Vehicle driving control device

Abstract

The vehicle's driving control device calculates the motor-required torque for the first regenerative control mode and the second regenerative control mode based on the throttle opening and the vehicle speed, selects the motor-required torque applicable to the first regenerative control mode or the second regenerative control mode from the calculated motor-required torque, and limits the rate of change of the motor-required torque when the selected motor-required torque changes by exceeding a predetermined rate of change due to switching from the first regenerative control mode to the second regenerative control mode.

Description

Technical Field

[0001] The present invention relates to a vehicle travel control device. Background Art

[0002] Patent Document 1 discloses a regenerative braking control device for controlling the regenerative braking force of a vehicle. The regenerative braking control device controls the regenerative torque of a motor so that the regenerative braking force of the vehicle increases or decreases according to the gear position set by a paddle switch provided on the steering wheel.

[0003] Patent Document 2 discloses a vehicle driving control device that controls the output of a motor based on a signal sent from an accelerator pedal. This vehicle driving control device controls the regenerative torque of the motor so that the vehicle gradually decelerates to a stop using regenerative braking force when the accelerator pedal is released.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent Application Laid-Open No. 2017-205015

[0007] Patent Document 2: Japanese Patent Application Laid-Open No. 06-70406

[0008] Technical problem to be solved by the invention

[0009] In a vehicle capable of performing the control disclosed in Patent Document 1 (hereinafter referred to as "first regeneration control") and the control disclosed in Patent Document 2 (hereinafter referred to as "second regeneration control"), that is, in a vehicle capable of switching from a first regeneration control mode that performs the first regeneration control to a second regeneration control mode that performs the second regeneration control during driving of the vehicle, when switching from the first regeneration control mode to the second regeneration control mode, the first regeneration control mode is invalidated.

[0010] However, since the regenerative braking force can be increased or decreased in the first regenerative control mode, there are cases where the regenerative braking force in the first regenerative control mode is greater than the regenerative braking force in the second regenerative control mode. In this case, when switching from the first regenerative control mode to the second regenerative control mode, the regenerative braking force after the switch is smaller than before the switch, and there is a concern that the braking force expected by the driver may not be achieved. Summary of the Invention

[0011] In view of the above situation, an object of the present invention is to provide a travel control device that can obtain the regenerative braking force expected by the driver even when the vehicle is switched from a first regenerative control mode that performs a first regenerative control to a second regenerative control mode that performs a second regenerative control during travel.

[0012] Technical means for solving technical problems

[0013] The vehicle driving control device according to an embodiment of the present invention can switch from a first regenerative control mode to a second regenerative control mode during vehicle driving. The first regenerative control mode controls the regenerative torque of the motor in a manner that the regenerative braking force increases or decreases according to the gear position, and the second regenerative control mode controls the regenerative torque of the motor in a manner that the regenerative braking force increases or decreases according to the amount of depression of the accelerator pedal. The vehicle driving control device includes: an acceleration required torque calculation unit, which calculates the torque required by the motor (acceleration required torque) for the first regenerative control mode and the second regenerative control mode based on the throttle opening and the vehicle speed; an acceleration required torque selection unit, which selects the motor required torque (acceleration required torque) applicable to the first regeneration control mode or the second regeneration control mode from the motor required torque (acceleration required torque) calculated by the acceleration required torque calculation unit; and a mode switching change rate limiting unit, which limits the change rate of the motor required torque when the motor required torque (acceleration required torque) output from the acceleration required torque selection unit changes by exceeding a predetermined change rate due to switching from the first regeneration control mode to the second regeneration control mode.

[0014] According to the above configuration, if the torque (acceleration torque) required by the motor changes by exceeding a predetermined rate of change due to switching from the first regenerative control mode to the second regenerative control mode, the rate of change of the torque (acceleration torque) required by the motor is limited. This suppresses the change between the torque (acceleration torque) required by the motor before switching from the first regenerative control mode to the second regenerative control mode and the torque (acceleration torque) required by the motor after switching. As a result, even when the vehicle switches from the first regenerative control mode to the second regenerative control mode while traveling, the regenerative braking force expected by the driver can be achieved.

[0015] The vehicle driving control device involved in an embodiment of the present invention, in the above-mentioned structure, further includes a driver-required torque calculation unit, which calculates the torque required by the motor (driver-required torque). In the first regeneration control mode, the driver-required torque calculation unit adds the torque required by the motor (set by the paddle switch) limited by the mode switching change rate limiting unit to the torque required by the motor (paddle regeneration torque) calculated based on the gear position and accelerator opening, and obtains the torque required by the motor (driver-required torque).

[0016] According to the above configuration, in the first regenerative control mode, the driver-requested torque calculation unit adds the motor-requested torque (acceleration-required torque) limited by the mode-switching change rate limiting unit to the motor-requested torque (paddle regenerative torque) calculated based on the gear position and accelerator pedal opening, and generates the motor-requested torque (driver-requested torque). Thus, in the first regenerative control mode, the motor-requested torque (driver-requested torque) is changed by operating the paddle switches located near the steering wheel. Therefore, the driver can increase or decrease the regenerative braking force by operating the paddle switches.

[0017] The driving control device of the vehicle involved in the embodiment of the present invention, in the above-mentioned structure, in the second regenerative control mode, when fixed to a predetermined gear position and the throttle opening is 0, controls the regenerative torque of the motor in such a manner that the vehicle is gradually decelerated to a stop by the regenerative braking force.

[0018] According to the above configuration, in the second regenerative control mode, when the vehicle is locked in a preset gear and the throttle opening is 0, the regenerative braking force gradually decelerates the vehicle to a stop. This allows the vehicle to be decelerated to a stop without switching from the accelerator pedal to the brake pedal.

[0019] In the vehicle driving control device involved in an embodiment of the present invention, in the above-mentioned structure, the rate of change limiting unit during mode switching limits the rate of change of the torque required by the motor relative to before the mode switching when the gear in the first regeneration control mode is greater than the pre-set gear in the second regeneration control mode and the regeneration torque required by the motor is greater.

[0020] According to the above configuration, the mode switching rate-of-change limiting unit limits the rate of change relative to the torque requested by the motor before the mode switch when the gear in the first regenerative control mode is greater than the pre-set gear in the second regenerative control mode. As a result, the regenerative torque requested by the motor after the mode switch is greater than the regenerative torque requested by the motor before the mode switch. This allows the regenerative braking force to be increased as the driver desires, even when the vehicle switches from the first regenerative control mode to the second regenerative control mode during travel.

[0021] The vehicle travel control device according to the embodiment of the present invention has the above-described configuration and includes a mode switching ON determination unit that requires the second regeneration control mode switch to be turned on for switching from the first regeneration control mode to the second regeneration control mode.

[0022] According to the above configuration, the mode switching ON determination unit can determine the switching from the first regeneration control mode to the second regeneration control mode based on the second regeneration control mode switch being turned ON.

[0023] In the vehicle driving control device according to an embodiment of the present invention, in the above-mentioned structure, the rate of change limiting unit releases the rate of change limitation when the torque required by the motor (acceleration required torque) calculated by the acceleration required torque calculation unit reaches the target torque in the second regenerative control mode during mode switching.

[0024] According to the above configuration, the mode switching rate-of-change limiting unit releases the rate-of-change restriction in the second regenerative control mode when the motor torque (acceleration required torque) calculated by the acceleration required torque calculation unit reaches the target torque. Consequently, after the motor torque (acceleration required torque) reaches the target torque, deceleration can be performed at the target torque (regenerative braking force).

[0025] Effects of the Invention

[0026] According to the vehicle travel control device according to the embodiment of the present invention, even when the first regeneration control mode is switched to the second regeneration control mode during vehicle travel, the regenerative braking force expected by the driver can be obtained. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1A This is a diagram schematically showing a shift lever.

[0028] Figure 1B This is a diagram schematically showing a paddle switch.

[0029] Figure 1C This is a diagram for explaining the first regenerative control implemented by the travel control device according to the embodiment of the present invention.

[0030] Figure 2 This is a diagram showing the relationship between the accelerator opening and the acceleration in the first regenerative control and the second regenerative control implemented by the travel control device according to the embodiment of the present invention.

[0031] Figure 3 This is a block diagram schematically showing a vehicle travel control device according to an embodiment of the present invention.

[0032] Figure 4 Yes Figure 3 A block diagram showing details of the mode switching change rate limiting unit is shown.

[0033] Figure 5 This is a flowchart schematically showing a control procedure of the vehicle travel control device according to the embodiment of the present invention.

[0034] Figure 6 This is a timing chart schematically showing control timings of the vehicle travel control device according to the embodiment of the present invention. DETAILED DESCRIPTION

[0035] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. However, the dimensions, materials, and relative arrangements of components described in the embodiments or shown in the drawings are not intended to limit the scope of the present invention and are merely illustrative examples.

[0036] A vehicle equipped with a driving control device 1 according to an embodiment of the present invention is an electric vehicle such as an electric vehicle (EV), a hybrid vehicle (HV), or a plug-in hybrid vehicle (PHV), which regenerates the vehicle's deceleration energy into electrical energy.

[0037] The travel control device 1 according to the embodiment of the present invention can switch from the first regeneration control mode to the second regeneration control mode while the vehicle is traveling.

[0038] In the first regenerative control mode, the regenerative torque of the motor is controlled as follows: the torque required by the motor (not shown) (hereinafter referred to as "acceleration required torque") increases according to the amount of depression of the accelerator pedal, while the regenerative braking force increases or decreases according to the gear position set by the shift lever 110 or the paddle switch 120. Figures 1A to 1C As shown, the gear positions that can be set by the shift lever 110 or the paddle switch 120 are, for example, six positions from B0 (small regenerative force) to B5 (large regenerative force), and the regenerative torque of the motor is controlled in the following manner: when the accelerator pedal (not shown) is disconnected, the regenerative braking force acts according to the gear position.

[0039] The shift lever 110 can be operated from the original position to each of the positions R (reverse), N (neutral), D (forward), and B (regenerative braking). By operating the shift lever 110 to D, the basic gear "D (B2)" is selected. In addition, in this state, by operating the shift lever 110 once to B, the gear "B3" with a one-stage increase in regenerative force is selected, and by operating the shift lever 110 again to B, the gear "B5" with the maximum regenerative force is selected. The paddle switch 120 is composed of a paddle plus switch 121 and a paddle minus switch 122. The paddle plus switch 121 is a structure for shifting to a gear with a one-stage decrease in regenerative force. Each time the paddle plus switch 121 is operated, the gear is shifted to a gear with a one-stage decrease in regenerative force. The paddle minus switch 122 is a structure for shifting to a gear with a one-stage increase in regenerative force. Each time the paddle minus switch 122 is operated, the gear is shifted to a gear with a one-stage increase in regenerative force.

[0040] In the second regenerative control mode, the first regenerative control mode is disabled, and the motor's regenerative torque is controlled such that the acceleration request torque increases in accordance with the amount the accelerator pedal is depressed, while the motor is fixed to a pre-set gear position, gradually decelerating the vehicle to a stop using regenerative braking force. The pre-set gear position is, for example, the base gear position "D (B2)." The motor's regenerative torque is controlled such that when the accelerator pedal is released, the vehicle gradually decelerates to a stop using regenerative braking force.

[0041] like Figure 2 As shown, for example, in the first regenerative control mode, the accelerator pedal requests a torque from X(G) to -Y(G), whereas in the second regenerative control mode, the accelerator pedal requests a torque from X(G) to -Z(G). Furthermore, (G) is the unit of gravitational acceleration, and X, Y, and Z are positive numbers. Furthermore, X is an arbitrary number, and Y<<Z. Thus, compared to the first regenerative control mode, the second regenerative control mode can control the regenerative torque required by the motor over a wider range and can control the regenerative braking force over a wider range (compared to the first regenerative control mode, the second regenerative control mode can achieve a greater regenerative braking force).

[0042] In addition, since the amount of depression that can be made on the accelerator pedal does not change, even if the amount of depression on the accelerator pedal is the same, the second regenerative control mode requires a greater torque than the first regenerative control mode. Figure 2As shown, when switching from the first regenerative control mode to the second regenerative control mode (when the second regenerative control mode is selected), the magnitude of the torque change per acceleration operation (unit amount) increases, making the driver's operation less user-friendly (large acceleration and deceleration occur with a small acceleration operation). In this state, further increase in regenerative torque through the first regenerative control mode is not permitted, so when switching from the first regenerative control mode to the second regenerative control mode, the first regenerative control mode is disabled.

[0043] like Figure 3 As shown, a vehicle travel control device 1 according to an embodiment of the present invention includes an acceleration request torque calculation unit 2 , an acceleration request torque selection unit 3 , and a mode switching change rate restriction unit 4 .

[0044] The acceleration torque calculation unit 2 calculates the torque required by the motor (acceleration torque) for each regenerative control mode based on the accelerator opening and vehicle speed. For example, the acceleration torque calculation unit 2 includes a data table (acceleration map) that associates the accelerator opening and vehicle speed with the acceleration torque for each regenerative control mode. The acceleration torque calculation unit 2 determines the accelerator opening and vehicle speed to determine the acceleration torque for each regenerative control mode. The regenerative control mode is switched from the first regenerative control mode to the second regenerative control mode using a second regenerative control mode switch (not shown) located on the control console (not shown).

[0045] The acceleration torque calculation unit 2 includes data tables (acceleration maps) for the first and second regenerative control modes, and calculates the acceleration torque required for each regenerative control mode based on the accelerator pedal position and vehicle speed. The calculated acceleration torque required for each regenerative control mode is then output to the acceleration torque selection unit 3.

[0046] The acceleration required torque selection unit 3 selects an acceleration required torque applicable to each regenerative control mode from the acceleration required torque for each regenerative control mode calculated by the acceleration required torque calculation unit 2. In the embodiment of the present invention, in addition to the acceleration required torque for each regenerative control mode calculated by the acceleration required torque calculation unit 2, the second regenerative control determination, the gear position, the second regenerative required torque, and the second speed required torque (shift R) are also input to the acceleration required torque selection unit 3, and the acceleration required torque applicable to the regenerative control mode is selected.

[0047] The second regeneration control determination indicates whether the second regeneration control is established. If the second regeneration control determination is not established, the value is "0," and if the second regeneration control determination is established, the value is "1." As described above, the shift position is a shift position that can be set using the shift lever 110. In the first regeneration control mode, the shift lever 110 selects one of D(B2), B3, or B5, and in the second regeneration control mode, the shift position is fixed at D(B2).

[0048] Therefore, in the first regenerative control mode, the acceleration required torque in the first regenerative control mode calculated in the acceleration required torque calculation unit 2 is the acceleration required torque, and in the second regenerative control mode, the acceleration required torque in the second regenerative control mode calculated in the acceleration required torque calculation unit 2 is the acceleration required torque.

[0049] If the acceleration torque requested output from the acceleration torque request selector 3 changes by exceeding a predetermined rate of change due to switching from the first regenerative control mode to the second regenerative control mode, the mode switching rate of change limiter 4 limits the rate of change of the acceleration torque requested. Thus, the mode switching rate of change limiter 4 prevents driving force fluctuations exceeding the predetermined rate of change caused by switching from the first regenerative control mode to the second regenerative control mode. Therefore, if the regenerative braking force in the first regenerative control mode is greater than the braking force in the second regenerative control mode, even if the regenerative braking force is switched from the first regenerative control mode to the second regenerative control mode, a significant decrease in the regenerative braking force after the switch can be prevented compared to before the switch, thereby achieving the regenerative braking force expected by the driver.

[0050] like Figure 4 As shown, the mode switching change rate limiting unit 4 includes a mode switching ON determination unit 41 , a change rate limiting unit 42 , an acceleration request torque limiting unit 43 , a paddle regeneration torque input unit 44 , and an acceleration request torque output unit 45 .

[0051] The mode switch on determination unit 41 determines whether a switch from the first regeneration control mode to the second regeneration control mode has been established. If the switch from the first regeneration control mode to the second regeneration control mode has been established, the mode switch on determination unit 41 switches from "0" to "1." For example, the second regeneration control determination unit and the acceleration required torque are input to the mode switch on determination unit 41 to determine whether a switch from the first regeneration control mode to the second regeneration control mode has been established.

[0052] The rate-of-change limiting unit 42 limits the rate of change of the acceleration torque request (IN) before rate-of-change limitation and the acceleration torque request (OLD_OUT) after rate-of-change limitation to a predetermined range. For example, an upper rate-of-change limit (UPPER) and a lower rate-of-change limit (LOWER) are set in the rate-of-change limiting unit 42. The rate-of-change limiting unit 42 limits the rate of change of the acceleration torque request to within the upper and lower limits.

[0053] The acceleration torque limiter 43 limits the acceleration torque to the rate of change limited by the rate-of-change limiter 42. In addition to the rate of change (IN) limited by the rate-of-change limiter 42, the maximum value (UPPER) and minimum value (LOWER) of the acceleration torque are input to the acceleration torque limiter 43, and the acceleration torque corresponding to the rate of change limited by the rate-of-change limiter 42 is output.

[0054] When switching from the first regenerative control mode to the second regenerative control mode, the paddle regenerative torque input unit 44 inputs the regenerative torque before the mode switch (the regenerative torque in the first regenerative control mode). In the embodiment of the present invention, the regenerative torque before the mode switch is input when the gear in the first regenerative control mode has a greater regenerative force than the gear in the second regenerative control mode. Therefore, in the embodiment of the present invention, the regenerative torque (the regenerative torque in the first regenerative control mode) is input when the gear in the first regenerative control mode is B3, B4, or B5, which has a greater regenerative force than D(B2).

[0055] The acceleration torque output unit 45 adds the acceleration torque after the mode switch (the acceleration torque in the second regenerative control mode) to the regenerative torque before the mode switch (the regenerative torque in the first regenerative control mode) and outputs the result. In the embodiment of the present invention, the acceleration torque after the mode switch (a corrected value) whose rate of change during the mode switch is limited is added to the regenerative torque before the mode switch and outputs the result.

[0056] like Figure 3 As shown, the vehicle travel control device 1 according to the embodiment of the present invention further includes a driver-requested torque calculation unit 5 .

[0057] The driver requested torque calculation unit 5 adds the acceleration requested torque limited by the mode switching change rate limiting unit 4 to the paddle regeneration torque calculated based on the gear position set by the paddle switch 120 and the accelerator opening, and generates the driver requested torque. In the embodiment of the present invention, in addition to adding the acceleration requested torque limited by the mode switching change rate limiting unit 4 to the paddle regeneration torque, the driver requested torque calculation unit 5 also adds the acceleration requested torque to the paddle power running torque (disabled), the creep torque, and the regeneration torque (disabled) in the second regeneration control mode, and generates the driver requested torque.

[0058] In addition, in an embodiment of the present invention, when switching from the first regeneration control mode to the second regeneration control mode, the regeneration torque before the mode switching (the regeneration torque in the first regeneration control mode) is used as the input of the change rate display unit 4 during mode switching, and the acceleration required torque after the mode switching (the acceleration required torque in the second regeneration control mode) is added to the regeneration torque before the mode switching (the regeneration torque in the first regeneration control mode).

[0059] In addition, in an embodiment of the present invention, Figure 3 As shown, a second regeneration control determination unit 6 is provided. The second regeneration control determination unit 6 is required to turn on a second regeneration control regeneration mode switch for switching from the first regeneration control mode to the second regeneration control mode.

[0060] like Figure 5 As shown, in the vehicle driving control device 1 according to the embodiment of the present invention, the acceleration required torque calculation unit 2 first calculates the acceleration required torque for each regenerative control mode based on the accelerator opening and vehicle speed (step S1). For example, a data table (acceleration map) that associates the acceleration required torque with the accelerator opening and vehicle speed is provided for each regenerative control mode, and the acceleration required torque for each regenerative control mode is obtained by determining the accelerator opening and vehicle speed.

[0061] Next, the second regeneration control determination unit 6 determines whether the second regeneration control mode is on (step S2). Whether the second regeneration control mode is on is determined by, for example, whether a second regeneration control mode switch provided on a console (not shown) is on.

[0062] When the second regeneration control mode is on (step S2 : YES), the acceleration required torque selection unit 3 selects the acceleration required torque for the second regeneration control mode from the acceleration required torques for each regeneration control mode and fixes the gear position to D ( B2 ) (step S3 ).

[0063] On the other hand, when the second regeneration control mode is not engaged, that is, in the first regeneration control mode (step S2 : No), the acceleration required torque selection unit 3 selects the acceleration required torque of the first regeneration control mode from the acceleration required torques of each regeneration control mode (step S4 ).

[0064] Next, the second regeneration control determination unit 6 determines whether the second regeneration control mode has been switched from OFF to ON, that is, whether the first regeneration control mode has been switched to the second regeneration control mode (step S5). If it is determined that the second regeneration control mode has been switched from OFF to ON (step S5: YES), the regeneration torque before the mode switch (the regeneration torque in the first regeneration control mode) is input to the mode switch change rate limiting unit 4, and the acceleration required torque after the mode switch (the acceleration required torque (regeneration torque) in the second regeneration control mode) is added to the regeneration torque before the mode switch (step S6).

[0065] On the other hand, if it is determined that the second regeneration control mode has not been switched from OFF to ON, that is, if it is determined that the first regeneration control mode is maintained (step S5: NO), the mode switch ON determination unit 41 of the mode switch rate-of-change restriction unit 4 determines whether the mode switch has been established (step S7). At this time, if it is determined that the driver mode switch has been established, the mode switch ON determination unit switches from "0" to "1" (step S7: YES). Furthermore, if the mode switch ON determination unit 41 of the mode switch rate-of-change restriction unit 4 determines that the mode switch has been established (step S7: YES), the rate-of-change restriction unit 42 of the mode switch rate-of-change restriction unit 4 compares the acceleration request torque before the rate-of-change restriction with the acceleration request torque after the rate-of-change restriction, and limits the rate of change of the acceleration request torque (step S8).

[0066] On the other hand, if the mode switching ON determination unit 41 of the mode switching rate-of-change restriction unit 4 determines that the mode switching has not been completed, the mode switching determination is maintained at "0" (step S7: No). Furthermore, if the mode switching ON determination unit 41 of the mode switching rate-of-change restriction unit 4 determines that the mode switching has not been completed (step S7: No), the rate-of-change restriction unit 42 of the mode switching rate-of-change restriction unit 4 does not limit the rate of change of the acceleration required torque (step S9).

[0067] After processing any of steps S6, S8, and S9, the mode switching rate-of-change limiting unit 4 calculates the regenerative torque based on the accelerator opening and the gear position (step S10). The driver requested torque calculation unit 5 then adds the acceleration requested torque to the regenerative torque to obtain the driver requested torque (step S11). In the second regenerative control mode, the gear position is D, and 0 is added to the acceleration requested torque as the regenerative torque, which is then used as the driver requested torque.

[0068] like Figure 6 As shown, in the vehicle driving control device 1 according to the embodiment of the present invention, in the case of the first regenerative control mode, the gear position is any one of "B0" to "B5", and the acceleration torque calculation unit 2 calculates the acceleration torque based on the accelerator opening and the vehicle speed. For example, Figure 6 In the example shown, the gear position is "B5", the throttle opening is 0% (throttle fully closed), the acceleration required torque is -A (Nm), the regenerative torque is -C (Nm), the driver required torque is -AC (Nm), and the front and rear G is -Y (G).

[0069] Next, the second regenerative control mode switch (not shown) located on the console (not shown) is turned on. When the second regenerative control determination is established and the mode switch on determination is established, the second regenerative control determination changes from "0" to "1," and the mode switch on determination changes from "0" to "1." This gradually switches the acceleration request torque from the first regenerative control mode to the second regenerative control mode. As a result, the acceleration request torque, driver request torque, and front and rear G gradually decrease.

[0070] In addition, when the second regeneration control determination is established and the second regeneration control determination changes from "0" to "1", the gear position is switched from any one of "B0" to "B5" to "D". Figure 6 In the example shown, the gear position is switched from "B5" to "D." As a result, the regenerative torque (the regenerative torque in the first regenerative control mode) becomes zero. However, the regenerative torque before the mode switch is used as input to the mode switch change rate limiting unit 4, and the acceleration required torque after the mode switch (the acceleration required torque in the second regenerative control mode (acceleration required regenerative torque)) is added to the regenerative torque before the mode switch. As a result, the acceleration required torque decreases (the acceleration required regenerative torque increases), and the driver-required torque does not increase but gradually decreases (the driver-required regenerative torque gradually increases).

[0071] Then, when the acceleration required torque reaches the target value (acceleration required torque in the second regenerative control mode), the mode switch on determination is not established, and the mode switch on determination changes from "1" to "0". As a result, the rate of change restriction in the rate of change restriction unit 4 during mode switching is released. Figure 6 In the example shown, when the acceleration required torque is -B (Nm), the driver required torque is -B (Nm), and the front-rear G is -Z (G), the change rate restriction is released.

[0072] According to the vehicle driving control device 1 according to the embodiment of the present invention, in the first regenerative control mode, the regenerative braking force increases or decreases according to the gear position set by the shift lever 110 or the paddle switch 120. In the second regenerative control mode, the vehicle is gradually decelerated to a stop by the regenerative braking force. This allows deceleration to be adjusted according to the driver's preference.

[0073] Furthermore, while the vehicle is traveling, when switching from the first regenerative control mode to the second regenerative control mode, the regenerative torque (the regenerative torque in the first regenerative control mode) becomes zero. However, the regenerative torque before the mode switch (the regenerative torque in the first regenerative control mode) is used as input to the mode switch rate-of-change limiting unit 4, and the acceleration request torque after the mode switch is added to the regenerative torque before the mode switch (the regenerative torque in the first regenerative control mode). This suppresses the change in the driver-required torque (the change in the regenerative torque) before and after the mode switch. Consequently, even when the vehicle is traveling, the regenerative braking force expected by the driver can be achieved even when switching from the first regenerative control mode to the second regenerative control mode.

[0074] Furthermore, if the motor's regenerative torque is greater in the first regenerative control mode than in the second regenerative control mode, the acceleration request torque after the mode switch is added to the regenerative torque before the mode switch (the regenerative torque in the first regenerative control mode). This results in a lower driver-required torque (greater regenerative torque) after the mode switch than before the mode switch. This allows the regenerative braking force to be increased as the driver desires, even when the vehicle switches from the first regenerative control mode to the second regenerative control mode during travel.

[0075] Furthermore, since the second regeneration control determination unit 6 is provided, which requires the second regeneration control mode switch to be turned on for switching from the first regeneration control to the second regeneration control, the establishment of the second regeneration control can be determined based on the second regeneration control mode switch being turned on.

[0076] The regenerative torque in the first regenerative control mode is calculated based on the accelerator opening being 0 and the above-mentioned gear position. Therefore, the regenerative torque in the first regenerative control mode can be calculated based on the gear position.

[0077] In the second regenerative control mode, when the acceleration required torque reaches the target torque, the change rate restriction is released, and thus deceleration can be achieved at the target torque (regenerative braking force) thereafter.

[0078] The present invention is not limited to the above-described embodiment, and includes modified embodiments of the above-described embodiment and embodiments in which these embodiments are appropriately combined.

[0079] Although various embodiments have been described above with reference to the accompanying drawings, it is self-evident that the present invention is not limited to these examples. It is obvious that a person skilled in the art would be able to conceive of various variations or modifications within the scope of the claims, and it should be understood that these also fall within the technical scope of the present invention. Furthermore, the various structural elements in the above-described embodiments may be arbitrarily combined without departing from the gist of the invention.

[0080] In addition, the present invention is based on Japanese patent application (Japanese Patent Application No. 2020-129819) filed on July 31, 2020, and the contents are incorporated herein by reference.

[0081] Explanation of symbols

[0082] 1 Travel control device

[0083] 2 Acceleration torque calculation unit

[0084] 3 Acceleration torque selection section

[0085] 4. Change rate limiter during mode switching

[0086] 41 Mode switch on determination unit

[0087] 42 Change rate limiter

[0088] 43 Acceleration torque limiter

[0089] 44 Paddle regenerative torque input unit

[0090] 45 Acceleration required torque output unit

[0091] 5 Driver Request Torque Calculation Unit

[0092] 6 Second regeneration control determination unit

[0093] 110 gear lever

[0094] 120 paddle switches

[0095] 121 paddles and switches

[0096] 122 Paddle negative switch

Claims

1. A vehicle driving control device, wherein during vehicle driving, a second regenerative control mode switch can be switched from a first regenerative control mode to a second regenerative control mode by turning on a second regenerative control mode switch. The first regenerative control mode controls the regenerative torque of the motor in a manner such that the regenerative braking force increases or decreases according to a gear position. The second regenerative control mode controls the regenerative torque of the motor in a manner such that the regenerative braking force increases or decreases according to the amount of accelerator pedal depression while the gear position is fixed to a predetermined value. The device is characterized in that: have: an acceleration required torque calculation unit that calculates a torque required by the motor for the first regenerative control mode and the second regenerative control mode based on an accelerator pedal opening and a vehicle speed; an acceleration required torque selection unit configured to select the motor required torque applicable to the first regenerative control mode or the second regenerative control mode from the motor required torque calculated by the acceleration required torque calculation unit; as well as A mode switching change rate limiting unit limits the change rate of the motor-required torque when the motor-required torque output from the acceleration-required torque selection unit changes by exceeding a preset change rate due to switching from the first regeneration control mode to the second regeneration control mode.

2. The vehicle travel control device according to claim 1, wherein: The device further comprises a driver-requested torque calculation unit for calculating the torque required by the motor. In the first regeneration control mode, the driver requested torque calculation unit adds the motor requested torque limited by the mode switching change rate limiting unit to the motor requested torque calculated based on the gear position and the accelerator opening to obtain the motor requested torque.

3. The vehicle travel control device according to claim 1, wherein: In the second regenerative control mode, when the vehicle is fixed in a preset gear position and the accelerator opening is zero, the regenerative torque of the motor is controlled so that the vehicle is gradually decelerated to a stop by the regenerative braking force.

4. The vehicle travel control device according to claim 2, wherein: In the second regenerative control mode, when the vehicle is fixed in a preset gear position and the accelerator opening is zero, the regenerative torque of the motor is controlled so that the vehicle is gradually decelerated to a stop by the regenerative braking force.

5. The vehicle travel control device according to claim 3, wherein: The mode switching change rate limiting unit limits a change rate of the torque required by the motor before mode switching when the regenerative torque required by the motor is greater in the gear in the first regenerative control mode than in the predetermined gear in the second regenerative control mode.

6. The vehicle travel control device according to claim 4, wherein: The mode switching change rate limiting unit limits a change rate of the torque required by the motor before mode switching when the regenerative torque required by the motor is greater in the gear in the first regenerative control mode than in the predetermined gear in the second regenerative control mode.

7. The vehicle travel control device according to any one of claims 1 to 6, characterized in that: A mode switching ON determination unit is provided, the mode switching ON determination unit requiring the second regeneration control mode switch to be turned ON for switching from the first regeneration control mode to the second regeneration control mode.

8. The vehicle travel control device according to any one of claims 1 to 6, characterized in that: The mode switching change rate limiting unit releases the change rate limitation when the torque required by the motor calculated by the acceleration required torque calculation unit reaches the target torque in the second regenerative control mode.

9. The vehicle travel control device according to claim 7, wherein: The mode switching change rate limiting unit releases the change rate limitation when the torque required by the motor calculated by the acceleration required torque calculation unit reaches the target torque in the second regenerative control mode.

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