JP2001191814A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To restrict uncomfortableness and shock felt by a driver in case of applying the cruise control to a vehicle provided with plural kinds of driving power sources. SOLUTION: In this control device of vehicle, an accelerator pedal for controlling the output of a driving source is separately provided from an accelerator pedal, and a vehicle speed control device capable of controlling the target vehicle speed is provided, and the traveling speed of the vehicle is controlled so as to obtain the target vehicle speed. The vehicle has an engine and a motor, and the vehicle is provided with a driving force source control means for controlling the driving force source with a different control content of the first control content to be selected in case of driving the only engine so as to obtain the target vehicle speed and the second control content to be selected in case of driving the engine and the motor so as to obtain the target vehicle speed (step S1 or step S6).

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 a vehicle that brings a traveling vehicle speed closer to a target vehicle speed.

[0002]

2. Description of the Related Art In a vehicle equipped with an engine,
By operating an output operation device (for example, an accelerator pedal), the throttle opening is controlled, and as a result, the vehicle speed is controlled. On the other hand, a system that controls the engine output without operating the accelerator pedal and thereby controls the traveling speed of the vehicle, that is, a so-called cruise control system has been put to practical use. One example of a vehicle having such a cruise control system is disclosed in Japanese Patent Application Laid-Open No. 7-304.
No. 349. The vehicle described in this publication is equipped with an engine and an automatic transmission. The publication describes that the opening degree of the throttle valve is feedback-controlled based on the deviation between the actual vehicle speed of the vehicle (in other words, the traveling vehicle speed) and the target vehicle speed so that the actual vehicle speed matches the target vehicle speed.

On the other hand, in recent years, vehicles equipped with a plurality of types of driving power sources, for example, engines and electric motors, so-called hybrid vehicles, have been put to practical use. In such a hybrid vehicle, the engine and the electric motor are driven / stopped according to the request state of the driving force for the vehicle, thereby controlling the transmission of the power of at least one of the engine and the electric motor to the wheels, and controlling the input from the wheels. By controlling the electric motor to function as a generator with the generated power and charging the generated electric energy to the battery, it is possible to improve fuel efficiency, reduce noise, or reduce exhaust gas. ing.

[0004] An example of such a hybrid vehicle is described in Japanese Patent Application Laid-Open No. 11-318002. The hybrid vehicle described in this publication includes an engine, a generator motor, a power storage device, and an integrated management controller. The engine has a function as a propulsion source of the vehicle, and the generator motor operates as a motor that generates an auxiliary output to be transmitted to driving wheels of the vehicle together with the output of the engine, and as a generator that generates generated energy. Operation can be performed. The power storage device has a function of supplying electric energy to the generator motor and charging the electric energy when the generator motor operates as a generator. The general management controller has a function of controlling the engine, the generator motor, and the power supply system.

[0005]

In recent years, attempts have been made to apply the aforementioned cruise control system to the above-mentioned hybrid vehicles. However, the output characteristics of the engine and the electric motor are different, and the driving and stopping of the engine and the electric motor are controlled according to the state of the vehicle. When the cruise control is released and the vehicle coasts, the power of the wheels allows the electric motor to function as a generator and apply a regenerative braking force to the vehicle. For this reason, the cruise control control described in the above-mentioned Japanese Patent Application Laid-Open No.
Even when the present invention is applied to a hybrid vehicle as described in JP-A-1-318002, it is difficult to perform desired vehicle speed control during cruise control, and rapid deceleration may occur with release of cruise control. There is. As a result, inconveniences such as a driver feeling uncomfortable and experiencing a shock occur, resulting in a problem that drivability is reduced.

The present invention has been made in view of the above circumstances, and when a cruise control system is applied to a vehicle having a plurality of types of driving force sources,
It is an object of the present invention to provide a vehicle control device capable of suppressing a driver from feeling uncomfortable or experiencing a shock.

[0007]

In order to achieve the above object, an invention according to a first aspect of the present invention is directed to an output operation device which is operated to control the output of a driving force source, and an output operation device having the same. And a vehicle speed control device that controls the vehicle speed by controlling the output of the driving force source, and controls the vehicle speed to approach the target vehicle speed by operating the vehicle speed control device. In the control device for the vehicle, a first drive selected to control the output of the predetermined driving force source when transmitting only the output of the predetermined driving force source to the wheels to bring the traveling vehicle speed closer to the target vehicle speed. Controls and outputs of the plurality of types of driving force sources including the predetermined driving force source are transmitted to the wheels to control the output of the plurality of types of driving force sources when the traveling vehicle speed approaches the target vehicle speed. That it comprises a driving power source control means for setting the second control content is selected in order and is characterized in.

According to the first aspect of the present invention, when the vehicle speed is controlled by the output of only a predetermined driving force source, and when the vehicle speed is controlled by the output of a plurality of types of driving force sources, The content of the control selected to control the output of the power source is different. Therefore, in order to make the traveling vehicle speed close to the target vehicle speed, control according to the output characteristics of each driving force source can be performed.

According to a second aspect of the present invention, in addition to the configuration of the first aspect, the second control content controls an output of only the predetermined driving power source among a plurality of types of driving power sources. It is a feature.

According to the second aspect of the invention, in addition to the same effect as that of the first aspect of the invention, the second control allows
The output of only a predetermined driving force source among a plurality of types of driving force sources is controlled.

According to a third aspect of the present invention, in addition to the configuration of the second aspect, the first control content and the second control content include:
The relationship between an output request for the predetermined driving force source and a control gain for controlling the output of each driving force source in accordance with the output request is determined, and the first control content includes:
The control gain has a characteristic of increasing as the output request increases, and the second control content has a characteristic of decreasing the control gain as the output request increases. It is characterized by the following.

According to the third aspect of the invention, in addition to the same effect as the second aspect of the invention, when the vehicle speed control is performed by the output of only the predetermined driving force source, the first control content is selected. Is done. Then, under the condition where the output fluctuation of the predetermined driving force source is large, the responsiveness of the output control to the change of the output request is suppressed to a low state. On the contrary,
When vehicle speed control is performed using the outputs of multiple types of driving force sources, the driving force generated on the wheels may change significantly even if the responsiveness is improved under conditions where the output fluctuation of the predetermined driving force source is large. Is suppressed.

According to a fourth aspect of the present invention, in addition to the configuration of the third aspect, the second control content is such that a control gain corresponding to the request for increasing the output is different for each content of the vehicle speed control. It is characterized by the following.

According to the fourth aspect of the present invention, in addition to the same effect as that of the third aspect of the present invention, since the control gain is different for each content of the vehicle speed control, the responsiveness of the vehicle speed control is improved.

According to a fifth aspect of the present invention, in addition to the configuration of the fourth aspect, the content of the vehicle speed control includes an acceleration traveling and a constant speed traveling, and the second control content includes the acceleration It has an acceleration control pattern corresponding to traveling and a constant speed control pattern corresponding to the constant speed traveling, and a control gain of the constant speed control pattern is set to be smaller than a control gain of the acceleration traveling control pattern. Controlling the output of the driving force source based on a control gain larger than a control gain of the constant speed traveling control pattern while changing the acceleration traveling control pattern to the constant speed traveling control pattern. Things.

According to the fifth aspect of the present invention, in addition to the same effect as that of the fourth aspect of the present invention, when switching from the accelerated traveling state to the constant speed traveling state, the traveling vehicle speed is easily brought close to the target vehicle speed, and the vehicle speed is increased. Control responsiveness is further improved.

According to a sixth aspect of the present invention, there is provided an output operation device which is operated to control the output of the driving force source, and which is provided separately from the output operation device and controls the output of the driving force source. A vehicle speed control device that controls a vehicle speed, and controls the vehicle speed to approach a target vehicle speed by operating the vehicle speed control device without operating the output operation device. By generating power using the power of the wheels during coasting, a generator that applies regenerative braking force to the vehicle, and a vehicle speed control by the vehicle speed control device is released, and
Output control means for gradually reducing the output of the driving force source with the release of the vehicle speed control when the vehicle is coasting by generating regenerative braking force. .

According to the sixth aspect of the invention, when the vehicle speed control is canceled and the vehicle is in the coasting state and the regenerative braking force is applied, the output of the driving force source is gradually reduced. Thus, rapid deceleration due to the release of the vehicle speed control is suppressed.

According to a seventh aspect of the present invention, in addition to the configuration of the sixth aspect, the output control means controls the braking of the driver more than the reduction of the output of the driving force source when the driver intends to brake. It is characterized in that the degree of decrease in the output of the driving force source when there is no intention is set gently.

According to the seventh aspect of the invention, in addition to the same effect as that of the sixth aspect of the invention, when the driver has a braking intention, the output of the driving force source is reduced in accordance with the braking intention. You.

[0021]

Next, the present invention will be specifically described with reference to the drawings. FIG. 2 is a schematic configuration diagram of a hybrid vehicle HV according to one embodiment of the present invention. FIG.
, 1 is an engine, and as the engine 1, an internal combustion engine, specifically, a gasoline engine, a diesel engine, an LPG engine, or the like can be used. That is, the engine 1 is a power unit that generates heat energy by burning fuel and converts the heat energy into mechanical energy. In the following description, a case where a gasoline engine is used as the engine 1 will be exemplified.

The engine 1 is a known engine having an intake device 2, an exhaust device 3, a fuel injection amount control device 4, an ignition timing control device 5, and a cooling device 6. Intake pipe 7 of intake device 2
Is provided with an electronic throttle valve 8, and an actuator 9 for electrically controlling the opening of the electronic throttle valve 8 is provided. That is, the opening of the electronic throttle valve 8 can be controlled based on conditions other than the operation of the accelerator pedal described later.

On the other hand, on the output side of the engine 1, a motor
A generator 10 is provided. The motor generator 10 has a function as an electric motor and a function as a generator.
For example, a three-phase AC type motor / generator 1
0 can be used. That is, the motor generator 10 is a power unit having a function of converting electric energy into mechanical energy. Therefore, engine 1 and motor generator 10 have different output characteristics. Note that wheels 12 are connected to the output side of the motor generator 10 via a differential device 11.

FIG. 3 is a block diagram showing a control system of the hybrid vehicle HV. First, a hybrid electronic control unit (HV-ECU) 13 for controlling the entire vehicle is provided. The hybrid electronic control unit 13 includes an arithmetic processing unit (CPU or MPU) and a storage unit (R).
AM and ROM) and a microcomputer mainly composed of an input / output interface. Hereinafter, various electronic control units are provided, but their configurations are substantially the same.

For the hybrid electronic control unit 13, a signal of an ignition switch 14, a signal of an engine speed sensor 15, a signal of an engine coolant temperature sensor 16, and a signal of a brake switch 17 for detecting an operation state of a brake pedal 17A are provided. , A signal of a vehicle speed sensor 18, a signal of an accelerator opening sensor 19 for detecting an operation state of an accelerator pedal 17A, a signal of a shift position sensor (in other words, a neutral start switch) 30 for detecting an operation position of a shift lever 20, and the like. Have been.

The shift position selected by operating the shift lever 20 includes a non-drive position and a drive position. The non-drive position means a position where the torque of the driving force source is not transmitted to the wheels,
The drive position means a position where the torque of the driving force source is transmitted to the wheels. Examples of the non-drive position include a P (parking) position and an N (neutral) position. Examples of the drive position include a D (drive) position and an R (reverse) position. The D position is a shift position that allows the vehicle to travel forward,
The R position is a position where the vehicle can travel backward.

The signal of the throttle opening sensor 21 for detecting the opening of the electronic throttle valve 8 and the signal of the cruise control switch 22 are input to the hybrid electronic control device 13. The cruise control switch 22 has a main switch 23 and a control switch 24. Main switch 23
Is a main power switch, and the cruise control function can be activated and released by turning on / off the main switch 23.

When the cruise control function is activated, it is possible to perform vehicle speed control such that the actual vehicle speed of the vehicle (in other words, the traveling vehicle speed) approaches the target vehicle speed. This vehicle speed control is achieved by controlling the output of at least one of the engine 1 and the motor generator 10. When the ignition switch 14 is turned off, the main switch is also turned off in conjunction with 23. The control switch 24 has a set / coast switch 25, a resume / accel switch 26, and a cancel switch 27.

A cancel switch 28 different from the cancel switch 27 is provided. Examples of the cancel switch 28 include a brake switch 17 or a stop lamp switch 29 and a shift position sensor 30 for detecting a shift position. The display device 31 is connected to the hybrid electronic control device 13. The display device 31 is arranged on an instrument panel (not shown) in the vehicle compartment, and displays the activation / release of the cruise control system, a set vehicle speed (in other words, a target vehicle speed), an abnormality of the cruise control system, and the like.

Further, the hybrid electronic control unit 13
The electronic control unit for the engine (engine ECU) 32
And electronic control unit for motor generator (motor
(Generator ECU) 33 is connected. The hybrid electronic control device 13 stores a driving force source control map. The driving force source control map is for controlling driving and stopping of the engine 1 and the motor generator 10 based on a traveling state of the vehicle, for example, a vehicle speed and an accelerator opening.

The engine electronic control unit 32 is connected to a fuel injection amount control unit 4, an ignition timing control unit 5, and an actuator 9. An inverter 34 is connected to the motor / generator electronic control unit 33,
A battery 35 is connected to the inverter 34. The inverter 34 includes the motor generator 10
Is connected. That is, the motor generator 10 can be driven by the power of the battery 35, and when the motor generator 10 functions as a generator, the power can be charged to the battery 35 via the inverter 34. .

When the motor / generator 10 functions as an electric motor, the torque can be transmitted to the engine 1 to start the engine 1, while the torque can be transmitted to the wheels 12 via the differential device 11. Can also be communicated. A battery electronic control device 36 is connected to the hybrid electronic control device 13 so as to be able to perform signal communication, and a signal indicating the state of charge of the battery 35 is input to the battery electronic control device 36.

Here, the correspondence between the configuration of this embodiment and the configuration of the present invention will be described. That is, the engine 1 and the motor generator 10 correspond to the driving force source of the present invention, the engine 1 corresponds to the predetermined driving force source of the present invention, the accelerator pedal 19A corresponds to the output operating device of the present invention, The control switch 22 and the cancel switch 28 correspond to the vehicle speed control device of the present invention,
Motor generator 10 corresponds to the generator of the present invention.

In the hybrid vehicle HV having the above structure, the required driving force for the vehicle is determined based on the accelerator opening and the vehicle speed. This determination result and the driving force source control map, or the charge amount of the battery 35, etc.
The drive and stop of the engine 1 and the motor generator 10 are controlled based on various conditions and data, and the ratio between the torque shared by the engine 1 and the torque shared by the motor generator 10 is determined. The outputs of engine 1 and motor generator 10 are controlled based on the result of this determination.

Here, the output of the engine 1 can be controlled by the opening degree of the electronic throttle valve 8, the fuel injection amount, the ignition timing, or the like. That is, it can be said that the electronic throttle valve 8, the actuator 9, the fuel injection amount control device 4, and the ignition timing control device 5 are output control devices of the engine 1. On the other hand, the torque of the motor generator 10 is
Is controlled by the current value of the electric power supplied to the motor generator 10 via That is, it can be said that the battery 35 and the inverter 34 are output control devices of the motor generator 10.

On the other hand, when the charged amount of the battery 35 becomes equal to or less than the predetermined value, the engine output is increased to make the motor generator 10 function as a generator, and the generated electric energy can be charged to the battery 35. . Also,
When the vehicle is coasting (in other words, when decelerating), the wheels 1
2 (in other words, kinetic energy) is input to the engine 1 to generate a so-called engine braking force, and the power is input to the motor generator 10 so that the motor generator 10 functions as a generator. By charging the battery 35 with the generated electric energy, a regenerative braking force can be applied to the vehicle. Thus, when the vehicle decelerates, the motor
Control for causing generator 10 to function as a generator can be performed either when brake pedal 17A is depressed or when brake pedal 17A is not depressed.

Next, the cruise control function of the hybrid vehicle HV will be specifically described.記憶 Memorizing the target vehicle speed (setting the vehicle speed at which you want to run at constant speed)
Control and Constant-Speed Running Control In a state where the D position is selected by operating the shift lever 20 and the cruise control is activated by turning on the main switch 23, the set / coast switch 25 is turned on, and then the set / coast switch 25 is turned on. When coast switch 25 is turned off, set / coast switch 2
The vehicle speed when 5 is turned off is stored as the target vehicle speed.
Then, the outputs of the engine 1 and the motor generator 10 are controlled such that the traveling vehicle speed of the vehicle (that is, the actual vehicle speed) approaches the target vehicle speed.

The storage control of the target vehicle speed as described above (in other words, the set control) is effective when the low speed limit ≦ the traveling vehicle speed ≦ the high speed limit. Here, the low speed limit means the lower limit of the speed that can be set as the target vehicle speed. When the traveling vehicle speed is lower than the low speed limit, the storage of the target vehicle speed is not performed. If the traveling vehicle speed falls below the low speed limit during the activation of the cruise control system, the stored vehicle speed is deleted. Here, the high speed limit means the upper limit of the speed that can be set as the target vehicle speed, and the target vehicle speed cannot be set when the traveling vehicle speed is higher than the high speed limit.

(4) Constant acceleration control during cruise control When the resume / accelerator switch 26 is continuously turned on while the cruise control system is activated and the vehicle is running, the running vehicle speed is continuously increased. Thereafter, the vehicle speed at the time when the resume / accelerator switch 26 is turned off is stored as the target vehicle speed. And
Thereafter, control is performed so that the traveling vehicle speed approaches the target vehicle speed. Note that the signal of the resume / accelerator switch 26 corresponding to the acceleration control is effective only when low speed limit ≦ traveling vehicle speed ≦ high speed limit.

If the operation of turning on / off the resume / accelerator switch 26 momentarily is repeated while the cruise control system is activated and the vehicle is running, the data is stored for each ON operation. It has a function of increasing the vehicle speed by about 1.5 km / h, a so-called tap-up function.

(4) Deceleration control during cruise control If the set / coast switch 25 is continuously turned on while the cruise control system is activated and the vehicle is running, the vehicle speed is reduced. The vehicle speed at the time when the coast switch 25 is turned off is stored as the target vehicle speed, and thereafter, control is performed to bring the traveling vehicle speed closer to the target vehicle speed. The signal of the set / coast switch 25 is effective only when the low speed limit ≦ the traveling vehicle speed.

When the operation of turning on / off the set / coast switch 25 instantaneously while the cruise control system is activated and the vehicle is running is repeated, the vehicle speed is stored every time the ON operation is performed. About 1.5km
/ H deceleration function, so-called tap-down function. ◇ Cancellation control (manual cancellation control) If the following conditions are satisfied while the cruise control system is activated and the vehicle is running, the cruise control is released. That is, when the stop lamp switch 29 is turned on or the brake switch 17 is turned on, when the shift position sensor 30 detects that the switch is switched from the D position to another position, or when the control switch 24 is canceled. For example, when the switch 27 is turned on, or when the main switch 23 is turned off.

{Return Control} After the cancel switch 27 or the cancel switch 28 is turned on and the cruise control running is released while the cruise control system is activated and the vehicle is running, the resume / acceleration switch is turned on. By turning on 26, control is performed to return to the stored vehicle speed at the time when the cruise control running was canceled. This return control is effective when low speed limit ≦ traveling vehicle speed ≦ high speed limit.

In this embodiment, the required torque for making the traveling vehicle speed close to the target vehicle speed is basically secured by the motor generator 10, and is used when the torque of the motor generator 10 becomes insufficient. A part of the required torque is borne by the engine 1.
Hereinafter, in the cruise control control, the control of the engine output when the necessary torque for bringing the traveling vehicle speed close to the target vehicle speed is shared by the motor generator 10 and the engine 1 will be specifically described.

First, the required cruise opening MAn is calculated by the following equation (1).
, And the torque to be borne by the engine 1 is obtained according to the calculation result. Further, the target opening of the electronic throttle valve 6 is determined based on the calculation result of the torque borne by the engine 1. MAn = (MAn-1 + MAcal) / 2 (1) where n is the number of times the target opening is set (specifically, 2, 3,
4)), and MAcal is the calculated value of the target opening [0%
≤ MAn ≤ 100%]. However, MA1 (initial target vehicle speed) = MAset. MAset = SAp +
SAgrd · (Vn−80). SAp is a set opening port intake value. That is, the set opening port take-in value means the opening of the electronic throttle valve 6 necessary to stably bring the traveling vehicle speed close to the target vehicle speed after storing the target vehicle speed. SAgrd means the slope of the characteristic line in a diagram (not shown) showing the relationship between the control gain (described later) and the cruise request opening.

When cruise control is being performed and | Vm−Vsk | <target opening update condition and | Vm−Vn | <target opening update condition, target opening Mann Do not update Where V
m indicates a target vehicle speed, Vn indicates a current traveling vehicle speed, and Vsk indicates a skip vehicle speed. The skip vehicle speed is for predicting the vehicle speed after a predetermined time based on the current traveling vehicle speed, and determining a target opening required to bring the predicted vehicle speed closer to the target vehicle speed. Further, the target opening update condition means a condition that the target opening is not actually updated even if the detection data changes within a predetermined range. In other words, the target opening update condition means a dead zone in control.

At the time of constant speed traveling control in which the vehicle speed is kept substantially constant, the calculated value MA of the target opening is calculated by the equation (2).
cal is required. MAcal = MAn-1 + Gcon. (Vm-Vsk) (2) Here, Gcon means a control gain used for constant speed traveling control, and Vm means a target vehicle speed. The control gain used for the constant speed traveling control will be described later.

On the other hand, at the time of the constant acceleration running control, the calculated value MAcal of the target opening is obtained by the equation (3). MAcal = MAn-1 + GAcc.Ddn.Tsk (3) Here, GAcc means a control gain used for constant acceleration control, and Ddn means a difference between the target acceleration and the current actual acceleration. Tsk means skip time . This skip time corresponds to a predetermined time used when calculating the skip vehicle speed. Here, Ddn is obtained by equation (4). Ddn = (Dt−ΔVn) (4) Dt is a target acceleration.

Further, the target opening in the case of shifting from the constant acceleration control to the constant speed traveling control is obtained by equation (5). MAcal = MAn-1 + GAcc.multidot. (Vm-Vsk) (5) Then, when the following condition is satisfied during the constant acceleration control, the control is shifted to the constant speed traveling control. First, the target acceleration Dt>
The case of 0 will be described. In this case, it is determined that the condition of ΔVa <0 has occurred continuously in four cycles (50 ms × 4) of the control routine, or that Vm ≧ Vsk has been satisfied. Shift from acceleration control to constant speed control.

Next, the case where the target acceleration Dt <0 will be described. In this case, it is determined that the condition of ΔVa> 0 occurs continuously in four cycles (50 ms × 4) of the control routine or that the condition of Vm ≦ Vsk is satisfied. Shift from acceleration control to constant speed control. While the cruise control system is running, the above processing is performed, and the required cruise opening ACPCCC = M
An.

FIG. 4 is an example of a constant speed control map selected during constant speed control, and FIG. 5 is an example of a constant acceleration control map selected during constant acceleration control. FIG. 6 is an example of a transition control map used when changing from constant acceleration control to constant speed control, that is, used transiently.

In the control maps of FIGS. 4 to 6,
The target opening, in other words, the required cruise opening [%], and the control gain [% /
km / h]. First, the constant acceleration control map of FIG. 4 has a characteristic that the control gain decreases as the cruise request opening increases.

In particular, when the required cruise opening degree ACPCCC1 is less than a predetermined cruise required opening degree ACPCCC1, the rate of decrease of the control gain (in other words, the degree of reduction, or the reduction rate, or the decreasing gradient) is smaller than the predetermined cruise required opening degree ACPCCC1. Gain reduction rate is more gradual (in other words, less)
Characteristics.

The constant acceleration control map shown in FIG. 5 has a characteristic that the control gain decreases as the required cruise opening increases. In particular, the decrease rate of the control gain when the first cruise request opening degree ACPCCC2 is exceeded is sharper (in other words, more) than the control gain decrease rate when the first cruise request opening degree ACPCCC2 or less. Has become. Also, the second cruise request opening degree
Exceeds ACCPCC2 and the second required cruise opening ACPCCC
The rate of decrease in the control gain when exceeding the second required cruise opening ACPCCC2 is more gradual than the rate of decrease in the control gain when the third cruise required opening degree ACPCCC3 or less is higher than 2 . The first required cruise opening ACPCCC2 is higher than a predetermined required cruise opening ACPCCC1 in the constant speed control map.

Further, in the transition control map shown in FIG. 6, the rate of decrease in the control gain with the increase in the required cruise opening is substantially constant regardless of the change in the required cruise opening. In the control maps of FIGS. 4 to 6, the larger the control gain is, the more the operation responsiveness of the electronic throttle valve 6 to the required cruise opening, that is, the sensitivity is improved.

In order to make the running vehicle speed close to the target vehicle speed, when the motor / generator 10 cannot output the torque, for example, a failure of the inverter 34 or a shortage of the charge amount of the battery 35 may occur. is there. In this case, it is possible to perform control to secure a necessary torque for bringing the traveling vehicle speed close to the target vehicle speed only by the torque of the engine 1. In this case, for example,
An independent control map as shown in FIG. 7 is used. In the control map of FIG. 7, the control gain increases with an increase in the required cruise opening, and the control gain is controlled to be substantially constant when the required cruise opening is ACPCCC4 or more. The control map shown in FIG.
4 to FIG. 6 correspond to the second control contents and control patterns of the present invention.

Next, the procedure for changing each control map during cruise control will be described with reference to the flowchart of FIG. The flowchart of FIG. 1 corresponds to the first to fifth aspects of the present invention. When the cruise control is started and the constant speed control is performed by setting the target vehicle speed, the control map shown in FIG. 4 is selected (step S1). Then, based on the operation state of the cruise control switch 22, it is determined whether or not to start the constant acceleration control (step S2).
If a negative determination is made in step S2, step S1
Returning to step S2, if a positive determination is made in step S2, the control map shown in FIG. 5 is selected (step S3).

Then, it is determined whether or not the traveling vehicle speed has reached the vehicle speed at which the constant acceleration control should be terminated (step S).
4) If the determination is negative in step S4, the process returns to step S3. If a positive determination is made in step S4, the control map shown in FIG. 6 is selected (step S4).
5). Then, it is determined whether or not the sign indicating the acceleration of the vehicle (specifically, the vehicle speed) has changed from the acceleration state (+) to the deceleration state (-) (step S6). When a negative determination is made in step S6, the process returns to step S5, and when a positive determination is made in step S6, the process returns to step S1. Here, the correspondence between the functional means shown in FIG. 1 and the configuration of the present invention will be described. Steps S1 to S6 correspond to the driving force source control means of the present invention.

FIG. 8 is a diagram showing an example of a time chart corresponding to the above control. That is, when an operation to increase the traveling vehicle speed to the target vehicle speed V2 is performed at time t1 from the state where the constant speed traveling control is performed at the vehicle speed V1,
As the cruise request opening increases, the control map of FIG. 4 is changed to the control map of FIG. 5, and after time t1, constant acceleration control is performed, and the traveling vehicle speed increases toward the target vehicle speed V2.

Thereafter, when the traveling vehicle speed reaches the target vehicle speed V2 at time t2, the control map of FIG. 5 is changed to the control map of FIG. Thereafter, when the vehicle speed increases to some extent and starts to decelerate, the time t at which the sign indicating the acceleration changes from the acceleration state (+) to the deceleration state (-).
At 3, the control map of FIG. 6 is changed to the control map of FIG. After time t4, the traveling vehicle speed becomes almost V
2 is controlled. As described above, the transition control map is used during the transition from the constant acceleration control to the constant speed control. That is, since a sharp decrease in the control gain before and after time t2 is suppressed, the control responsiveness of the opening of the electronic throttle valve 6 to the cruise request opening is improved.
Therefore, a phenomenon in which the traveling vehicle speed exceeds the target vehicle speed, a so-called overshoot phenomenon, can be suppressed as much as possible. Note that FIG. 8 shows control when the target vehicle speed is increased,
It is a time chart corresponding to the so-called acceleration control,
The shift control map can also be used in the case of control for decreasing the target vehicle speed, that is, in the case of so-called deceleration control.

As described above, according to this embodiment, the engine 1 is driven as a single driving force source or a plurality of engines 1 and motor A different control map is selected depending on whether the generator 10 is driven. Therefore, control according to the output characteristics of each driving force source can be performed, and discomfort and shock of the driver can be suppressed, and drivability can be improved.

When the control map shown in FIG. 7 is selected to control the vehicle speed, when the cruise request opening is small, the control gain is set to a relatively small value. In addition, when the cruise request opening is large, the control gain is set to be relatively large, so that the responsiveness of the vehicle speed control is improved. On the contrary,
When the control map of FIG. 5 is selected, the control gain is set relatively large when the cruise request opening is small, so that the acceleration response in the initial stage of changing the target vehicle speed is improved, and the drivability is further improved. Can be improved. Further, the control maps shown in FIGS. 4 to 6 can be changed each time the content of the vehicle speed control changes, and the responsiveness of the vehicle speed control is further improved. Furthermore, since the transition control map is used when switching from the accelerated traveling state to the constant-speed traveling state, the traveling vehicle speed can be made closer to the target vehicle speed, and the responsiveness of the vehicle speed control is further improved.

Next, control in the case where the accelerator opening is fully closed while the hybrid vehicle HV is traveling at a constant speed and a cruise control cancel signal is generated will be described. In this case, torque is not transmitted from the engine 1 and the motor generator 10 to the wheels 12, and the vehicle enters an inertia running state, and power is generated by the motor generator 10 to generate a regenerative braking force.
Therefore, if the cruise request opening for controlling the engine output is controlled to zero at the time when the cancel signal is generated, the engine braking force and the regenerative braking force are generated in a superimposed manner.
As a result, the braking force acting on the entire vehicle sharply increases, and the driver may feel uncomfortable or experience a shock.

An example of control for dealing with such inconvenience is shown in the flowchart of FIG. The flowchart of FIG. 9 corresponds to the inventions of claims 6 and 7. That is, when a cancel signal is input to the hybrid electronic control device 13 during the cruise control, it is determined whether the cancel signal is generated by operating the cancel switch 27 of the cruise control switch 22. (Step S11).

If the determination in step S11 is affirmative, a cancel process is performed (step S12), and a cruise request is opened when a predetermined time has elapsed since the cancel process was performed or when the speed was reduced to a predetermined speed. The degree is controlled to zero (step S13), and the cruise control control is terminated (step S14). Steps S11 and S12 correspond to output control means of the present invention.

The time chart of FIG.
This corresponds to the control contents of steps 2 to S13. For example, when a cancel input is performed during the constant speed control, first, as shown by a solid line, for less than 0.6 seconds after the cancel signal is input at time t1 (indicated by area A1 in FIG. 10). Sets the target acceleration to -1.3 km /
The deceleration control is performed at h / s (tap down acceleration).

Further, a range of 0.6 second to 1 second (region B)
In 1), the cruise request opening is set to 1. in each control cycle in the opening control of the electronic throttle valve 6.
Lower by 8%. Thereafter, the cruise request opening is sharply controlled to zero. Thus, when the cruise control is released and the vehicle is coasting to generate regenerative braking force, control for gradually reducing the engine torque is performed. In other words, when the vehicle is coasting, by gradually increasing the engine braking force, a sudden increase in the overall braking force acting on the vehicle can be suppressed, and the driver's discomfort and shock can be suppressed, Drivability is improved. If a negative determination is made in step S11, specifically, if the cancel signal has been generated due to the driver's intention to brake, the process proceeds to step S13 without performing the cancel control. Specifically, as shown by the broken line in FIG. 10, the cruise request opening is immediately controlled to zero upon generation of the cancel signal.

Whether or not the driver has a braking intention can be determined by a braking intention determining device such as the brake switch 17, the shift position sensor 30 or the stop lamp switch 29. For example, if at least one of the conditions such as that the brake pedal 17A is depressed, that the P position is selected by the shift lever 20, and that the stop lamp switch 29 is on is satisfied, the operation is started. It is determined that there is a braking intention of the driver.

The characteristic shown by the broken line in FIG. 10 is obtained when the regenerative braking force is not generated by the motor / generator 10 during coasting of the vehicle, or when the vehicle is not equipped with the motor / generator (ie, only the engine is driven). This is a torque reduction characteristic applied to a vehicle as a power source. In other words, this embodiment releases the cruise control,
And, when the vehicle coasts, the degree of reduction of the engine torque is varied depending on whether or not the regenerative braking force by the motor generator 10 can be generated.
It can also be rephrased.

In the hybrid vehicle HV having the above configuration,
Examples of the structure and type of the output operation device 19A include, in addition to the accelerator pedal 19A operated by the driver's foot, a manually operated lever type, button type, touch panel type, dial type (rotary type), and the like. .
In this embodiment, a specific configuration of the cruise control switch 22 is exemplified by a lever type, a button type, a touch panel type, or a dial type. Further, in this embodiment, as a method of controlling the output of the engine 1 (in other words, the torque), in addition to controlling the opening degree of the electronic throttle valve 6, control of the fuel injection amount by the fuel injection amount control device 4 or ignition Ignition timing control by the timing control device 5 is exemplified.

As a method of mutually changing the control maps shown in FIGS. 4 to 6, the control maps of FIGS. 4 to 6 are separately set in advance, and a method of replacing these control maps and a reference method And a method of correcting the control map to be obtained by arithmetic processing. In addition, this embodiment reduces the torque of the engine and the motor / generator.
Applicable to both hybrid vehicles configured to be able to transmit to the same wheel, or hybrid vehicles configured to transmit engine torque and motor generator torque to separate wheels can do. Further, a system for supplying power to the motor generator may use a capacitor or a fuel cell instead of a battery.

[0072]

As described above, according to the first aspect of the present invention, the vehicle speed is controlled by the output of only a predetermined driving force source, and the vehicle speed is controlled by the output of a plurality of types of driving force sources. The control content used for controlling the driving force source is different from the control case. Therefore, in order to make the traveling vehicle speed close to the target vehicle speed, control according to the output characteristics of each driving force source can be performed, and the driver's discomfort and shock can be suppressed, and drivability can be improved.

According to the second aspect of the present invention, the output of only a predetermined driving power source among a plurality of types of driving power sources is controlled by the second control content, and the same effect as the first aspect of the invention is obtained. Can be

According to the third aspect of the present invention, in addition to obtaining the same effect as the second aspect of the present invention, when the vehicle speed control is performed only by the output of the predetermined driving force source, the first control content is Selected. Then, under the condition where the output fluctuation of the predetermined driving force source is large, the responsiveness of the output control to the change of the output request is suppressed to a low state. On the other hand, when the vehicle speed is controlled by the outputs of a plurality of types of driving force sources, even if the responsiveness is improved under the condition that the output fluctuation of the predetermined driving force source is large, the driving force generated on the wheels is increased. Is suppressed from greatly changing. Therefore, the acceleration responsiveness when the vehicle speed control is performed by the outputs of the plural types of driving force sources is improved.

According to the fourth aspect of the invention, the same effect as that of the third aspect of the invention can be obtained. In addition, since the control gain is different for each content of the vehicle speed control, the responsiveness of the vehicle speed control is improved.

According to the fifth aspect of the invention, the same effects as those of the fourth aspect of the invention can be obtained, and when the vehicle is switched from the accelerated traveling state to the constant speed traveling state, the traveling vehicle speed can be easily brought close to the target vehicle speed. Control responsiveness is further improved.

According to the sixth aspect of the present invention, when the vehicle speed control is released and the vehicle is in the coasting state and the regenerative braking force is applied, the output of the driving power source is gradually reduced. Thus, rapid deceleration due to the release of the vehicle speed control is suppressed. Therefore, the driver's discomfort and shock are suppressed, and drivability can be improved.

According to the seventh aspect of the invention, the same effects as those of the sixth aspect of the invention can be obtained, and when the driver has a braking intention, the output of the driving force source is reduced in accordance with the braking intention. You. Therefore, drivability is further improved.

[Brief description of the drawings]

FIG. 1 is a flowchart showing one control example of the present invention.

FIG. 2 is a block diagram showing a schematic configuration of a hybrid vehicle to which the present invention is applied.

3 is a block diagram showing a control system of the hybrid vehicle shown in FIG.

FIG. 4 is a diagram showing an example of a control map used in the present invention.

FIG. 5 is a diagram showing an example of a control map used in the present invention.

FIG. 6 is a diagram showing an example of a control map used in the present invention.

FIG. 7 is a diagram showing an example of a control map used in the present invention.

8 is a diagram showing an example of a time chart corresponding to the flowchart of FIG.

FIG. 9 is a flowchart showing another control example of the present invention.

FIG. 10 is a time chart corresponding to the control example of FIG. 9;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Engine, 4 ... Fuel injection amount control apparatus, 5 ... Ignition timing control apparatus, 6 ... Electronic throttle valve, 9 ... Actuator, 10 ... Motor generator, 19
A: accelerator pedal, 22: cruise control switch, 28: cancel switch.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) // B60K 6/02 B60K 9/00 C (72) Inventor Takao Shirai 1 Toyota Town, Toyota City, Toyota City, Aichi Prefecture Toyota 3D041 AA31 AA65 AA66 AB00 AC01 AC26 AD02 AD04 AD10 AD41 AD50 AD51 AE02 AE03 AE41 AF01 3D044 AA03 AA04 AA11 AA41 AA45 AB00 AC03 AC05 AC07 AC15 AC22 AC24 AC26 AC39 AD00 AD01 AD02 AD04 AE03 AE04 AE07 AE22 AE25 3G093 AA07 BA15 BA23 CB00 CB06 CB10 CB11 CB12 DA01 DA06 DB00 DB05 DB15 DB19 EA01 EA05 EA09 EA13 EB00 EB04 FA05 FA06 FA11 FA12 FB02 FB03 5H115 PA01 Q09 Q09 Q09 SE04 SE05 SF05 TE02 TE03 TE08

Claims (7)

[Claims] An output operation device operated to control an output of a driving force source, and an output operation device provided separately from the output operation device and controlling an output of the driving force source,
A vehicle speed control device for controlling a vehicle speed, wherein the vehicle speed control device is operated to control the vehicle speed to approach the target vehicle speed. In the vehicle control device, only the output of a predetermined driving force source is transmitted to wheels. The first control content selected to control the output of the predetermined driving force source when the traveling vehicle speed approaches the target vehicle speed, and a plurality of types of driving force sources including the predetermined driving force source are selected. A driving force source control unit for setting, when transmitting an output to the wheels and bringing the traveling vehicle speed closer to the target vehicle speed, a second control content selected to control outputs of the plurality of types of driving force sources; A control device for a vehicle, comprising: 2. The vehicle control device according to claim 1, wherein the second control content controls an output of only the predetermined driving force source among a plurality of types of driving force sources. 3. The first control content and the second control content include an output request for the predetermined driving force source and a control gain for controlling an output of each driving force source in accordance with the output request. The first control content has a characteristic that the control gain increases with an increase in the output request, and the second control content has a characteristic that the output request is 3. The control device for a vehicle according to claim 2, comprising a characteristic that the control gain decreases as the control gain increases. 4. The vehicle control device according to claim 3, wherein the second control content differs in a control gain corresponding to the request for increasing the output for each content of the vehicle speed control. . 5. The content of the vehicle speed control includes an acceleration traveling and a constant speed traveling, and the second control content includes an acceleration control pattern corresponding to the acceleration traveling, and an acceleration control pattern corresponding to the constant traveling. A corresponding constant speed control pattern, wherein the control gain of the constant speed control pattern is set to be smaller than the control gain of the acceleration traveling control pattern, and from the acceleration traveling control pattern to the constant speed traveling control pattern. The control device for a vehicle according to claim 4, wherein during the change, the output of the driving force source is controlled based on a control gain larger than a control gain of the constant speed traveling control pattern. 6. An output operation device operated to control the output of the driving force source, and provided separately from the output operation device, and by controlling the output of the driving force source,
A vehicle speed control device for controlling a vehicle speed, wherein the vehicle speed control device operates the vehicle speed control device without operating the output operation device to control the traveling vehicle speed to approach a target vehicle speed. A power generator that generates regenerative braking force on the vehicle by generating power using the power of the wheels during power traveling, cancels vehicle speed control by the vehicle speed control device, and generates a regenerative braking force to generate a vehicle. A vehicle control device comprising: output control means for gradually decreasing the output of the driving force source when the vehicle speed control is released when the vehicle is coasting. 7. The degree of decrease in the output of the driving force source when the driver does not intend to brake is greater than the degree of decrease in the output of the driving force source when the driver intends to brake. 7. The control device for a vehicle according to claim 6, wherein is set gently.