JP2005028968A - Traveling device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling device for a vehicle capable of realizing transfer between an engine driving mode or the like and a motor driving mode in a simple operation, and enabling a driver to recognize the present travel mode clearly. <P>SOLUTION: A driving system by a motor 20 is installed on the vehicle in addition to a driving system of an engine 1 having a manual transmission 3, thereby enabling the motor 20 to generate driving force independently from the engine 1. A selection position (0.5 speed and -0.5 speed) for selecting a travel mode using only the driving force of the motor 20 is set in a gear shift operating section 25 of the manual transmission 3 for mechanically changing a gear shift stage in response to a driver's operation of a select lever 25a. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicular traveling device that can travel using both the driving force of an engine and the driving force of a motor.
[0002]
[Prior art]
For example, as disclosed in Patent Document 1, conventionally, in a vehicle, many traveling devices for vehicles such as a hybrid vehicle using a driving force of an engine together with a driving force of an engine have been proposed and put into practical use. .
[0003]
This type of vehicle travel device is generally realized by a vehicle equipped with an automatic transmission (hereinafter also simply referred to as an AT vehicle) from the viewpoint of controllability and the like. In the vehicle travel device, engine drive control is performed. For example, a travel mode using only the engine drive force (engine drive mode), a travel mode using only the motor drive force (motor drive mode), Various driving modes such as a driving mode (motor assist mode) using both engine driving force and motor driving force are realized.
[0004]
[Patent Document 1]
Japanese Patent Laid-Open No. 2002-227679
[Problems to be solved by the invention]
By the way, from the viewpoint of the driver's operability, the above-described driving in the motor drive mode is more advantageous when realized by a manual transmission vehicle (hereinafter also referred to as an MT vehicle) than by an AT vehicle. That is, for example, a motor vehicle capable of transmitting power to the drive wheels is provided in the MT vehicle to form a vehicle travel device, and the vehicle is driven in the motor drive mode when there is traffic, etc. Extremely low-speed driving or the like can be realized without frequently requesting.
[0006]
However, when the vehicle is equipped with a motor in a manual transmission-equipped vehicle as described above, the driver operates the manual transmission to the neutral state when shifting from the engine drive mode or the like to the motor drive mode, A complicated operation such as turning on a motor driving switch or the like is required. Similarly, at the time of transition from the motor drive mode to the engine drive mode or the like, the driver is required to perform complicated operations such as operating the manual transmission to a predetermined shift stage and turning off the motor drive switch.
[0007]
In addition, when a plurality of operations are required for the transition between the engine drive mode and the motor drive mode as described above, the driver determines whether or not the current travel mode is the motor drive mode. It is necessary to recognize based on the state, and it may be difficult to instantly recognize the current travel mode.
[0008]
The present invention has been made in view of the above circumstances, and it is possible to realize a transition between the engine drive mode and the motor drive mode with a simple operation, and to make the driver clearly recognize the current travel mode. An object of the present invention is to provide a vehicular traveling device.
[0009]
[Means for Solving the Problems]
In order to solve the above-mentioned problems, a vehicular traveling apparatus according to a first aspect of the present invention includes a manual transmission capable of transmitting engine driving force to wheels, and a motor capable of transmitting driving force to wheels independently of the engine. And a shift operation means provided at the select position for selecting each gear position of the manual transmission, wherein a select position for selecting a motor drive mode for transmitting only the driving force of the motor to the wheels is provided. .
[0010]
According to a second aspect of the present invention, there is provided the vehicle travel device according to the first aspect, wherein the shift operation means sets the manual transmission to a neutral state when the motor drive mode is selected. .
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings. The drawings relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram showing a vehicle drive system, FIG. 2 is a schematic configuration diagram showing a vehicle drive control system, FIG. 3 is a transition diagram of a travel mode, and FIG. Is a schematic configuration diagram showing an in-vehicle power supply system, FIG. 5 is a flowchart showing a travel control routine in a motor drive mode, FIG. 6 is a flowchart of a motor torque determination routine, FIG. 7 is a flowchart showing a traffic jam tracking control routine, and FIG. A flowchart showing a cruise control routine with an inter-vehicle distance control function, FIG. 9 is an explanatory diagram of a shift map.
[0012]
In FIG. 1, reference numeral 1 denotes an engine disposed in the front part of the vehicle, and the driving force by the engine 1 can be transmitted to the manual transmission 3 via the clutch 2.
[0013]
The transfer 4 is connected to the output shaft 3a of the manual transmission 3, and the driving force transmitted to the transfer 4 is transmitted to the rear wheel final reduction gear 8 via the rear drive shaft 5, the propeller shaft 6, and the drive pinion shaft portion 7. On the other hand, it is input to the front wheel final reduction gear 11 via the reduction gear train 9 and the front drive shaft 10 which is the drive pinion shaft portion. Here, the clutch 2, the manual transmission 3, the transfer 4, and the front wheel final reduction gear 11 are integrally accommodated in a case 12 to constitute a so-called transaxle.
[0014]
Further, a motor 20 is disposed in the vicinity of the propeller shaft 6, and the driving force by the motor 20 can be transmitted to the propeller shaft 6 via the reduction gear box 21 and the electromagnetic clutch 22.
[0015]
That is, a reduction gear box 21 is connected to the output shaft 20a of the motor 20 so that the motor driving force is decelerated at a predetermined reduction ratio by a reduction gear train 21a arranged in the reduction gear box 21. It has become. A drive plate 22a of an electromagnetic clutch 22 is connected to the output shaft 21b of the reduction gear box 21, and the drive plate 22a is fastened to a driven plate 22b that is pivotally attached to the propeller shaft 6, thereby driving the motor driving force. Can be transmitted to the propeller shaft 6.
[0016]
In this way, the motor 20 is connected to the propeller shaft 6 via the reduction gear box 21 and the electromagnetic clutch 22, so that the motor 20 constitutes a drive system independent of the engine 1.
[0017]
In this case, the driving force of the motor 20 is decelerated with a large reduction ratio through the reduction gear train 21a, so that, for example, a small motor of about 10 W can secure a motor torque necessary for extremely low speed traveling up to about 20 Km / h. It has come to be.
[0018]
In such a configuration, the driving force (driving force from at least one of the engine 1 or the motor 20) input to the rear wheel final reduction gear 8 passes through the rear wheel left drive shaft 13rl and the rear left wheel 14rl. To the right rear wheel 14rr via the rear wheel right drive shaft 13rr. On the other hand, the driving force input to the front wheel final reduction gear 11 is transmitted to the left front wheel 14fl via the front wheel left drive shaft 13fl, and is also transmitted to the right front wheel 14fr via the front wheel right drive shaft 13fr.
[0019]
Here, in the present embodiment, the manual transmission 3 is constituted by a transmission having, for example, five forward speeds and one reverse speed, and the manual transmission 3 is provided according to the driver operation of the select lever 25a. A shift operation unit 25 for mechanically switching the shift stage is provided. That is, as shown in the figure, the shift operation unit 25 is set with a selection position (1st to 5th gear) for selecting a forward 1st to 5th gear, and a reverse 1st gear. A select position (R speed) for selecting is set.
[0020]
Further, the shift operation unit 25 is set with select positions (0.5 speed and -0.5 speed) for selecting a travel mode using only the driving force of the motor 20. These select positions are provided adjacent to the 1st and 2nd select positions, respectively, and when the 0.5th or −0.5th select position is selected by operating the select lever 25a, the manual transmission 3 Becomes mechanically neutral and cuts off the driving force from the engine 1 to the transfer 4. That is, the speed change operation unit 25 has a function as speed change operation means.
[0021]
Next, a vehicle drive control system configured as described above will be described.
In FIG. 2, reference numeral 30 denotes a vehicle control electronic control unit (hereinafter referred to as a vehicle control ECU). The vehicle control ECU 30 includes, for example, a vehicle speed sensor 35 that detects the vehicle speed based on the four-wheel wheel speed, and a driver. A shift position sensor 36 for detecting the selected position (0.5 speed, 1-5 speed, R speed, or -0.5 speed) of the selected shift operation unit 25, and an accelerator pedal (not shown) by the driver An accelerator pedal sensor 37 for detecting an operation amount, a clutch pedal switch 38 for detecting a depression state of a clutch pedal (not shown) by a driver, a hand brake switch 39 for detecting an operation state of a hand brake (not shown) by a driver, Brake pedal sensor 40 for detecting an operation amount of a brake pedal (not shown) by a driver, engine An engine speed sensor 41 for detecting the rotational speed of the motor, a propeller shaft speed sensor 42 for detecting the rotational speed of the propeller shaft 6, a motor speed sensor 43 for detecting the rotational speed of the motor 20, and a temperature for detecting the temperature of the motor 20. Sensor 44, voltage sensor 45 for detecting battery voltage, traffic congestion tracking switch 46 for selecting a traffic congestion tracking mode to be described later, ACC switch 47 for selecting an ACC mode (cruise mode with inter-vehicle distance control function) to be described later, traffic congestion Various sensors and switches such as a target vehicle speed setting switch 48 for setting a target vehicle speed in the follow-up mode or the ACC mode and a start full acceleration switch 49 for selecting a start full acceleration mode to be described later are connected. Here, the congestion follow-up switch 46, the ACC switch 47, and the start full acceleration switch 49 are composed of momentary switches whose switch positions at ON / OFF are unchanged.
[0022]
The vehicle control ECU 30 is connected to, for example, a known stereo image recognition device 55 including a pair of on-vehicle CCD cameras. Other than the preceding vehicle distance, the preceding vehicle speed, and the preceding vehicle recognized by the stereo image recognition device 55. The vehicle outside information such as the position of the stationary object, the white line coordinates, and the own vehicle traveling path coordinates is input. Note that these pieces of information outside the vehicle may be input from, for example, a millimeter wave radar or a laser radar instead of the stereo image recognition device 55.
[0023]
Then, the vehicle control ECU 30 controls the throttle control of the engine 1 through the electronic control throttle body 60, the energization control to the motor 20 through the current controller 61, the engagement control of the electromagnetic clutch 22, and the electronic control based on various input signals and the like. By appropriately performing brake control or the like through the control brake system 62, for example, as shown in FIG. 3, the driving mode of the vehicle is changed to an engine drive mode, a motor drive mode, a traffic jam tracking mode, an ACC mode, an engine stall prevention mode, or The vehicle is controlled in various driving modes such as a start full acceleration mode, and a stop control mode is executed as necessary. Further, the vehicle control ECU 30 drives the speaker 66 and the display 67 through the steering guidance device 65 to notify the driver of necessary information when an instruction or warning to the driver is required during control in each mode. .
[0024]
Here, as shown in FIG. 4, the current controller 61 is configured by a bridge circuit including, for example, four power MOSFETs (hereinafter referred to simply as transistors) 70 to 73. . The current controller 61 is a battery (second battery) mounted on the vehicle separately from a battery (first battery) 74 that supplies power to an ignition system (not shown) of the engine 1 and various auxiliary machines such as the vehicle control ECU 30. Power) 75 is supplied to the motor 20 based on a control signal from the vehicle control ECU 30. Specifically, the current controller 61 is PWM (pulse width modulation) controlled by the vehicle control ECU 30, and when the pulse signal is applied to the power transistors 70 and 71, the motor 20 rotates in the forward direction. When a pulse signal is applied to 72 and 73, the motor 20 is reversed.
[0025]
Further, an alternator 77 is connected to the first and second batteries 74 and 75 via a converter 76. When power generation control of the alternator 77 is performed based on a signal from the voltage sensor 45, the power generation is performed. After the electric power is AC-DC converted by the converter 73, the first and second batteries 72 and 73 are appropriately fed.
[0026]
In this case, diodes 78 and 79 are interposed between the first battery 74 and the second battery 75, and the first and second batteries 74 and 75 are electrically connected by these diodes 78 and 79. Thus, the batteries 74 and 75 function as independent individual batteries. Therefore, even when the power of the second battery 75 is reduced when power is supplied to the motor 20, normal engine control, driving of auxiliary machinery, and the like can be performed with the power of the first battery 74.
[0027]
(Engine drive mode)
When one of the first to fifth speeds or the R speed is selected by a driver operation of the select lever 25a, the vehicle control ECU 30 executes the engine drive mode. When the travel mode is the engine drive mode, the vehicle control ECU 30 controls the electronic control throttle body 60 and the electronic control brake system 62 according to the accelerator pedal operation amount and the brake pedal operation amount by the driver, and only the engine driving force is controlled. To achieve normal driving. At that time, the electronic control ECU 30 controls the release of the electromagnetic clutch 22 to separate the motor 20 and the reduction gear box 21 from the propeller shaft 6 to prevent damage due to over-rotation of the motor 20 and to prevent the motor 20 and the like from resistance. This prevents the deterioration of fuel consumption.
[0028]
(Motor drive mode)
As shown in FIG. 3, when the engine drive mode is executed, if the 0.5th speed or the −0.5th speed is selected by the driver operation of the select lever 25a, the vehicle control ECU 30 changes the travel mode from the engine drive mode. Transition to motor drive mode. When the travel mode is the motor drive mode, the vehicle control ECU 30 performs a travel control of the vehicle using only the motor 20 as a driving force by executing, for example, the travel control routine shown in FIG. 5 for each set time. .
[0029]
When this routine starts, the vehicle control ECU 30 first checks in step S101 whether the current motor torque is sufficient. That is, in the present embodiment, since the motor 20 is relatively small, the motor torque may be insufficient when the vehicle is traveling on an uphill road or the like or when the vehicle load is too large. is there. Therefore, if the vehicle control ECU 30 determines in step S101, for example, whether the motor torque is sufficient from the determination result of a motor torque determination routine described later, and if it is determined that the motor torque is insufficient, step S101 is performed. Proceed to S112. Then, in step S112, for example, an alarm such as “Motor torque is insufficient, so it is necessary to switch to the engine drive mode” is output through the speaker 66 or the display 67, and the shift operation is instructed to the driver, and then the routine is exited. . If the vehicle control ECU 30 determines that the motor torque is insufficient due to the hand brake operation of the driver based on the signal from the hand brake switch 39, the vehicle control ECU 30 replaces the alarm with, for example, “hand “Please release the brake” or the like is output through the speaker 66 or the display 67 to instruct the driver to release the hand brake.
[0030]
On the other hand, when it is determined in step S101 that the motor torque is sufficient and the process proceeds to step S102, the vehicle control ECU 30 determines that the current vehicle speed is determined by the capacity of the motor 20, the reduction ratio of the reduction gear box 21, and the like. It is checked whether or not the vehicle speed is lower than a set vehicle speed (for example, 20 km / h) that can be permitted during traveling.
[0031]
If it is determined in step S102 that the host vehicle speed is equal to or higher than the set vehicle speed, the vehicle control ECU 30 turns off (releases) the electromagnetic clutch 22 in step S110 and prevents the motor 20 in step S111. After turning off the energization, the process proceeds to step S112. In step S112, for example, an alarm such as “Please switch to the engine drive mode because the vehicle speed is high” is output through the speaker 66 and the display 67, and after instructing the driver to perform a shift operation, the routine is exited. When the vehicle control ECU 30 determines in step S102 that the host vehicle speed is equal to or higher than the set vehicle speed, the vehicle control ECU 30 performs OFF control of the electromagnetic clutch 22 and the motor 20 until the determination is performed more than the set control number of times. Instead, only the above alarm is stopped, and after the above determination has been made more than the set number of times, the electromagnetic clutch 22 and the motor 20 are turned off. For example, an alarm such as “the motor control cannot be used because the vehicle speed is too fast” is issued. Also good.
[0032]
On the other hand, if it is determined in step S102 that the host vehicle speed is lower than the set vehicle speed and the process proceeds to step S103, the vehicle control ECU 30 determines whether the temperature of the motor 20 has risen to the set temperature or higher based on the signal from the temperature sensor 44. Check for no.
[0033]
If it is determined in step S103 that the temperature of the motor 20 has risen to the set temperature or higher, the vehicle control ECU 30 turns off the electromagnetic clutch 22 in step S110 and prevents the motor 20 in step S111 in order to prevent overheating of the motor 20. After turning off the power to 20, the process proceeds to step S112. In step S112, for example, an alarm such as “Please switch to the engine drive mode because the motor temperature is high” is output through the speaker 66 and the display 67, and after instructing the driver to perform a shift operation, the routine is exited. Note that when the vehicle control ECU 30 determines in step S103 that the temperature of the motor 20 has risen to the set temperature or more, the vehicle control ECU 30 does not turn on the electromagnetic clutch 22 and the motor 20 until the determination is performed for the set control count or more. Only the above-mentioned alarm is performed without performing the OFF control, and after the above determination is performed for the set number of times or more, the electromagnetic clutch 22 and the motor 20 are controlled to be OFF. For example, “The motor is stopped because the motor temperature is high. "Also" may be alarmed.
[0034]
On the other hand, when it is determined in step S103 that the temperature of the motor 20 is lower than the set temperature and the process proceeds to step S104, the vehicle control ECU 30 determines that the battery voltage of the second battery 71 is based on the signal from the voltage sensor 45. Check whether the following is true.
[0035]
When it is determined in step S104 that the battery voltage of the second battery 71 is equal to or lower than the set voltage, the vehicle control ECU 30 turns off the electromagnetic clutch 22 in step S110 and turns off the energization of the motor 20 in step S111. The process proceeds to step S112. In step S112, for example, an alarm such as “Please switch to the engine drive mode because the voltage has dropped” is output through the speaker 66 or the display 67 to instruct the driver to perform a shift operation, and then the routine is exited.
[0036]
On the other hand, when it is determined in step S104 that the battery voltage of the second battery 71 is higher than the set voltage and the process proceeds to step S105, the vehicle control ECU 30 determines whether or not the electromagnetic clutch 22 is currently in an ON (engaged) state. Find out.
[0037]
If it is determined in step S105 that the electromagnetic clutch 22 is in the ON state, the vehicle control ECU 30 proceeds to step S109.
[0038]
On the other hand, immediately after the transition from the engine drive mode to the motor drive mode or the like, and when it is determined in step S105 that the electromagnetic clutch 22 is in the OFF (released) state, the vehicle control ECU 30 proceeds to step S106. Then, it is checked whether or not the drive plate rotational speed of the electromagnetic clutch 22 obtained from the motor rotational speed or the like substantially matches the driven rotational speed of the electromagnetic clutch 22 obtained from the propeller shaft rotational speed or the like.
[0039]
If it is determined in step S106 that the drive plate rotation speed and the driven plate rotation speed are significantly different, the vehicle control ECU 30 proceeds to step S107, and in order to prevent the occurrence of torque shock accompanying the engagement of the electromagnetic clutch 22, the propeller After the motor control based on the shaft rotational speed is performed to make the drive plate rotational speed of the electromagnetic clutch 22 coincide with the driven plate rotational speed, the routine is exited.
[0040]
On the other hand, if it is determined in step S106 that the drive plate rotation speed and the driven plate rotation speed substantially match, the vehicle control ECU 30 proceeds to step S108 and performs ON (engagement) control of the electromagnetic clutch 22. Then, the process proceeds to step S109.
[0041]
When the process proceeds from step S105 or step S108 to step S109, the vehicle control ECU 30 sets a current command value corresponding to the accelerator operation amount of the driver, and outputs a PWM signal corresponding to the current command value to the current controller 61. After the drive control of the motor 20 is performed, the routine is exited. Here, in the drive control of the motor 20, the vehicle control ECU 30 performs engine control through the electronic control throttle body 60 and performs power generation control of the alternator 77 according to the power supplied to the motor 20.
[0042]
When the motor driving mode is executed, when the driver pulls out the shift lever 25a from the 0.5-speed or -0.5-speed shift position (that is, the 1st to 5th speed or the R speed is changed). In the case where it is performed), as shown in FIG. 3, the vehicle control ECU 30 changes the travel mode from the motor drive mode to the engine drive mode.
[0043]
Whether the motor torque is sufficient is determined by the vehicle control ECU 30 according to, for example, a motor torque determination routine shown in FIG.
This routine is executed every predetermined time. When the routine starts, the vehicle control ECU 30 first detects a current command value for the motor 20 in step S201. In this case, since the acceleration changes with a delay with respect to the fluctuation of the current command value, the current command value is preferably smoothed with the previous current command value by digital filter processing.
[0044]
When the process proceeds from step S201 to step S202, the vehicle control ECU 30 detects the host vehicle speed based on the signal from the vehicle speed sensor 35, and in the subsequent step S203, the acceleration is determined from the relationship between the host vehicle speed set in advance and the current command value. The lowest value is derived. That is, the relationship between the current value applied to the motor 20 and the generated torque changes according to the vehicle speed (motor rotation speed). Based on these relationships, the vehicle control ECU 30 stores in advance a minimum acceleration (minimum acceleration value) estimated from the relationship between the vehicle speed and the current value when traveling when the motor torque is sufficient. The vehicle control ECU 30 refers to this map to derive the minimum acceleration value.
[0045]
When the process proceeds from step S203 to step S204, the vehicle control ECU 30 calculates the current acceleration based on the change in the own vehicle speed, and in step S205, checks whether or not the minimum acceleration value is larger than the current acceleration of the own vehicle. .
[0046]
The vehicle control ECU 30 proceeds to step S206 if the minimum acceleration value is larger than the acceleration of the host vehicle, determines that the motor torque is sufficient, and exits the routine. On the other hand, the minimum acceleration value is equal to or less than the acceleration of the host vehicle. If YES in step S207, the flow advances to step S207 to determine that the motor torque is insufficient, and exit the routine.
[0047]
(Congestion tracking mode)
As shown in FIG. 3, when the congestion follow-up switch 46 is turned ON by a driver operation during execution of the motor drive mode at 0.5 speed, the vehicle control ECU 30 changes the travel mode from the motor drive mode to the congestion follow-up mode. And transition. Then, when the travel mode is the traffic jam tracking mode, the vehicle control ECU 30 executes the traffic jam tracking control routine shown in FIG. 7 for every set time, for example, so that the vehicle tracking control using only the motor 20 as the driving force is performed. I do. That is, in the present embodiment, the traffic jam tracking mode is a part of the motor drive mode.
[0048]
When this routine is started, the vehicle control ECU 30 first checks in step S301 whether or not the motor torque in the current traveling state is sufficient, and determines that the motor torque is insufficient. Proceeding to step S317, for example, an alarm such as “Motor torque is insufficient, so it is necessary to switch to the engine drive mode” is output through the speaker 66 or the display 67, and after the shift operation is instructed to the driver, the routine is exited.
[0049]
On the other hand, when it is determined in step S301 that the motor torque is sufficient and the process proceeds to step S302, the vehicle control ECU 30 determines that the current vehicle speed is a motor in which the capacity of the motor 20 and the reduction ratio of the reduction gear box 21 are defined. It is checked whether or not the vehicle speed is lower than a set vehicle speed (for example, 20 km / h) that can be permitted during traveling.
[0050]
If it is determined in step S302 that the host vehicle speed is equal to or higher than the set vehicle speed, the vehicle control ECU 30 turns off (releases) the electromagnetic clutch 22 in step S315, turns off the power to the motor 20 in step S316, and then performs step S317. Proceed to In step S317, for example, an alarm such as “Please switch to the engine drive mode because the vehicle speed is high” is output through the speaker 66 and the display 67, and after instructing the driver to perform a shift operation, the routine is exited. That is, when the own vehicle speed exceeds the set vehicle speed, the traffic jam tracking control is substantially canceled.
[0051]
On the other hand, if it is determined in step S302 that the host vehicle speed is lower than the set vehicle speed and the process proceeds to step S303, the vehicle control ECU 30 determines whether the temperature of the motor 20 has risen to the set temperature or higher based on the signal from the temperature sensor 44. Check for no.
[0052]
If it is determined in step S303 that the temperature of the motor 20 has risen to the set temperature or higher, the vehicle control ECU 30 turns off the electromagnetic clutch 22 in step S315 and turns off the energization of the motor 20 in step S316. The process proceeds to step S317. In step S317, for example, an alarm such as “Please switch to the engine drive mode because the motor temperature is high” is output through the speaker 66 or the display 67, and after instructing the driver to perform a shift operation, the routine is exited. That is, when the temperature of the motor 20 rises above the set temperature, the traffic jam tracking control is substantially canceled.
[0053]
On the other hand, when it is determined in step S303 that the temperature of the motor 20 is lower than the set temperature and the process proceeds to step S304, the vehicle control ECU 30 sets the battery voltage of the second battery 71 based on the signal from the voltage sensor 45. Check to see if it is below the voltage.
[0054]
If it is determined in step S304 that the battery voltage of the second battery 71 is equal to or lower than the set voltage, the vehicle control ECU 30 turns off the electromagnetic clutch 22 in step S315, and turns off the energization of the motor 20 in step S316. The process proceeds to step S317. In step S317, for example, an alarm such as “Please switch to the engine drive mode because the voltage has dropped” is output through the speaker 66 and the display 67, and after instructing the driver to perform a shift operation, the routine is exited. That is, when the battery voltage of the second battery 71 is equal to or lower than the set voltage, the traffic jam tracking control is substantially canceled.
[0055]
On the other hand, in step S304, when it is determined that the battery voltage of the second battery 71 is higher than the set voltage and the process proceeds to step S305, the vehicle control ECU 30 is currently based on the vehicle exterior information from the stereo image recognition device 50. It is checked whether or not there is a preceding vehicle ahead of the host vehicle travel path. If it is determined that there is a preceding vehicle, the process proceeds to step S306. If it is determined that there is no preceding vehicle, the process proceeds to step S310.
[0056]
When the process proceeds from step S305 to step S306, the vehicle control ECU 30 checks whether or not the preceding vehicle speed is greater than the own vehicle speed. If it is determined that the preceding vehicle speed is greater than the own vehicle speed, the process proceeds to step S310. If it is determined that the preceding vehicle speed is equal to or lower than the own vehicle speed, the process proceeds to step S307.
[0057]
When the process proceeds from step S306 to step S307, the vehicle control ECU 30 sets a target inter-vehicle distance based on the preceding vehicle speed from a preset map or the like. In this case, the vehicle control ECU 30 sets the target inter-vehicle distance to be larger as the preceding vehicle speed is higher.
[0058]
In the subsequent step S308, the vehicle control ECU 30 calculates a target speed difference by the following equation (1), for example, based on the set target inter-vehicle distance and the actual preceding vehicle distance. That is, the target speed difference is obtained by using G1 as a gain.
Target speed difference = G1 (target inter-vehicle distance-preceding vehicle distance) (1)
Is calculated by
[0059]
In subsequent step S309, the vehicle control ECU 30 calculates the target acceleration based on, for example, the following equation (2) based on the set target speed difference and the actual relative speed of the preceding vehicle. That is, the target acceleration is obtained by using G2 as a gain.
Target acceleration = G2 · ((target speed difference− (own vehicle speed−preceding vehicle speed)) (2)
Is calculated by
[0060]
On the other hand, when the process proceeds from step S305 or step S306 to step S310, the vehicle control ECU 30 uses, for example, the following equation (3) based on the set vehicle speed set by the driver through the target vehicle speed setting switch 48 and the current host vehicle speed. Calculate the target acceleration. That is, the target acceleration is obtained by using G3 as a gain.
Target acceleration = G3 (set vehicle speed-own vehicle speed) (3)
Is calculated by
[0061]
The vehicle control ECU 30 is set with an upper limit value and a lower limit value of the target acceleration for preventing the driver from feeling uncomfortable due to rapid acceleration / deceleration. The vehicle control ECU 30 sets the target acceleration in step S309 or step S310. When the upper limit value is exceeded, the target acceleration is corrected to the upper limit value, and when the target acceleration (target deceleration) falls below the lower limit value, the target acceleration is corrected to the lower limit value.
[0062]
Then, when the process proceeds from step S309 or step S310 to step S311, the vehicle control ECU 30 checks whether or not the set target acceleration is smaller than, for example, -0.5G.
[0063]
If it is determined in step S311 that the target acceleration is −0.5 G or more, the process proceeds to step S312 and the vehicle control ECU 30 sets a current command value based on the target acceleration. In step S313, the current command value After the PWM signal corresponding to is output to the current controller 61 to control the drive of the motor 20, the routine is exited. Here, in this motor control, the vehicle control ECU 30 performs power generation control of the alternator 77 according to the power supplied to the motor 20 by engine control through the electronic control throttle body 60.
[0064]
On the other hand, if it is determined in step S311 that the target acceleration is smaller than -0.5G, the vehicle ECU 30 proceeds to step S314, controls the motor 20 to be OFF, and performs automatic control based on the target acceleration through the electronic control brake system 62. After performing the brake control, exit the routine.
[0065]
When the driver pulls out the shift lever 25a from the shift position of 0.5 by a shift operation or the like during execution of the traffic jam tracking mode, as shown in FIG. 3, the vehicle control ECU 30 sets the travel mode to the motor. A transition is made from the drive mode to the engine drive mode. Further, when the driver presses the traffic jam tracking switch 46 during the traffic jam tracking mode (that is, when the traffic jam tracking switch 46 is turned off), or when a brake operation by the driver is detected by a signal from the brake pedal sensor 40 Alternatively, in at least one of cases where the accelerator operation by the driver is detected by a signal from the accelerator pedal sensor 37, the vehicle control ECU 30 drives the motor from the traffic jam tracking mode to the motor drive mode as shown in FIG. Transition to mode.
[0066]
Here, since the traffic jam tracking switch 46 is composed of a momentary switch, the switch position of the traffic jam tracking switch 46 when the traffic jam tracking switch 46 is switched from the traffic jam tracking mode to another driving mode by the OFF operation of the traffic jam tracking switch 46, and the others The switch position of the traffic jam tracking switch 46 when the traffic jam tracking mode is changed to another travel mode according to the above condition is the same. In any case, the ON state of the traffic jam tracking switch 46 is canceled, so that the traffic jam tracking mode is resumed against the driver's will after the transition from the traffic jam tracking mode to another driving mode. To be prevented.
[0067]
(ACC mode)
As shown in FIG. 3, when the ACC switch 47 is turned ON by a driver operation during the execution of the engine drive mode, the vehicle control ECU 30 determines that the current shift speed is 3rd to 5th and the clutch pedal is The travel mode is changed from the engine drive mode to the ACC mode on condition that the vehicle is not depressed and the vehicle speed is higher than a specified value. When the traveling mode is the ACC mode, the vehicle control ECU 30 uses only the engine 1 as a driving force by executing, for example, a cruise (ACC) control routine with an inter-vehicle distance control function shown in FIG. ACC control is performed. That is, in the present embodiment, the ACC mode is a part of the engine drive mode.
[0068]
When this routine is started, the vehicle control ECU 30 first determines in step S401 whether or not a gear shifting operation is currently being performed by the driver, based on a signal from the clutch pedal switch 38.
[0069]
If it is determined in step S401 that the speed change operation is being performed, the vehicle control ECU 30 proceeds to step S413 to reduce the torque shock caused by the speed change operation, and electronically controls the current vehicle speed and the shift position. After performing throttle control through the control throttle body 60 and controlling the engine speed to an appropriate speed, the routine is exited.
[0070]
On the other hand, when it is determined in step S401 that the speed change operation is not being performed and the process proceeds to step S402, the vehicle control ECU 30 currently has a preceding vehicle ahead of the host vehicle travel path based on the outside information from the stereo image recognition device 50. If it is determined that there is a preceding vehicle, the process proceeds to step S403. If it is determined that there is no preceding vehicle, the process proceeds to step S407.
[0071]
When the process proceeds from step S403 to step S404, the vehicle control ECU 30 checks whether or not the preceding vehicle speed is greater than the own vehicle speed. If it is determined that the preceding vehicle speed is greater than the own vehicle speed, the process proceeds to step S407. If it is determined that the preceding vehicle speed is equal to or lower than the own vehicle speed, the process proceeds to step S404.
[0072]
When the process proceeds from step S403 to step S404, the vehicle control ECU 30 sets a target inter-vehicle distance based on the preceding vehicle speed from a preset map or the like. In this case, the vehicle control ECU 30 increases the target vehicle speed as the preceding vehicle speed increases. Increase the inter-vehicle distance.
[0073]
In subsequent step S405, the vehicle control ECU 30 calculates a target speed difference by, for example, the following equation (4) based on the set target inter-vehicle distance and the actual preceding vehicle speed. That is, the target speed difference is G4 as a gain,
Target speed difference = G4 (target vehicle distance-preceding vehicle distance) (4)
Is calculated by
[0074]
In subsequent step S406, the vehicle control ECU 30 calculates the target acceleration based on, for example, the following equation (5) based on the set target speed difference and the actual relative speed of the preceding vehicle. That is, the target acceleration is obtained by using G5 as a gain.
Target acceleration = G5 · ((Target speed difference− (Own vehicle speed−Previous vehicle speed)) (5)
Is calculated by
[0075]
On the other hand, when the process proceeds from step S402 or step S403 to step S407, the vehicle control ECU 30 uses, for example, the following equation (6) based on the set vehicle speed set by the driver through the target vehicle speed setting switch 48 and the current host vehicle speed. Calculate the target acceleration. That is, the target acceleration is obtained by using G6 as a gain.
Target acceleration = G6 ((set vehicle speed-own vehicle speed)) (6)
Is set by
[0076]
The vehicle control ECU 30 is set with an upper limit value and a lower limit value of the target acceleration for preventing the driver from feeling uncomfortable due to rapid acceleration / deceleration. The vehicle control ECU 30 sets the target acceleration in step S406 or step S407. When the upper limit value is exceeded, the target acceleration is corrected to the upper limit value, and when the target acceleration (target deceleration) falls below the lower limit value, the target acceleration is corrected to the lower limit value.
[0077]
Then, when the process proceeds from step S406 or step S407 to step S408, the vehicle control ECU 30 checks whether or not the set target acceleration is smaller than, for example, -0.5G.
[0078]
If it is determined in step S408 that the target acceleration is equal to or greater than -0.5G, the process proceeds to step S409, where the vehicle control ECU 30 calculates an optimal engine output based on the target acceleration and the current gear position. Based on the engine output, throttle control is performed through the electronic control throttle body 60, and then the process proceeds to step S411.
[0079]
On the other hand, if it is determined in step S408 that the target acceleration is smaller than −0.5 G, the process proceeds to step S410, and the vehicle control ECU 30 controls the throttle opening to “0” through the electronic control throttle body 60. After performing the automatic brake control based on the target acceleration through the electronic control brake system 62, the process proceeds to step S411.
[0080]
When the process proceeds from step S409 or step S410 to step S411, the vehicle control ECU 30 refers to, for example, a shift map shown in FIG. 9 to check whether or not it is currently timed to shift. That is, as a result of performing the control in step S409 or step S410, the running state changes. For example, it is more advantageous in terms of fuel efficiency to shift up from the current shift stage, and a large acceleration force is not required. If it is determined, the vehicle control ECU 30 determines that it is currently time to shift up. In addition, as a result of the control in step S409 or step S410, the traveling state changes, and for example, it is determined that shifting down is easier to obtain acceleration force and is advantageous in performing follow-up traveling and constant speed traveling. In this case, the vehicle control ECU 30 determines that it is currently time to shift down.
[0081]
If it is determined in step S411 that it is time to perform a shift, the process proceeds to step S412 and the vehicle control ECU 30, for example, “shift up to * speed” or “shift down to * speed”. ”And the like are output through the speaker 66 and the display 67, and then the routine is exited. At that time, it is desirable that the vehicle control ECU 30 instructs an appropriate clutch engagement timing after the driver operates the shift lever 25a in order to secure time for appropriately performing the engine control in the above-described step S413.
[0082]
On the other hand, if it is determined in step S411 that it is not time to shift, the vehicle control ECU 30 exits the routine as it is.
[0083]
When the driver presses the ACC switch 47 (that is, when the ACC switch 47 is turned OFF) when the ACC mode is executed, the vehicle speed is specified when the speed is set to a speed other than the third speed to the fifth speed. At least one of the following: when the clutch pedal is depressed for a long time, or when the gear of the manual transmission 3 is pulled out for a long time (that is, when the neutral state continues for a long time) In this case, as shown in FIG. 3, the vehicle control ECU 30 changes the travel mode from the ACC mode to the engine drive mode.
[0084]
That is, when the gear position is set to a speed other than the third speed to the fifth speed, deterioration in fuel consumption, damage to the engine 1 or the like may occur due to overspeed of the engine 1 caused by continuing the ACC control. In order to prevent this, the vehicle control ECU 30 changes the travel mode from the ACC mode to the engine drive mode. At that time, the vehicle control ECU 30 gives a warning to the driver through the speaker 66 or the display 67 such as “* the speed has been set and the ACC function is released”.
[0085]
Further, when the clutch pedal is depressed for a long time or when the gear of the manual transmission 3 is pulled out for a long time, the vehicle speed control becomes impossible, so the vehicle control ECU 30 has the engine speed higher than the current speed. The engine control is performed through the electronically controlled throttle body 60 so that the travel mode is not increased to the engine drive mode, and the travel mode is changed from the ACC mode to the engine drive mode. At that time, the vehicle control ECU 30 gives a warning to the driver such as “The ACC function is released because the clutch is depressed” or an alarm such as “The ACC function is released because the gear is disengaged”. Or through the display 67 as appropriate.
[0086]
Here, since the ACC switch 47 is composed of a momentary switch, the ACC mode depends on the switch position of the ACC switch 47 when the ACC switch 47 is turned off and the engine drive mode is changed to the engine drive mode, and other conditions. The switch position of the ACC switch 47 in the case where the engine drive mode is changed from is the same. In any case, the ON state of the ACC switch 47 is canceled, so that the ACC mode is prevented from being resumed against the driver's will after the transition from the ACC mode to the engine drive mode. .
[0087]
(An engine stall prevention mode)
As shown in FIG. 3, when the engine speed is executed, when the engine speed becomes equal to or lower than a specified value at which engine stall may occur, the vehicle control ECU 30 indicates that the current host vehicle speed is equal to or lower than the specified value. In addition, the travel mode is changed from the engine drive mode to the engine stall prevention mode on condition that the foot brake or the hand brake is not operated. When the travel mode is the engine stall prevention mode, the vehicle control ECU 30 prevents engine stall by the driving force of the motor 20.
[0088]
That is, when the engine speed decreases due to a driver's erroneous clutch operation during a speed change operation and the possibility of occurrence of engine stall is determined, the vehicle control ECU 30 performs drive control of the motor 20 through the current controller 61, After the motor speed is controlled to an appropriate value (that is, after the drive plate speed and the driven plate speed of the electromagnetic clutch 22 are substantially matched), the electromagnetic clutch 22 is engaged and the motor driving force is applied to the propeller shaft 6. Communicate and prevent engine stalls.
[0089]
In this case, the vehicle control ECU 30 does not shift the travel mode to the engine stall prevention mode when the vehicle speed is equal to or higher than the specified value even when the engine speed is equal to or lower than the specified value. 20 damage due to over-rotation is prevented. Even if the engine speed is less than the specified value, if the driver is operating a brake, the vehicle will run against the driver's will by not changing the driving mode to the engine stall prevention mode. Is prevented from continuing.
[0090]
During the execution of the engine stall prevention mode, when the engine speed recovers to a specified value or more, when the vehicle speed exceeds a specified value, or when a brake operation is performed by the driver, an increase in the temperature of the motor 20 is detected. In at least one of the cases where the battery voltage drop of the second battery 75 is detected, the vehicle control ECU 30 drives the engine from the engine stall prevention mode to the engine drive mode, as shown in FIG. Transition to mode. At that time, the vehicle control ECU 30 appropriately gives various warnings such as “the engine speed prevention mode is canceled because the vehicle speed has increased” to the driver through the speaker 66 and the display 67.
[0091]
(Start full acceleration mode)
As shown in FIG. 3, when the start full acceleration switch 49 is turned on by a driver operation during execution of the engine drive mode, the vehicle control ECU 30 runs on the condition that the current host vehicle speed is equal to or less than a specified value. The mode is changed from the engine drive mode to the start full acceleration mode. When the travel mode is the start full acceleration mode, the vehicle control ECU 30 improves the start acceleration by using the driving force of the engine 1 and the driving force of the motor 2 in combination.
[0092]
That is, when the travel mode is changed to the start full acceleration mode, the vehicle control ECU 30 first performs drive control of the motor 20 through the current controller 61 and controls the motor rotation number to an appropriate value (that is, The electromagnetic clutch 22 is fastened (after the drive plate rotation speed and the driven plate rotation speed of the electromagnetic clutch 22 are substantially matched). When the electromagnetic clutch 22 is engaged, the vehicle control ECU 30 generates a motor driving force corresponding to the driver's accelerator operation amount by motor control through the current controller 61, and assists the engine driving force to start acceleration. To strengthen. Thereby, even if the engine 1 is an engine with a small generated torque in the low rotation range, a good start acceleration is realized.
[0093]
In this case, even when the start full acceleration switch 49 is turned on, the vehicle control ECU 30 prevents the motor 20 from shifting to the start full acceleration mode when the vehicle speed is equal to or higher than the specified value. Prevents damage caused by over-rotation.
[0094]
When the driver presses the start full acceleration switch 49 (that is, when the start full acceleration switch 49 is turned OFF) during execution of the start full acceleration mode, the motor 20 3 is detected, or at least one of the cases where the battery voltage drop of the second battery 75 is detected, the vehicle control ECU 30 starts the running mode as shown in FIG. Transition from full acceleration mode to engine drive mode. In addition, when the speed is set to the 0.5-speed or -0.5 speed during the start full acceleration mode, the vehicle control ECU 30 drives the motor from the start full acceleration mode to the motor drive mode as shown in FIG. Transition to mode. At that time, the vehicle control ECU 30 appropriately gives various warnings to the driver through the speaker 66 and the display 67 such as “The vehicle speed has increased and the start full acceleration mode will be released”.
[0095]
Here, since the start full acceleration switch 49 is composed of a momentary switch, the switch position of the start full acceleration switch 49 when the start full acceleration switch 49 is switched to another travel mode by turning OFF the start full acceleration switch 49. And the switch position of the traffic jam follow switch 49 when the start full acceleration mode is changed to another travel mode under other conditions. In any case, the start full acceleration mode is restarted against the driver's will after the transition from the start full acceleration mode to another travel mode by canceling the ON state of the start full acceleration switch 49. Is prevented accurately.
[0096]
(Stop control mode)
As shown in FIG. 3, when a positive / negative change in the vehicle speed is detected during execution of the motor drive mode or the traffic jam tracking mode, the vehicle control ECU 30 shifts from the motor drive mode or the traffic jam tracking mode to the stop control mode. . When in the stop control mode, the vehicle control ECU 30 performs stop control of the vehicle through the electronic control brake system 62.
[0097]
That is, when the stop control mode is executed, the vehicle control ECU 30 continuously performs stop control of the vehicle through the electronic control brake system 62. Thus, even when the vehicle runs using only the small motor 20 as a driving force, even if the vehicle approaches a steep climb or the like, the vehicle can be prevented from reverse running accurately.
[0098]
At that time, the vehicle control ECU 30 urges the driver to perform a shift operation from 1st to 5th speed or R speed by giving a warning such as “Please switch to the engine drive mode” through the speaker 66 and the display 67, for example. .
[0099]
When such a stop control mode is being executed, if the driver performs a shift operation from 1st to 5th speed or R speed and performs a brake operation of at least one of a foot brake and a hand brake, As shown in FIG. 3, the vehicle control ECU 30 makes a transition from the stop control mode to the engine drive mode.
[0100]
At that time, the vehicle control ECU 30 gives an alarm such as “stop control has been released” to the driver through the speaker 66 and the display 67.
[0101]
According to such an embodiment, in addition to the drive system of the engine 1 provided with the manual transmission 3, the drive system by the motor 20 is mounted on the vehicle, and the drive force independent of the engine 1 can be generated by the motor 20. Since the configuration is adopted, it is possible to prevent troublesome clutch operation, engine stall, and the like especially at the time of starting or traveling at an extremely low speed with a simple configuration without providing a torque converter or the like in the manual transmission 3.
[0102]
Then, by performing the traffic jam tracking control during traveling using only the driving force of the motor drive system, the traffic jam tracking control can be easily performed without performing a troublesome shifting operation of the manual transmission 3 or the like.
[0103]
In this case, the motor 20 is composed of a small motor, and the motor driving force is decelerated at a large reduction ratio via the reduction gear box 21 to configure a drive system specialized for starting or traveling at extremely low speeds. The motor drive system can be further simplified.
[0104]
In addition, a selection position for selecting a travel mode using only the driving force of the motor 20 is set in the speed change operation unit 25 of the manual transmission 3, and when the selection position is selected, the manual transmission 3 is set to the neutral position. By setting the state, it is possible to accurately prevent the driver from misusing the motor driving force and the engine driving force, and to make the driver clearly recognize the current driving state.
[0105]
In the above-described embodiment, the example in which the motor drive system is configured by connecting the motor 20 to the propeller shaft 6 via the reduction gear box 21 and the electromagnetic clutch 22 has been described, but the present invention is not limited thereto. For example, the motor drive system may be configured by connecting the motor 20 to the drive pinion shaft 7, the front drive shaft 10, or the like.
[0106]
In the above-described embodiment, the example has been described in which the selection positions of the 0.5th speed and the −0.5th speed are set adjacent to the selection positions of the 1st speed and the 2nd speed, respectively. For example, the 0.5-speed select position is set adjacent to the 1st-speed select position, and the -0.5-speed select position is set adjacent to the R-speed select position. Also good.
[0107]
【The invention's effect】
As described above, according to the present invention, the transition between the engine drive mode and the motor drive mode can be realized with a simple operation, and the current travel mode can be clearly recognized by the driver.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing a vehicle drive system. FIG. 2 is a schematic configuration diagram showing a vehicle drive control system. FIG. 3 is a transition diagram of a running mode. FIG. 5 is a flowchart showing a travel control routine in a motor drive mode. FIG. 6 is a flowchart of a motor torque determination routine. FIG. 7 is a flowchart showing a traffic jam tracking control routine. FIG. 9 is an explanatory diagram of a shift map [Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine 3 ... Manual transmission 20 ... Motor 25 ... Shifting operation part (shifting operation means)

Claims (2)

A manual transmission that can transmit the driving force of the engine to the wheels;
A motor capable of transmitting driving force to the wheels independently of the engine;
The vehicle is characterized in that a select position for selecting a motor drive mode for transmitting only the driving force of the motor to the wheels includes shift operation means provided alongside the select position for selecting each gear position of the manual transmission. Traveling device. 2. The vehicle travel device according to claim 1, wherein the speed change operation means sets the manual transmission in a neutral state when the motor drive mode is selected.

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