JP2000197210A - Device for controlling traveling of hybrid vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To perform smooth acceleration and deceleration, without the need for stepping on the accelerator or applying brake too frequently on mountain roads and the like, in a hybrid vehicle that performs acceleration assisting control and regenerative braking control. SOLUTION: A torque command is given to a motor generator 12 to perform acceleration assisting control, when a hybrid vehicle having an engine 10 and the motor generator 12 is accelerated. When it decelerates, a torque command in a direction opposite to the rotation of a rotor is given to the motor generator 12. This device is provided with a gear-step sensor 18, which detects the gear step of an automatic transmission 16 or a shift lever position sensor 28, which detects the position of the shift lever. This structure allows torque characteristics of the motor generator 12 to be changed and controlled at acceleration or deceleration according to the gear step or the position of the shift lever.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel control device for a hybrid vehicle, and more particularly, to a travel control device for a hybrid vehicle which assists a motor generator as required during traveling using an engine as a power source.

[0002]

2. Description of the Related Art Conventionally, a motor generator is connected to an output shaft of an engine to function as a motor when starting or accelerating a vehicle to perform torque assist, and to function as a generator at the time of braking to perform regenerative braking to recover power. A traveling control device for a hybrid vehicle is disclosed in, for example, Japanese Patent Application Laid-Open No. 4-207907.

[0003]

However, if the torque command given to the motor generator at the time of acceleration or deceleration is constant irrespective of the running state, when the vehicle is accelerated on an uphill, the acceleration is higher than on a flat ground. It is necessary to depress the accelerator excessively, and when decelerating on a downhill, it is necessary to shift down to a lower gear to apply the engine brake more, or to depress the brake pedal more than on a flat ground. Therefore, for this reason, the driver may not be satisfied with the traveling performance at the time of acceleration and deceleration in a mountainous area.

Accordingly, it is an object of the present invention to provide a travel control device which can achieve the same traveling performance as a flat ground even by using an accelerator or a brake similar to a flat ground even in a mountainous area having many slopes.

[0005]

To achieve the above object, a first aspect of the present invention is a traveling control device for a hybrid vehicle having an engine and a motor generator, wherein a gear for detecting a gear position of an automatic transmission is provided. Shift detecting means or shift lever position detecting means for detecting a shift lever position, control means for changing and controlling the torque characteristics of the motor generator during acceleration or deceleration according to the gear position or shift lever position, and Switching means for manually switching a mode for automatically changing the torque characteristic of the motor generator during acceleration or deceleration in accordance with a shift lever position.

According to a second aspect of the present invention, there is provided a travel control device for a hybrid vehicle having an engine and a motor generator, wherein the information receiving means receives information on a planned travel road, and the information processing means determines whether the planned travel road is a mountainous area based on the received information. And a means for changing the torque command of the motor generator at the time of acceleration or deceleration when the scheduled road is a mountainous area.

According to a third aspect of the present invention, there is provided the traveling control apparatus for a hybrid vehicle according to the first aspect, wherein the automatic change of the torque characteristic is always performed when the automatic change mode is switched to the operation side. And a mode in which the automatic change mode is switched to the operation side and the torque characteristic is automatically changed only when the scheduled driving road is set in advance by the information receiving means for receiving information on the scheduled driving road. And a switching means for manually switching between the two modes.

According to a fourth aspect of the present invention, there is provided the travel control device for a hybrid vehicle according to any one of the first to third aspects, wherein a mode or torque command for changing a torque characteristic of the motor generator during acceleration or deceleration is provided. A display means for displaying the selected mode when a mode for changing is selected.

[0009]

Embodiments of the present invention will be described below with reference to the drawings.

FIG. 1 is a block diagram showing the configuration of the present embodiment. A motor generator 12 is connected to an output shaft of the engine 10.
4. The automatic transmission 16 is connected, and the driving force is transmitted to the driving wheels.

The automatic transmission 16 has a simple connection 3 with an auxiliary transmission composed of a front type overdrive planetary gear unit.
This is a combination of a four-stage forward and one-stage reverse main transmission composed of a planetary gear train. FIG. 2 shows a skeleton diagram of the transmission. The auxiliary transmission includes a single pinion type planetary gear device, a hydraulic clutch C0 and a brake B0 frictionally engaged by a hydraulic actuator, and a one-way clutch F0. The main transmission includes three sets of single pinion type planetary gear units, hydraulic clutches C1, C2, brakes B1, B2, B3, B4 and one-way clutches F1, F2 frictionally engaged by hydraulic actuators. It is provided with.
The clutch C0, C1 serving as the engagement means is switched by switching the hydraulic circuit by energizing or de-energizing the solenoid valve, or by mechanically switching the hydraulic circuit by a manual shift valve mechanically connected by a shift lever. , C2, brakes B1, B2, B3, B
4 are respectively engaged and disengaged, and neutral (N)
And the five forward speeds (1st to 5th) and one reverse speed (R) are established.

[0012] In the operation engagement table of FIG.
Is engaged, “◎” is engaged when the shift lever is operated to the engine brake, that is, “3”, “2”, “L”, or “DM” position, and “△” is engaged. No symbol indicates disengagement, regardless of power transmission. The gear position sensor 18 provided in the automatic transmission 16 includes the hydraulic clutches C1, C2, the brakes B1, B2, B3, B
4 and a sensor that detects the engagement state of the one-way clutches F1 and F2, and determines the gear position from a combination of these.

The state of the engine 10 is monitored by the ECU 20, and the intake air temperature, the engine speed, the engine output value and the like are input to the ECU 20. In addition, vehicle speed, accelerator pedal opening signal, foot brake pedal depression signal, etc.
It is input to U20 to determine the running state of the vehicle. ECU
The inverter 22 is operated based on a command from the controller 20 to form a rotating magnetic field, and the motor generator 12 functions as a motor or a generator. Specifically, when starting or accelerating, the motor generator 12 functions as a motor based on an accelerator opening signal from the ECU 20, and when braking, the motor generator 12 functions as a generator based on a foot brake pedal depressing signal and the battery 24.
The regenerative power is supplied to and stored.

Further, a navigation system 26 is connected to the ECU 20 as information receiving means for receiving information on a planned traveling road. Here, the information receiving means is not limited to the navigation system 26. If the information can be received so as to be able to receive information on the planned traveling route, the driver himself / herself can input the traveling route plan or record the current traveling route from the past traveling route record. It may be an analysis means for analyzing the traveling route or a means for receiving traffic information or the like. The information referred to here includes terrain information, traffic information, construction information, and the like of the planned traveling road. The navigation system 26 includes, for example, a display device, an input device, a communication control unit, a route search unit, a map database, and a travel data recording unit. When the driver inputs a destination, a scheduled traveling route from the current traveling position detected by GPS or the like to the destination is obtained by calculation. The geographical information and traffic information of the planned traveling route stored in the map database of the navigation system 26 are sent to the ECU 20. From the geographical information, it is determined whether the planned road is an urban area or a mountainous area with many hills.

FIG. 4 shows a representative example of the shift lever position. The shift lever is “P (parking)”, “R (reverse)”, “N (neutral)”, “D (drive)”, “DM (direct mode)”, “3”,
It has a total of eight operation positions of "2" and "L". This operation position is determined by the shift lever position sensor 28.
Is detected by The "DM" position is a position where the five forward gears (1st to 5th, engine brake operation) can be manually switched, and the driver can switch and select it according to the slope of the slope or the like. In the “DM” position,
A shift switch provided in the steering unit shown in FIG. 5 allows manual operation of up and down five forward gears. The switch on the front side shown in FIG. 5 is a shift-down switch, and the switch on the back side not shown is a shift-up switch, so that a manual shift operation can be realized without releasing the hand from the steering wheel.

FIG. 6 shows the torque characteristics of the motor generator during deceleration and the torque characteristics of the motor generator during acceleration. (A) shows the regenerative torque characteristics with respect to the vehicle speed. 4
In th and 5th, the regenerative torque is larger in 5th. The larger the gear ratio, the larger the regenerative torque is set. By increasing the regenerative torque, insufficient torque of the engine brake can be compensated, and sufficient braking can be obtained without complicated operation of the foot brake pedal. In mountainous areas, 4th, 5t
h In either case, the regenerative torque is uniformly higher than in normal times, so even when driving on a mountainous area with many steep slopes,
Sufficient braking can be obtained by normal foot brake pedal operation. In addition, by increasing the regenerative torque, it becomes possible to recover the power consumed by the acceleration assist on the uphill on the downhill. Here, only the two levels of the mountain area and the normal case are described.
The regenerative torque characteristics may be set in several levels, such as a weak mountainous area-a middle mountainous area-a strong mountainous area.

FIG. 2B shows the acceleration assist torque characteristics with respect to the accelerator opening. Acceleration torque is uniformly higher in mountainous areas than in normal cases, so when driving in mountainous areas with many steep slopes, sufficient acceleration can be obtained without depressing the accelerator further. . In addition, acceleration performance with respect to depression of the accelerator is improved.

FIG. 7 shows a touch panel type operation screen in the navigation system. This screen is an input screen of a driving method, and is the same as that described in Japanese Patent Application Laid-Open No. 10-264739. Uphill control `` Yes '' `` No '',
There are selection switches for “power”, “normal”, driver-oriented control, and the like. Subsequent to the screen, an input screen for traveling control of the present embodiment of FIG. 8 is provided.

(1) MG automatic torque assist control "Yes"
"No": Selects whether to execute automatic control of the torque of the motor generator during acceleration and deceleration. (2) Deceleration increase during regeneration "Yes" or "No": Select whether to execute automatic control of the regenerative torque of the motor generator during deceleration. (3) Acceleration increase during acceleration “Yes”, “No”; Select whether or not to execute automatic control of the acceleration assist torque of the motor generator during acceleration. (4) Mountainous area identification control “Yes” or “No”; In mountainous areas, whether or not to increase the torque of the motor generator uniformly is selected.

Input is made by selecting any of the above items and touching the panel. It is also possible to select whether or not to set the set items as personal identification information so that the set items can be stored for each individual. FIG. 8 shows a state in which the regenerative deceleration up “present” is set by manual operation.

The operation procedure of automatic torque control (automatic torque assist control) during acceleration or deceleration will be described with reference to the flowchart of the travel control device of this embodiment shown in FIG. First, after the ECU 20 processes the input signal (S20), it is determined whether the system is normal (S3).
0). That is, it is checked whether the motor generator, the automatic transmission, and the navigation system are operating properly. If there is no abnormality in the system, it is then confirmed whether or not the navigation system has been set for navigation traveling (S40). The setting of the navigation running means that the destination is input using the navigation system 26, and
This is a setting in which the route from the current position detected by the PS to the destination is guided on the operation screen. Here, there are a concept of performing the automatic torque assist control only when there is a setting of the navigation traveling, and a concept of always performing the automatic torque assist control regardless of the setting of the navigation traveling. This step can be omitted if the operation is always performed. FIG.
It is also possible to provide a selection switch on the operation screen of the touch panel of the navigation system 26 so that the driver can manually set whether control is to be performed only during navigating driving or always to be performed even during normal driving.

If the navigation is set, it is determined whether to execute the automatic torque assist control (S5).
0). That is, it is checked which setting is selected among the manual setting contents of the automatic torque correction on the operation screen. When the automatic torque assist control “absent” is selected, the routine returns.

When the automatic torque assist control "Yes" is selected, the state of charge (SOC) of the battery is checked (S60). It is checked whether the SOC of the battery is equal to or higher than the first predetermined value and equal to or lower than the second predetermined value, that is, it is determined whether the battery can withstand charging and discharging. For example, the state below the first predetermined value is a state where the charge amount is small and acceleration assist by discharging is not possible, and the state where the second predetermined value or more is a state where the charge amount is large and
This is a state in which the power generated by regeneration cannot be charged. When the battery is within a predetermined range in which the battery can be charged and discharged, the ECU 20 then sets the current travel location to the mountain based on altitude data of the planned travel route already set by the driver inputting the destination. It is determined whether or not it is a ground (S7
0). This determination may be, for example, an urban area-a weak mountain area-a middle mountain area-a strong mountain area, instead of distinguishing between two steep areas of an urban area or a mountain area.

If it is determined that the area is a mountainous area, the characteristic of the mountainous area is set (S80). Here, only two levels (city area, mountain area) are described, but several levels may be provided in accordance with the number of determination levels in S70. The switching of the characteristics may be performed when there is no problem, that is, when the vehicle is stopped. When this control is performed, the indicator is turned on to inform the driver that mountainous area control will be performed (S90).

If it is determined in S70 that the area is an urban area, the normal setting is maintained (S100).

If it is determined in S70 that the area is a mountainous area, the motor generator is controlled in the mode set in S80 (S110). These settings are
Control is performed based on the manual setting at 50. For example, if the mountain area identification control “Yes” is selected, the torque of the motor generator is uniformly increased.

Although omitted in this flowchart, the gear position or shift lever position during traveling is detected by the gear position sensor 18 or the shift lever position sensor 28, and the acceleration torque or the regenerative torque is changed based on the detected gear position or shift lever position. It may be. For example, "3" compared to when the shift lever position is "D"
Increase the position acceleration torque and regenerative torque.

In the present embodiment, either the regeneration deceleration increase control or the acceleration acceleration control may be performed either, but it is preferable to perform them at the same time. If only the acceleration-up control during acceleration or the deceleration-up control during regeneration alone is performed, the balance between power consumption during acceleration and power supply during regenerative braking is lost, and the SOC becomes low, making acceleration assist impossible, and conversely, the SOC becomes high. Become
This is because there is a possibility that the regenerative braking power cannot be fully charged. On the other hand, if performed at the same time, the balance of charge and discharge is often balanced.

Further, in the present embodiment, the regenerative torque at the time of deceleration is automatically assisted, but can be changed manually by providing a manual adjustment switch as shown in FIG. The switch is mounted such that the slide knob 32 moves up and down. When the slide knob 32 is at the upper strong position, the regenerative torque increases, and when the slide knob 32 is at the lower weak position, the regenerative torque decreases. The manual adjustment switch is provided near the instrument panel or the shift lever. By providing the manual switch, the driver can adjust the rate of the regenerative braking according to the inclination of the downhill, the vehicle speed, and the like, and it is possible to further enhance the braking performance.

[0030]

As described above, according to the present invention,
Since the torque characteristics of the motor generator are changed based on the shift lever position or gear position during traveling, sufficient acceleration or deceleration is possible with a constant accelerator and brake operation regardless of changes in traveling conditions Becomes Further, since the accelerator pedal depression amount during acceleration can be reduced, fuel efficiency is also improved.

The navigation system determines whether or not the vehicle is in a mountainous area. If the vehicle is in a mountainous area, the torque of the motor generator is uniformly increased, so that the driving performance is enhanced and the driver's desire can be satisfied.

Further, when a mode for changing the torque characteristic or a mode for increasing the torque command is selected,
Since the selected mode is displayed, it is possible for the driver to confirm whether or not the traveling control is correctly performed in the mode selected by the driver.

[Brief description of the drawings]

FIG. 1 is a block diagram of a configuration of a vehicle traveling control device according to an embodiment of the present invention.

FIG. 2 is a skeleton diagram of the automatic transmission of FIG.

FIG. 3 is an operation engagement table of the automatic transmission of FIG. 1;

FIG. 4 is a view showing a shift lever position of the vehicle traveling control device of FIG. 1;

FIG. 5 is a view showing a shift switch for performing a manual shift operation in a DM position of FIG. 4;

FIG. 6 is a diagram illustrating torque characteristics during regeneration or acceleration according to the embodiment of the present invention.

FIG. 7 is a diagram showing a conventional driving method input screen.

FIG. 8 is a diagram showing an input screen for automatic torque assist control according to the embodiment of the present invention.

FIG. 9 is a flowchart illustrating an automatic torque assist control process according to the embodiment of the present invention.

FIG. 10 is a diagram showing a deceleration setting switch according to another embodiment of the present invention.

[Explanation of symbols]

10 engine, 12 motor generator, 14 torque converter, 16 automatic transmission, 18 gear stage sensor, 20 ECU, 22 inverter, 24 battery,
26 Navigation system, 28 shift lever position sensor, 30 shift switch, 32 slide knob.

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G093 AA05 AA07 AA16 BA24 CB06 CB07 DA01 DA04 DA06 DB00 DB05 DB11 DB15 DB18 EB00 5H115 PA10 PC06 PG04 PI13 PI22 PO02 PO10 PU08 PU23 PV09 QE04 QE06 QE08 QE10 QI05 RB08 SE04 TI01

Claims (4)

[Claims] 1. A travel control device for a hybrid vehicle having an engine and a motor generator, comprising: a gear position detecting means for detecting a gear position of an automatic transmission or a shift lever position detecting means for detecting a shift lever position; Control means for changing and controlling the torque characteristics of the motor generator during acceleration or deceleration according to the gear position or shift lever position; and the torque characteristics of the motor generator during acceleration or deceleration according to the gear position or shift lever position And a switching means for manually switching a mode for automatically changing the driving mode. 2. A travel control device for a hybrid vehicle having an engine and a motor generator, comprising: an information receiving means for receiving information on a planned travel road; and determining whether or not the planned travel road is a mountainous area based on the received information. Means for changing a torque command of the motor generator at the time of acceleration or deceleration when the scheduled road is a mountainous area, a travel control device for a hybrid vehicle. 3. A mode for performing an automatic change of the torque characteristic when the automatic change mode is switched to the operation side, and information for receiving the information on the scheduled road where the automatic change mode is switched to the operation side. 2. The hybrid according to claim 1, further comprising: a mode in which torque characteristics are automatically changed only when a scheduled road is set in advance by a receiving means, and a switching means for manually switching between the two modes. Vehicle travel control device. 4. A display device for displaying a selected mode when a mode for changing a torque characteristic of a motor generator during acceleration or deceleration or a mode for changing a torque command is selected. The travel control device for a hybrid vehicle according to any one of claims 1 to 3.