JP2000308208A - Controller of vehicles in joint running - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a controller which control joint running of vehicles with power supplies smoothly by properly controlling the states of the power supplies of the respective vehicles. SOLUTION: A controller for vehicles, which have power supplies chargeable in running states and can run both in a single running state without coordination with other vehicles and in a joint running state with coordination with other vehicles, so as to keep prescribed relative positions of a plurality of vehicles by controlling the running according to positions relative to the other vehicles, includes a joint running detecting means (step S3) which detects the joint running being conducted and a charge control changing means (step S4), which makes the control contents of charging for the power supply different from the control contents in the case of the single running state, if the coordinated running is detected by the joint running detecting means (step S3).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a control device for cooperative traveling in which a plurality of vehicles capable of autonomous traveling exchange information while maintaining their relative positions and traveling.

[0002]

2. Description of the Related Art The most typical form of cooperative traveling by a vehicle capable of autonomous traveling is platooning, in which a leading vehicle is made to travel autonomously by driving a passenger and the like, and is successively connected behind it. A subsequent vehicle detects a preceding vehicle with a radar or the like, and simultaneously exchanges information for traveling between the vehicles, and controls the own vehicle based on the information obtained in this manner, thereby providing a plurality of vehicles. Is a traveling mode in which the vehicle travels integrally while maintaining relative positions to each other. When performing cooperative traveling, it is preferable to make the traveling characteristics or behavior of the vehicles participating in the cooperative traveling as close as possible in order to maintain smooth traveling. Therefore, conventionally,
Various types of information relating to the running of the vehicle are exchanged with each other, the own vehicle is controlled based on the information, and the control characteristics are changed.

One example is described in Japanese Patent Application Laid-Open No. H5-217096. The vehicle or system described in this publication is configured to run a plurality of vehicles connected in a line by physical means, and to provide an interface to a connecting means for physically connecting the vehicles, and to provide an interface. Information such as an engine output, a steering angle, a braking force, and a driving environment are mutually exchanged via a connecting means and an interface. In addition, this information is exchanged with an external host computer to improve transportation efficiency,
It also states that the total fuel consumption will be reduced.

[0004]

On the other hand, recently, a vehicle using an electric motor as a power source has been developed in consideration of the global environment. Although it is possible for this type of vehicle to perform the above-described cooperative traveling, conventional systems such as the system described in the above publication are mainly intended for vehicles powered by an internal combustion engine, The fact is that the technical issues and the preferred systems for cooperating with vehicles equipped with a power supply and a generator for that purpose have not yet been sufficiently explored.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a control device capable of efficiently cooperating a vehicle equipped with a power supply to be charged and discharged. Things.

[0006]

SUMMARY OF THE INVENTION In order to achieve the above object, an invention according to claim 1 is provided with a power supply capable of being charged during traveling and independent traveling without cooperation with other vehicles. And a control device for a cooperative traveling vehicle capable of performing cooperative traveling in which a plurality of vehicles travel so as to maintain a predetermined relative position by controlling traveling based on a relative position with another vehicle, The cooperative traveling detecting means for detecting that the cooperative traveling is being performed, and when the cooperative traveling detecting means detects that the cooperative traveling is being performed, the content of the control of charging the power supply is described as follows. A control device comprising: a charge control changing unit that makes the control content different from the control content in the case of single traveling.

According to a second aspect of the present invention, in the configuration of the first aspect, the charging control changing means includes means for lowering a charge amount for the power source during cooperative traveling than a charging amount for single traveling. A control device characterized by the following.

Therefore, according to the first aspect of the present invention, when performing cooperative traveling, unlike when traveling alone,
It is possible to perform charging control with an emphasis on charging efficiency. In particular, in the invention of claim 2, since the amount of charge is reduced during cooperative traveling, it is easy to avoid a situation such as performing further charging in a fully charged state, Not only the charging efficiency is improved, but also the fuel efficiency of the vehicle is improved.

According to a third aspect of the present invention, there is provided a power source which can be charged during running, and a single running without cooperation with another vehicle and a running controlled based on a relative position with the other vehicle. A cooperative traveling vehicle control device capable of cooperative traveling in which a plurality of vehicles travel so as to maintain a predetermined relative position, and a cooperative traveling detection unit that detects that the cooperative traveling is being performed, Charge / discharge control means for controlling the charge / discharge amount of the power supply such that when the cooperative running is detected by the cooperative running detection means, the remaining power supplies of the cooperating vehicles are equal to each other. And a control device comprising:

Therefore, according to the third aspect of the present invention, when the remaining power of each vehicle cooperating is equalized, not only the running characteristics of each vehicle are approximated, but also when charging is performed by energy regeneration, Energy regeneration can be performed simultaneously or to the same extent in each vehicle, and energy efficiency is improved.

[0011] Further, the invention according to claim 4 is provided with an electric motor operated by electric power supplied from a power supply and a power unit operated by no electric power as a motive power source, and capable of independent running without cooperation with other vehicles. A cooperative traveling vehicle control device capable of performing cooperative traveling in which a plurality of vehicles travel so as to maintain a predetermined relative position by controlling traveling based on a relative position with another vehicle, Cooperative driving detecting means for detecting that cooperative driving is being performed, power remaining amount detecting means for obtaining a total value of the remaining power amounts of the power supplies of the vehicles participating in the cooperative driving, and power remaining amount detecting means And a power source selecting means for selecting a power source to be used for traveling based on the total value of the remaining power levels of the vehicles obtained in the step (a).

Therefore, according to the invention of claim 4, when the power source used for traveling is determined to be either the electric motor or the other power unit, if the vehicle is running cooperatively, all the cooperating vehicles are driven. The power source is determined based on the total remaining power of the vehicle. Therefore, the selection of the power source becomes appropriate, for example, the range of use of the electric motor is widened, the fuel efficiency is improved, and the exhaust gas can be reduced.

According to a fifth aspect of the present invention, there is provided a control device according to any one of the second to fourth aspects, wherein each of the cooperating vehicles is provided with a means for mutually utilizing electric power. It is.

According to the fifth aspect of the present invention, each of the cooperating vehicles can use the electric power of the other vehicle and can charge the other vehicle. The conditions are relaxed and energy efficiency can be improved.

[0015]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to a specific example shown in the drawings. The vehicle targeted by the present invention is:
The vehicle is provided with a function of being able to run alone with only the own vehicle as a basic function, and is additionally provided with a system for cooperative running. The cooperative traveling is a traveling form in which each of a plurality of vehicles travels by themselves while maintaining their relative positions, and a typical example thereof is platooning. An example of platooning is shown in FIG. 2, in which the second and subsequent vehicles V2, V3, V4 follow the leading vehicle V1 while maintaining a predetermined interval. In the example shown in FIG. 2, the vehicles V1, V2, V3, V4 are connected so as to be able to mutually supply (interchange) electric power. The mode of the connection is preferably by physical connection means Cn such as a power cable. In addition to this type of wired connection, a wireless connection mode using a microwave or the like can be adopted. These vehicles V1, V2, V3
, V4 are a device for detecting the relative position, a device for controlling the traveling based on the relative position, and a drive control device for enabling the platooning in order to keep the relative position constant. And a transmission / reception device for exchanging information between the vehicles.

FIG. 3 schematically shows an example of a drive system of a vehicle used for the above-mentioned platooning. A damper 2 is connected to an output side of an internal combustion engine (hereinafter, referred to as an engine) 1. Following the damper 2, a first clutch C1 and a second clutch C2 are connected and arranged in series with each other. The engine 1 is essentially a power device for burning fuel to output power, and may use a gasoline engine, a diesel engine, a gas engine using gas as fuel, or the like. The damper 2 is a so-called torsional damper, and is configured to absorb fluctuations in torque. Further, the clutches C1 and C2 are, for example, multi-plate clutches capable of controlling engagement / disengagement by hydraulic pressure.

A motor generator 3 is disposed on the opposite side of the damper 2 with respect to the clutches C1 and C2.
The rotor is connected to a member on the output side of the second clutch C2. Further, on the opposite side of the motor / generator 3 from the clutches C1 and C2, there is provided an auxiliary transmission section 4 composed of a Ravigneaux type planetary gear mechanism. That is, the first
The sun gear 5 is connected to a member on the output side of the first clutch C1, and the first sun gear 5 meshes with the long pinion 6, and the ring gear 7 meshes with the long pinion 6. Further, a second sun gear 8 is connected to the rotor of the motor / generator 3 or a member on the output side of the second clutch C2, and the second sun gear 8 meshes with the long pinion 6 and the carrier 9 together with the long pinion 6. Is engaged with the short pinion 10 held by the first pinion. A brake B1 for selectively fixing the carrier 9 is provided.

Subsequent to the auxiliary transmission section 4, there is provided a main transmission section 11 comprising a belt-type continuously variable transmission (CVT).
That is, the main transmission unit 11 winds a belt 14 around a driving pulley 12 and a driven pulley 13 both of which can change the groove width, and changes the groove widths of these pulleys 12 and 13 in directions opposite to each other. 14 is configured so that the winding radius continuously changes and the speed ratio changes steplessly. The driving pulley 12 is connected to the ring gear 7, and the driven pulley 13
It is connected to a front differential 17 via a counter gear pair 15 and a counter shaft 16.

On the other hand, a motor 18 for a starter and a second motor generator 19 are connected to the crankshaft of the engine 1. The second motor / generator 19 is configured to be selectively connected to the engine 1 by a clutch (not shown). It is configured to supply electric power to auxiliary equipment (not shown) such as a compressor and an electric oil pump. The battery 20 is connected to a motor generator (hereinafter referred to as a first clutch) connected to the second clutch C2.
The power generated by the motor / generator 3 is charged, and the power is supplied to the first motor / generator 3. Further, when an AC synchronous motor is used as each of the motor generators 3 and 19, an inverter (not shown) is provided between the battery 20 and these motor generators 3 and 19, and the motors It can be configured to control the output torque, rotation speed or charging current of the generators 3 and 19.

Here, the above-mentioned sub-transmission portion 4 will be further described. The sub-transmission portion 4 is provided in the neutral (N) state and the low-speed stage (the first stage) in the drive (D: forward) range.
Speed) and a high speed (second speed), and a setting of a reverse speed.
The alignment chart of the Ravigneaux type planetary gear mechanism that constitutes FIG. 4 is as shown in FIG.
FIG. 5 shows an engagement operation table of 1, C2 and the brake B1.

First, the neutral (N) state will be described. In this state, the first motor / generator 3 is stopped and the engine 1 is disconnected from the power transmission system, so that the clutches C1 and C2 are released. . The brake B1 is engaged as a preliminary state for setting the forward gear or the reverse gear.

In the first speed at the time of starting, the first motor / generator 3 is driven in the above-described neutral state to generate torque in the ring gear 7, that is, the output member. This is a state in which the second sun gear 8 of the sub-transmission unit 4 is driven and the carrier 9 is fixed, so that the ring gear 7 rotates in the same direction at a lower speed than the second sun gear 8, so that the torque is amplified and output. You. Also, in this case, when the charge capacity of the battery 20 is insufficient, the engine 1 is rotated by the motor 18 to start it, and the engine 1
The motor generator 19 is driven to generate power.
By doing so, the state of charge (SO
Regardless of C), the vehicle can be started by the first motor generator 3. Further, the creep torque at the time of stopping can be generated by the first motor / generator 3.

As described above, the first speed at the start is the brake B
1 can be set by inputting a torque from the second sun gear 8 in a state in which the first motor / generator 3 is engaged. That is, when the second clutch C2 is gradually engaged from the slip state while the brake B1 is engaged, the torque is gradually input to the second sun gear 8, and the torque generated in the ring gear 7 is gradually increased accordingly. It can start smoothly.

After the start by the first motor / generator 3, the rotation speed of the engine 1 is increased until it is synchronized with the rotation speed of the first motor / generator 3.
1 is gradually engaged and the brake B1 is gradually released, so that the first sun gear 5 and the second sun gear 8 rotate at the same speed.
Becomes the second speed in which the entirety rotates together. In this case, if the supply of current to the first motor / generator 3 is stopped, the engine will run, and if the current is supplied to the first motor / generator 3 to generate torque,
Since the torque from the first motor / generator 3 is added to the driving torque, so-called torque assist can be performed.

Further, at the time of deceleration, by releasing the first clutch C1 and disconnecting the engine 1 from the power transmission system, only the first motor-generator 3 can be driven by regenerative energy, so that energy is efficiently regenerated. be able to.

On the other hand, the reverse gear will be described. By inverting the first motor / generator 3 in the neutral state, the reverse gear is set at a low speed. That is, when the second sun gear 8 is reversed with the carrier 9 fixed by the brake B1, the ring gear 7, which is the output member, rotates in the reverse direction, and the reverse gear is set. In this case, since the speed ratio (gear ratio) is determined based on the ratio (ρ1) of the number of teeth between the second sun gear 8 and the ring gear 7, the rotation speed of the ring gear 7 decreases. In this low-speed reverse speed, the first sun gear 5
Rotates forward, so that the first
If the clutch C1 is gradually engaged from the slip state,
The reverse gear is set using the first sun gear 5 as an input element.
In the reverse gear set in this manner, the first sun gear 5
Since the speed ratio (gear ratio) is determined based on the ratio (ρ2) of the number of teeth between the ring gear 7 and the ring gear 7,
Is higher than the reverse speed in the low-speed state described above. That is, the reverse gear in the high speed state is set.

As is apparent from the above description, the driving torque in the reverse direction can be generated by the first motor / generator 3 at the reverse speed, so that the creep torque at the time of the reverse driving is reduced by the first motor / generator 3. Can be generated.

Accordingly, each of the vehicles V1, V2, V shown in FIG.
3 and V4 are the engine 1 and the first motor generator 3
It is configured as a hybrid vehicle powered by a power source.

Each of the driving ranges indicated by D, Rev and N in FIG. 5 is selected by moving a shift lever to a shift position corresponding to each of the driving ranges in a shift device (not shown). . As shown in FIG. 6, these shift positions include a P (parking) position, an R (reverse) position, an N (neutral) position, a D (drive) position, which are arranged substantially along the front-rear direction of the vehicle.
The B position and the M (manual) position adjacent to the D position in a direction orthogonal to the arrangement direction of these positions.

In the P position, the vehicle is kept stopped. N position and R position and D position
The driving state is set as described above for the position. Further, in the state where the B position is selected, the continuously variable transmission constituting the main transmission portion 11 automatically sets the speed ratio according to the running state of the vehicle. If the M position is selected, M
When the position switch is turned on, the manual shift mode is set. Specifically, a plus (+) position for upshift and a minus (-) position for downshift are arranged in a direction parallel to the arrangement direction of the P, R, and N positions with respect to the M position. A shift switch (not shown) is arranged at each of the plus position and the minus position.

When the M position switch is turned on, the shift switches are activated. Each time the plus switch is turned on once and a signal is output, the gear ratio is shifted up to another gear ratio of a predetermined gear ratio width with respect to the gear ratio at that time, and conversely, the minus switch is shifted. Each time the signal is output after being turned on once, the gear ratio is downshifted to another gear ratio having a predetermined gear ratio width set in advance with respect to the gear ratio at that time.

FIG. 7 shows a control system for controlling the above driving mechanism. The engine 1 shown in FIG. 3 is configured such that the opening / closing timing of a valve for intake of air-fuel mixture and a valve for exhaust of combustion exhaust gas can be continuously changed. That is, variable valve timing (VVT)
A mechanism is provided so that the valve timing can be electrically controlled. Furthermore, this engine 1
An electronic throttle valve is provided which converts an accelerator operation amount for acceleration / deceleration into an electric signal and changes the opening based on the electric signal. That is, the engine 1 has electrical control between the artificial accelerator operation and the actual change of the throttle opening in the engine 1. Depending on the electrical processing, the accelerator operation and the throttle opening operation are performed. (I.e., the throttle opening characteristic) can be changed.

In addition to the control of the valve timing and the electronic throttle valve, the fuel supply amount (fuel injection amount)
An engine controller (E / G-ECU) 21 having a computer as a main component is provided to control the operation.

The state of charge of the battery 20 (SO
C: State of Charge), the charging current of one of the motor generators 3 and 19 is controlled based on the detection result, and the output torque of the first motor generator 3 is further determined based on the required drive amount. Generator controller (MG-EC
U) 22 are provided. The output of the torque by the first motor generator 3 is output so as to suppress the fluctuation of the driving torque due to the pulsation of the engine torque as well as the above-described torque assist at the time of starting and acceleration, and the output torque is rapidly increased at the time of shifting. The torque is output from the first motor / generator 3 so as to suppress the vibration of the vehicle, for example, the torque is output in a direction that suppresses the change in the vehicle speed.

The regeneration of energy by the first motor generator 3 is performed by the motor inertia force of the vehicle.
Since this is performed by rotating the generator 3, the regenerative amount appears as a braking torque. The regenerative amount, that is, the magnitude of the regenerative braking force, can be controlled by the motor generator controller 22. The motor / generator controller 22 is connected to a deceleration setting switch 23 shown in FIG. This switch 23 corresponds to a so-called volume,
By changing the setting value by the slide knob 24, the regenerative braking force is changed by the slide knob 24. Although the regenerative braking torque can be changed depending on the magnitude of the regenerative amount, the regenerative braking torque can also be changed by changing the regenerative efficiency. May be configured to be changed.

As described above, the vehicles V1, V2, V3, V4 participating in the platoon are connected so as to be able to exchange power mutually, so that the vehicles V1, V2, V3,
The batteries Bv1, Bv2, Bv3, Bv4, which are the power supplies of V4,
As shown in FIG. 9, they are equivalently connected in parallel. The charging and discharging of these batteries Bv1, Bv2, Bv3, Bv4 are controlled via inverters (not shown) provided correspondingly, and a controller (battery-ECU) 25 for the control is provided. Have been.

The battery-ECU 25 is connected to the leading vehicle V
1 or each vehicle V1, V2
, V3, V4. FIG.
Schematically shows the battery ECU 25 in an integrated form. The battery ECU 25 includes SOCs of the batteries Bv1, Bv2, Bv3, Bv4, vehicle connection information,
Signals from an engine and a hybrid (HV) controller (not shown), vehicle speed, information from a center, and the like are input. In addition, each battery Bv1, Bv2, B
Control signals for v3 and Bv4 and control signals for the engine and hybrid (HV) controller are output from the battery-ECU 25.

Further, a transmission / controller (T / T) for controlling the engagement and disengagement of each of the clutches C1, C2 and the brake B1 in the sub-transmission portion 4 and for controlling the speed ratio set in the main transmission portion 11. M-ECU) 26 is provided. Each clutch C1, C2 and brake B1
And each pulley 12, 13 in the main transmission section 11.
Is configured to operate by hydraulic pressure, so that the transmission / controller 26 outputs a control signal to a hydraulic control device (not shown) for that to appropriately set the gear position or the gear ratio. It is configured.

Each of the above controllers 21, 22, 25,
26 is communicably connected to a platooning control device 27 that executes the above-mentioned platooning control.
This platooning control device 27 is provided with each of the controllers 2
Each of the controllers 21, 22, 25, and 2 includes a computer as a main component similarly to the controllers 21, 22, 25, and 26.
A control signal is output to the control unit 6 so that the control contents of the engine 1, the motor / generator 3, and the transmission units 4, 11 are controlled to be suitable for platooning. The details will be described later.

When platooning is performed, the relative positional relationship with the preceding vehicle and the coefficient of friction (road surface μ) of the running road
It is advantageous to know the road environment such as the road environment and the road environment where the vehicle is scheduled to travel in the future. For this purpose, the above-mentioned vehicle is provided with a navigation system, an auto cruise system, and a radar cruise system. The navigation system is equipped with map information converted into electronic data and a current position detection system based on GPS (Global Positioning System) or autonomous navigation using artificial satellites, and the current position of the vehicle is assigned to the map information. The current position of is displayed on the display,
In addition, a route to a destination input in advance is also displayed, and road information such as an intersection is output by voice or the like. Therefore, the navigation system can detect the road condition at the current position and the road condition of the scheduled road ahead. A controller (navi-ECU) 28, which is a main component of the navigation system, is connected to the platooning control device 27 so as to be able to perform data communication.

The auto cruise system is a system for maintaining the vehicle speed at a set value. The auto cruise system compares the set vehicle speed input in the active state with the detected actual vehicle speed so that the actual vehicle speed matches the set vehicle speed. A signal is output to mainly control the throttle opening. A controller (auto cruise-ECU) 29 which is a main component of the auto cruise system is connected to the platoon running control device 27 so as to be able to perform data communication.

Further, the radar cruise system irradiates a radar wave and receives a radar wave reflected from a preceding vehicle, and determines whether or not there is a preceding vehicle, a relative distance (an inter-vehicle distance), a relative speed, and a relative position in the left-right direction. It is configured to detect a shift or the like. Further, similarly to the above-described auto cruise system, it can be configured to output a signal for controlling the vehicle speed based on the detection signal. A controller (radar cruise-ECU) 30, which is a main component of the radar cruise system, is connected to the platoon traveling control device 27 so as to be able to perform data communication.

Further, each of the above-mentioned vehicles is provided with a transceiver for exchanging information between the vehicles. The exchanged information includes the characteristics of the throttle opening with respect to the accelerator opening, the shift speed, the shift pattern, the presence or absence of braking, the deceleration level set by the deceleration setting switch 23 shown in FIG. 8, the detected road surface friction coefficient. , Information on the traveling of the vehicle such as a traveling mode such as a snow mode set in the transmission. These pieces of information, that is, other vehicle signals are input to the platooning control device 27.

Each of the above-mentioned vehicles can exchange information with a center (not shown) that controls the operation of the vehicles, and this can be performed through the above-mentioned transceiver. A signal from the center is input to the platooning control device 27.

FIG. 11 shows an example of the signals input to the platooning control device 27. That is, a signal from the navigation-ECU 28, a signal from a pattern select switch for selecting a shift pattern, a detection signal of an engine speed NE, a signal from a vehicle acceleration sensor, a detection signal of an engine water temperature, a signal from an ignition switch, a signal from an ignition switch, and a battery Detection signal of state of charge (SOC), detection signal of crank position (angle) in engine 1, signal indicating operation state of defogger, signal indicating operation state of air conditioner, vehicle speed signal, oil for continuously variable transmission (CVT) A temperature detection signal, a shift position detection signal set in the transmission, a signal indicating a side brake operation state, a signal from a foot brake switch upper switch, a signal from a foot brake switch lower switch,
A signal indicating the temperature of the exhaust gas purification catalyst, a signal indicating the accelerator opening, a signal from the auto cruise switch, a signal from the M position switch, a signal from the minus switch, a signal from the price switch, a signal from the radar cruise switch, A signal from a switch provided on the fuel lid, a detection signal from an input rotation speed sensor of the transmission, a signal from a snow mode switch for setting the speed at the time of starting to a gear ratio smaller than the minimum speed gear ratio, a train, Signals from other traveling vehicles, signals from the center, and the like are input to the platooning control device 27.

On the other hand, as an output signal for control, a signal for a pattern select switch indicator, a signal to a motor (MO) controller, an ignition signal for controlling ignition timing, and a fuel injection in the engine 1 are controlled. Signal for controlling the first motor / generator 3, a signal for the controller for the second motor / generator 19, a control signal for a deceleration device for controlling deceleration, a predetermined signal for the continuously variable transmission. Control signal for solenoid, control signal for controlling line pressure of continuously variable transmission, control signal for actuator in ABS (anti-lock brake system), signal for indicator to show driving power source, signal for air conditioner Signal for control, signal for alarm sound, electronic slot Signal for controlling the Torubarubu,
A signal for an indicator that indicates that the snow mode is set, a signal for the variable valve timing device, a signal for an indicator that indicates the operating state of the system, a signal for an indicator that indicates the set deceleration, and an air compressor A signal for a clutch connected to a power source, a signal for controlling an electric oil pump for generating a hydraulic pressure of a continuously variable transmission, and the like are transmitted to the platooning control device 2.
7 is output.

Here, an example of each indicator is shown in FIG. These displays are provided inside the instrument panel, on the instrument panel, or at an appropriate position on the center console. The ITS indicator 31, which is a type of system indicator, indicates “platform running” when platooning is selected. Characters are displayed. Further, a manual position indicator 32 for setting a gear ratio based on a manual operation is provided.
Indicates a set gear (or gear ratio) by a numeral. If any failure occurs, the gear ratio may not be displayed despite the shift to the D position or the M position, or the display may blink.
The set deceleration indicator 33 that displays the deceleration set by the deceleration setting switch 23 displays the magnitude of the set deceleration by the length of the arrow. Furthermore, the pattern select switch indicator 3
Numeral 4 indicates the shift pattern selected by the pattern select switch with characters such as P (power), N (normal), and E (economy). When the snow mode is selected, the snow mode indicator 35 displays the character "SNOW".

The above-mentioned vehicle according to the present invention can run independently like a normal vehicle.
And the control content suitable for each traveling mode is set. And the vehicle mentioned above,
By being configured as a so-called hybrid vehicle having the engine 1 and the first motor / generator 3 as power sources, the contents of control of charging and discharging of the batteries Bv1, Bv2, Bv3, and Bv4 can be controlled independently and in platooning. It is changed by running. One example of the control is shown in FIG.

In FIG. 1, first, processing of an input signal including reading of a signal is performed (step S1). Next, it is determined whether or not the driving mode has been confirmed (step S).
2). The confirmation of the traveling mode is a confirmation of whether the traveling mode is the single traveling or the platoon traveling. If these traveling modes can be identified, an affirmative determination is made in step S2.

If a positive determination is made in step S2,
It is determined whether or not the current traveling mode (traveling mode) is the single traveling (step S3). Since the operation of changing the control content in accordance with the change of the driving mode or the operation of activating the system for platooning can be executed by switching with a switch, the determination in step S3 can be made based on the operation state of the switch. it can.

If a negative determination is made in step S3,
That is, when the vehicle is running in platoon and the control for that is being executed, a process for executing charging control for platooning is performed (step S4). This platooning charge control is control in which charging is performed in a state where the amount of charge of the battery with respect to the SOC is lower than in the case of single travel. An example is shown in FIG.

FIG. 13 is a diagram in which the horizontal axis indicates the SOC of the battery and the vertical axis indicates the charge amount. The chain line indicates the charging characteristics during platooning, and the solid line indicates the charging characteristics during single driving. ing. As is known from FIG. 13, during platooning, the charging timing and the amount of charge are set to lower SOCs as compared to the case of single traveling. In other words, during platooning, charging is started when the SOC of the battery is lower than that during single driving, and the charge amount is set to be small. As a result, charging can be performed after waiting for a state of good charging efficiency based on the operating state, braking or deceleration state of the engine 1, and the energy efficiency and regenerative efficiency can be improved.

Even if the SOC of the battery is reduced to some extent as a result of executing the above-described control, power can be supplied from other vehicles participating in the platooning. It is unlikely that a shortage will occur. In addition, the charge amount during the platoon running in the above-described control may be changed according to the number of vehicles that participate in the platoon and are connected to be able to exchange power.

The charging and discharging of each vehicle are controlled so that the remaining power of each vehicle, that is, the SOC of the battery becomes equal (step S5). This control may be performed by individually controlling the amount of charge and the amount of discharge in each vehicle, or may be performed by providing electric power between the vehicles and equalizing them. This control is always executed during platooning. This is because there is a limit to the amount of power that can be exchanged between vehicles in a unit time.

The control in step S5 is to make the use status of the power source in each vehicle coincide with each other, and by equalizing the remaining power sources, all the vehicles participating in the platoon are almost simultaneously. Driven by a motor generator,
Or, such as performing regenerative braking, the running conditions are matched and it is possible to stably perform platooning,
In addition, during braking, the entire platoon performs regenerative braking to increase the regenerative efficiency.

Further, a process for obtaining the total battery SOC of each vehicle participating in the platooning is performed.
A power source for running each vehicle is selected based on the value (step S6). That is, the drive range of the first motor / generator 3 and the drive range of the engine 1 are set based on the vehicle speed and the output torque (or the accelerator opening) as shown in FIG. It is assumed that the SOC of the battery is equal to or higher than a predetermined reference value and is sufficient for traveling. Therefore, the SOC of the battery in the individual vehicle
If the power source is selected on the basis of the above, the SOC of the battery in one of the vehicles is low, so that only that vehicle cannot be driven by the motor generator, and the driving characteristics of the vehicles in the platoon vary. . On the other hand, by executing the control in step S6, electric power is exchanged from another vehicle to the vehicle having a low SOC of the battery, and the vehicle can also run by the motor generator. As a result, it is possible to not only stabilize platooning but also to reduce exhaust gas and improve energy efficiency.

On the other hand, if the result of the determination in step S3 is affirmative because single driving is selected, a process for charging control for single driving is performed (step S7).
This is a charge control having a charge characteristic indicated by a solid line in FIG. 13, and the battery is charged immediately when the SOC of the battery decreases, and the SOC of the battery is constantly maintained at a high level. Always prepare the motor and
This is because the generator can be driven.

Further, since electric power is supplied from the outside during driving or no electric power is supplied to the outside, a process for controlling charging / discharging only by the own vehicle is performed (step S8). Further, a power source for traveling is selected based only on the SOC of the battery of the own vehicle (step S).
9). Steps S7 to S9 are the same controls as those in a normal hybrid vehicle.

If a negative determination is made in step S2 because the traveling mode cannot be confirmed, it is determined whether or not the vehicle is traveling at that time (step S1).
0). This can be determined based on whether the detected vehicle speed is equal to or higher than a predetermined reference vehicle speed. If a positive determination is made in step S10 that the vehicle is traveling,
The running mode immediately before that is continued (step S11).
Conversely, when the vehicle is stopped and a negative determination is made in step S10, the traveling itself is prohibited (step S12). This is because it is not possible to determine what kind of control may be performed to travel.

It is not always necessary to execute all the controls in steps S4, S5, and S6 described above, and in the present invention, only one of these controls may be executed. Further, the relationship between the above specific example and the present invention will be described. Functional means for executing step S2 shown in FIG. 1 corresponds to the cooperative traveling detecting means in the present invention, and functional means for executing step S4. Corresponds to the charging control means in the first and second aspects of the present invention. Further, the functional means for executing step S5 corresponds to the charge / discharge control means in the third aspect of the present invention. Further, the functional means for executing step S6 corresponds to the power remaining amount detecting means and the power source selecting means in claim 4. Then, each vehicle V1, V2, V3,
Means capable of supplying power in a wired or wireless manner between V4 and V4 correspond to means for accommodating power in claim 5.

Further, in the above-mentioned specific example, an example in which the vehicle runs in a platoon as an example of the cooperative driving is shown. However, in the present invention, the point is that a plurality of vehicles exchange information mutually, and It is only necessary to drive while maintaining the relative relationship in the predetermined relationship based on the relationship, and the running mode is not limited to the formation. In addition, the vehicle targeted by the control device of the present invention only needs to have a power supply for traveling, and therefore is not limited to the above-described hybrid vehicle, and may be an electric vehicle traveling by a motor. Good.

[0062]

As described above, according to the first aspect of the present invention, when cooperative traveling is performed, the control content of charging the power supply is made different from that in the case of single traveling. On the other hand, it is possible to perform charging control with an emphasis on charging efficiency. In particular, in the invention of claim 2, since the amount of charge is reduced during cooperative driving, it is possible to avoid a situation such as performing further charging in a fully charged state. This facilitates not only the charging efficiency, but also the fuel efficiency of the vehicle.

According to the third aspect of the present invention, when cooperating, the charge / discharge amount of the power supply is controlled so that the remaining power of each vehicle is equal to each other. In addition to approximation, when charging is performed by energy regeneration, energy regeneration can be performed simultaneously or to the same extent in each vehicle, and energy efficiency is improved.

According to the fourth aspect of the present invention, when the power source used for traveling is determined to be either the electric motor or another power unit, if the vehicle is running in cooperation, the vehicle is driven in cooperation. Since the power source is determined based on the sum of the remaining power sources of all vehicles, the power source can be selected appropriately, such as widening the range of use of the electric motor to improve fuel efficiency and reducing exhaust gas. .

According to the fifth aspect of the present invention, each vehicle that cooperates can use the electric power of another vehicle,
In addition, since it is possible to charge another vehicle, restrictions on discharge and charging in each vehicle are relaxed, and energy efficiency can be improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing an example of control by a control device of the present invention.

FIG. 2 is a conceptual diagram of platooning in which a plurality of vehicles are connected in a state where electric power can be exchanged and travel.

FIG. 3 is a block diagram illustrating an example of a drive system of a vehicle that can perform solo traveling and platoon traveling.

FIG. 4 is an alignment chart of a Ravigneaux planetary gear mechanism constituting a subtransmission portion in the drive system.

FIG. 5 is a chart showing an example of an engagement operation table for setting each shift speed in the sub-transmission portion.

FIG. 6 is a diagram showing an arrangement of shift lever positions in the transmission.

FIG. 7 is a block diagram schematically showing an example of a control system for the drive system shown in FIG.

FIG. 8 is a diagram illustrating an example of a deceleration setting switch.

FIG. 9 is a diagram schematically showing a power supply connection state in a plurality of vehicles traveling in platoon.

FIG. 10 is a block diagram showing an example of input / output signals to a battery-ECU.

FIG. 11 is a block diagram showing an example of signals input to and output from a platooning control device.

FIG. 12 is a diagram illustrating an example of an indicator.

FIG. 13 is a diagram showing charge control characteristics during single traveling and platooning.

FIG. 14 is a diagram that defines drive regions for an engine and a motor / generator.

[Explanation of symbols]

V1, V2, V3, V4: follow-up vehicle, 1: engine,
3 ... motor generator, 4 ... sub transmission unit, 11
... Main transmission unit 21 ... Engine controller 22
... Motor-generator controller, 25 ... Battery-ECU, 26 ... Transmission controller, 27 ...
Platoon running control device.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) G08G 1/00 G08G 1/00 C // B60K 6/00 H01M 10/44 Q 8/00 B60K 9/00 Z H01M 10/44 F-term (reference) 3D044 AA45 AC26 AC56 AC59 AD04 3G093 AA07 BA23 BA28 CB10 DB05 DB16 DB19 EA09 EB09 5H030 AA03 AS08 BB04 FF41 5H115 PA11 PG04 PI16 PI29 PI30 PO02 PO09 PO11 PU10 PU22 PU24 QA25 QN03 RB08 RE05 RE06 RE07 SL01 SL02 SL05 TB01 TD01 TE02 TE08 TI01 TO02 TO05 5H180 AA20 BB04 BB05 BB08 CC12 CC14 FF04 FF05

Claims (5)

[Claims] 1. A vehicle comprising: a power source capable of being charged while traveling; and a single vehicle having no cooperation with another vehicle, and a plurality of vehicles being controlled by traveling based on a relative position with respect to another vehicle. In a control device for a cooperative traveling vehicle capable of performing cooperative traveling while maintaining a predetermined relative position, cooperative traveling detecting means for detecting that the cooperative traveling is being performed, and cooperative traveling is being performed. And charging control changing means for making the content of the control of charging the power supply different from the content of the control in the case of the single traveling when the cooperative traveling detection means detects the Control device for cooperating vehicles. 2. The cooperative traveling vehicle according to claim 1, wherein the charging control changing unit includes a unit configured to reduce a charge amount of the power source during the cooperative traveling to a lower level than a charging amount during the independent traveling. Control device. 3. A single vehicle having a power supply that can be charged during traveling and having no cooperation with another vehicle, and a plurality of vehicles being controlled by controlling traveling based on a relative position with respect to another vehicle. In a control device for a cooperative traveling vehicle capable of performing cooperative traveling while maintaining a predetermined relative position, cooperative traveling detecting means for detecting that the cooperative traveling is being performed, and cooperative traveling is being performed. Charge / discharge control means for controlling the charge / discharge amount of the power supply so that the remaining power supplies of the cooperating vehicles are equal to each other when the cooperative drive detection means detects that. Control device for cooperative traveling vehicles. 4. A single vehicle that is provided with a motor that operates with electric power supplied from a power supply and a power device that operates without using electric power as a power source, and has no cooperation with another vehicle, and a relative position with respect to another vehicle. In a control device for a cooperative traveling vehicle capable of performing cooperative traveling in which a plurality of vehicles travel so as to maintain a predetermined relative position by controlling traveling based on, the cooperative traveling is performed. Cooperative running detecting means for detecting, power remaining capacity detecting means for obtaining a total value of the remaining power of the vehicles participating in the cooperative running, and power remaining of each vehicle obtained by the power remaining detecting means. And a power source selecting means for selecting a power source to be used for traveling based on the total value of the amounts. 5. The vehicle according to claim 2, wherein the vehicles cooperate with each other and have means for mutually interchanging electric power.
5. The control device for a cooperative traveling vehicle according to any one of claims 4 to 4.