform the engine brake operation when a ride or a driver's foot on the accelerator pedal is detected,
It further includes a selection switch for the driver to select a driving mode in which fuel efficiency is improved,
Further, when the driving mode in which the fuel consumption performance is improved is selected by the selection switch, the control unit performs the opening operation even when the driver's footrest is detected on the accelerator pedal. Control device for vehicle drive unit to be performed. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the engine brake operation after the accelerator is turned off, and when contact or proximity to the shift knob from a state where the driver has released his hand from the shift knob is detected during the engine brake operation, A control device for a vehicle drive unit that shifts to an open operation. An interrupting device that switches between transmission and interruption of power between the engine and the wheels;
A control unit for a vehicle drive unit comprising a control unit for controlling the interrupting device,
The control unit predicts the acceleration / deceleration intention from the driver's operation after the accelerator is turned off, and according to the predicted acceleration / deceleration intention, the engine brake operation and the intermittent operation are operations in which the engine brake is applied by fastening the intermittent device. Switch to open operation, which is the operation that opened the device,
Further, the control unit performs the opening operation after the accelerator is turned off, and the engine brake is detected when contact or proximity to the shift knob from the state where the driver has released his hand is detected during the opening operation. A control device for a vehicle drive unit that shifts to driving. In the control device of the vehicle drive unit according to any one of claims 2 to 9 ,
The said control part is a control apparatus of the vehicle drive unit which transfers to the said engine brake driving | operation, when a vehicle speed increases more than predetermined value during the said open driving | operation. The control device for a vehicle drive unit according to claim 8 ,
The control unit is a control device for a vehicle drive unit that shifts to the opening operation when the vehicle speed decreases to a predetermined speed or less after shifting to the engine brake operation due to an increase in the vehicle speed during the opening operation.

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