JP2005287234A - Drive force control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive force control device that can suppress to the minimum the power consumption of a motor power supply of which the power storage capacity is reduced when acceleration is required, and can alleviate the sense of discomfort caused between the time of the acceleration requirement in the reduced power storage capacity and the time of acceleration requirement in a sufficient power storage capacity. <P>SOLUTION: In a parallel hybrid vehicle that comprises a motor combined with an engine 1 and the motor generator 3 and a battery 5 that feeds power to the motor generator 3, there is provided a first drive force response compensation control means that sets a delay in the rising response of a drive force so that delay compensation by the motor generator 3 is reduced when the capacity of the battery 5 that feeds power to the motor generator 3 is reduced, and makes the temporary response characteristic of a target drive force with respect to the acceleration requirement of a driver as a characteristic that generates a prescribed overshoot after the drive force rises to the target drive force. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention belongs to a technical field of a vehicle driving force control device applied to a hybrid vehicle, a fuel cell vehicle, an electric vehicle, and the like.

For example, conventionally, the intention to accelerate is determined from the throttle operation amount, and the assist by the motor is permitted only when the acceleration request is large, and the power supply from the power storage device is minimized (for example, Patent Document 1). reference).
JP 2002-291105 A

  However, in the conventional vehicle driving force control device, when the acceleration request is large and driving force assist by the motor is permitted, the motor assists even when the power storage device is in the discharge suppression mode. Therefore, there is a problem that if the state where the acceleration request is high continues, the assist by the motor may become difficult.

  The present invention has been made paying attention to the above problems, and at the time of an acceleration request, the power consumption of a motor power supply whose storage capacity is reduced is minimized, and the user feels uncomfortable with an acceleration request with a sufficient storage capacity. An object of the present invention is to provide a vehicle driving force control device that can be reduced.

  To achieve the above object, in the vehicle driving force control apparatus according to the first aspect of the present invention, in a vehicle having a prime mover combined with an internal combustion engine and a motor, and a power source for supplying power to the motor, the power source for supplying power to the motor is provided. When the capacity is decreasing, set the transient response characteristics of the target driving force to the driver's acceleration request, set the driving force rise response delay so as to reduce the delay compensation by the motor, and rise to the target driving force After that, the first driving force response compensation control means having the characteristic of causing a predetermined overshoot is provided.

  In the vehicle driving force control apparatus according to the second aspect of the present invention, the prime mover is composed of only a motor. However, in a vehicle in which the power source that supplies power to the motor is composed of a combination of a slow response and a fast response, When the capacity of the fast power supply is decreasing, the transitional response characteristics of the target driving force to the driver's acceleration request are set to a small slope so that the power supply by the fast power supply is minimized. In addition, a second driving force response compensation control unit having a characteristic of causing a predetermined overshoot after rising to the target driving force is provided.

  Therefore, in the vehicle driving force control apparatus according to the first aspect of the present invention, when the capacity of the power supply for supplying electric power to the motor is reduced, the driving force rising response delay is set so as to reduce the delay compensation by the motor. By doing so, the power consumption of the motor power supply whose storage capacity is reduced can be minimized, such that the rising response of the driving force is obtained mainly by the internal combustion engine. Then, by setting the characteristic to generate a predetermined overshoot after rising to the target driving force, it is possible to alleviate the feeling of delay in the rising response of the driving force with respect to an acceleration request with sufficient storage capacity.

  In the vehicle driving force control apparatus according to the second aspect of the present invention, when the capacity of the power supply having a quick response is reduced, the transient response characteristic of the target driving force with respect to the driver's acceleration request is expressed by the power from the power supply having a quick response. By setting the rising gradient of the driving force to be small so that supply is minimized, the rising gradient of the driving force is obtained mainly by motor driving with a slow-response power source. The power consumption of the fast power supply can be minimized. Then, by setting the characteristic to generate a predetermined overshoot after rising to the target driving force, it is possible to alleviate the feeling of delay in the rising response of the driving force with respect to an acceleration request with sufficient storage capacity.

  BEST MODE FOR CARRYING OUT THE INVENTION The best mode for carrying out a vehicle driving force control apparatus according to the present invention will be described below based on Examples 1 to 3 shown in the drawings.

First, the configuration will be described.
The first embodiment is an example applied to a vehicle equipped with a parallel hybrid system as a driving device. FIG. 1 is an overall system diagram illustrating a driving force control apparatus according to the first embodiment, and FIG. 2 is a block diagram illustrating a driving force response compensation control system in the integrated controller according to the first embodiment.

  As shown in FIG. 1, the hybrid vehicle of the first embodiment is driven by an engine 1 (internal combustion engine), a transmission 2, a motor / generator 3 (motor), an inverter 4, and a battery 5 (power source). The output gear mechanism 6 and the drive wheels 7 and 7 are provided.

  In other words, in the first embodiment, the engine 1 and the drive wheels 7 and 7 are connected via the transmission 2, and the motor / generator 3 is disposed on one of the drive force transmission paths of the engine 1 and the drive wheels 7 and 7. This is a so-called parallel type hybrid system in which both the engine 1 and the motor / generator 3 are used as power sources.

  The engine 1 is a gasoline engine, a diesel engine, or the like. The transmission 2 may be an automatic transmission using a planetary gear, a continuously variable transmission using a planetary gear, a belt-type or toroidal-type continuously variable transmission, an automatic MT, or the like. The motor / generator 3 may be any of a direct current motor, an alternating current motor, and a non-sinusoidal drive motor. In the first embodiment, the three-phase alternating current synchronous motor / generator 3 is a power storage device. A direct current from the battery 5 is converted into an alternating current by the inverter 4 and driven.

  As shown in FIG. 1, the hybrid vehicle of the first embodiment includes an engine controller 10, a motor controller 11, and an integrated controller 12 as a drive control device.

  The engine controller 10 receives a command for obtaining a target engine speed and a target engine torque from the integrated controller 12, and outputs a drive control command corresponding to the target engine speed and the target engine torque to an electronic control throttle device (not shown). .

  The motor controller 11 receives a command for obtaining a target motor torque from the integrated controller 12 and outputs a drive control command corresponding to the target motor torque to the inverter 4. The motor controller 11 that has received the battery S.O.C, which is the power capacity information of the battery 5 from the inverter 4, sends this battery S.O.C to the integrated controller 12.

  The integrated controller 12 inputs accelerator opening information from the accelerator opening sensor 13, vehicle speed information from the vehicle speed sensor 14, power supply capacity information (battery SOC), etc., and performs arithmetic processing based on these input information, Depending on the result, a command for obtaining the target engine speed and the target engine torque is output to the engine controller 10, and a command for obtaining the target motor torque is output to the motor controller 11.

  The driving force response compensation control system in the integrated controller 12 of the first embodiment includes a static target driving force generation unit 12a, a driving force distribution unit 12b, a target driving force generation unit with transient response 12c, and an engine response estimation unit 12d. , A differentiator 12e, a dynamic characteristic gain calculator 12f, and an engine share correction factor calculator 12g (first driving force response compensation controller).

  The static target driving force generation unit 12a generates a static target driving force according to a driver's acceleration request (accelerator opening degree or the like).

  The driving force distribution unit 12b obtains a target engine torque and a target engine speed that should be realized by the engine 1 from the static target driving force.

  The target drive force generating unit 12c with a transient response adds a transient response characteristic to the static target drive force to obtain a dynamic characteristic, and uses the dynamic characteristic gain obtained according to the charge / discharge request of the power source. Change.

  The engine response estimation unit 12d obtains an estimated driving force engine component that takes into account the response delay of the engine torque from the target engine torque and the engine physical characteristics.

  The subtractor 12e obtains the target motor torque from the difference between the target driving force with a transient response and the estimated driving force for the estimated engine torque.

  The dynamic characteristic gain calculation unit 12f calculates a dynamic characteristic gain in accordance with a charge / discharge request of the power supply according to the power supply capacity.

  The engine share correction rate calculation unit 12g calculates an engine share correction rate according to a power supply charge / discharge request based on the power supply capacity.

Next, the driving force response compensation control action will be described.
The response of a conventional internal combustion engine (engine) is limited to the response delay of air. For example, if the response of a motor ignores the supply power of a power source, as shown in FIG. Faster than requested. Then, for example, as shown in FIG. 4, the engine delay is eliminated by controlling the engine delay with a motor with respect to the target driving force for realizing an ideal transient response, and shown in FIG. Thus, an ideal response waveform can be realized.

  However, when the capacity of the power source for supplying electric power to the motor is decreasing, effective compensation cannot be performed, and as a result, only responsiveness equivalent to that of the engine can be realized.

  On the other hand, in the first embodiment, as shown in FIG. 6, when the capacity of the battery 5 is decreased, the discharge until the engine torque rises by setting the drive response rise response delay to the engine level. By minimizing the amount and generating a peak of driving force larger than when the power supply capacity is sufficient after rising, the lack of acceleration caused by delaying the initial rising response is compensated. Therefore, the assist power by the motor / generator 3 can be suppressed, and the uncomfortable feeling with the case where the storage capacity is sufficient can be suppressed.

  In order to realize the above, first, as shown in FIG. 2, the driving force for obtaining the target engine torque and the target engine speed to be realized by the engine 1 from the static target driving force according to the driver's acceleration request. From the distribution unit 12b, the transient response target driving force generation unit 12c that adds a transient response characteristic, and the target engine torque and the physical characteristics of the engine, an estimated driving force engine component that takes into account the response delay of the engine torque is obtained. Consider a control device that obtains the target motor torque from the difference between the engine response estimation unit 12d, the target driving force with transient response, and the estimated driving force engine obtained from the estimated engine torque (difference unit 12e).

Here, the target driving force generation unit 12c with a transient response changes the dynamic characteristic by using the dynamic characteristic gain calculation obtained in accordance with the charge / discharge request of the battery 5 depending on the power supply capacity. When the capacity of the battery 5 is sufficient, a response based on response delay compensation by the motor / generator 3 is realized (FIG. 5). Also, when the capacity of the battery 5 is decreasing, the dynamic characteristic gain is changed so that the target drive force rise delay is set at the same level as the engine, and at the same time, a predetermined overshoot is generated after the rise. It compensates for the feeling of acceleration that would be lost due to the delay, and reduces the effect of the response delay (FIG. 6).
Here, the predetermined amount of overshoot is not limited, but for example, it is preferable to set the time required to reach the target speed to be equal to that in the case of an ideal transient response.
In other words, when the driver's accelerator operation is not abrupt and is relatively close to the engine response, the overshoot amount and overshoot time are not small, and when the driver's accelerator operation is abrupt and the difference from the engine response is large, overshoot The amount is set large, and if the overshoot amount is too large, the overshoot time is lengthened.

  At this time, the driving force distribution unit 12b uses the engine share correction rate obtained according to the charge / discharge request of the battery 5 depending on the power supply capacity, and corrects the charge / discharge amount with respect to the static target drive force. Obtain the engine torque and target engine speed. Therefore, when the capacity of the battery 5 is sufficient, the target engine torque and the target engine speed are set without considering the reduction of the driving force engine due to charging. Further, when the capacity of the battery 5 is decreasing, the target value for the engine 1 can be realized from the battery 5 although the charge amount is reduced in the short term if the overshoot peak can be sufficiently realized. Carrying out is minimized.

  In the first embodiment, as shown in FIG. 6, the peak after the start (after the target driving force is realized) is generated by the driving force of the engine 1, but there is a slight margin in the storage capacity of the battery 5. The peak may be generated by the output of the motor / generator 3. In this case, although the burden on the battery 5 is increased, the engine speed is not different from the case where the capacity of the battery 5 is sufficient, so that the uncomfortable feeling to the driver given by the increase in the engine speed can be reduced.

  Further, the power source capacity lower limit threshold value for performing this control is divided into two threshold values, one threshold value greater than one lower limit threshold value and one threshold value less than one lower limit threshold value. When the power capacity is greater than or equal to the threshold value 1, correction by the engine 1 is not performed. When the power capacity is less than the threshold value 1, the capacity is gradually increased. When the power capacity is less than or equal to the threshold value 2, the capacity of the battery 5 is decreased. The peak of the target driving force that is set in the case where there is a sufficient peak can be realized. This can be easily realized with a table for the power supply capacity because the magnitude of the overshoot of the target driving force set when the capacity of the battery 5 is decreasing is known in advance.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the first embodiment, the following effects can be obtained.

  (1) In a parallel hybrid vehicle having a prime mover combined with the engine 1 and the motor / generator 3 and a battery 5 for supplying electric power to the motor / generator 3, the capacity of the battery 5 for supplying electric power to the motor / generator 3 is When decreasing, set the transient response characteristics of the target driving force to the driver's acceleration request, set the driving force rising response delay so as to reduce the delay compensation by the motor / generator 3, and reach the target driving force Since the first driving force response compensation control means having the characteristic of generating a predetermined overshoot after starting up is provided, the power consumption of the battery 5 whose storage capacity is reduced is minimized when the acceleration is requested, and the battery 5 It is possible to reduce a sense of incongruity with the time when acceleration is required for a sufficient storage capacity.

  That is, it is not always necessary to overshoot the engine 1 with respect to the target driving force. By slightly delaying the peak of the motor / generator 3, the start-up of the engine 1 and the motor peak are coordinated to minimize the assist amount of the motor / generator 3. Limit to the limit. In addition, by causing a predetermined overshoot with respect to the target driving force, the feeling of response delay due to the delay of the peak of the motor / generator 3 is mitigated, and an increase in the number of steps of the driver is prevented.

  (2) When the capacity of the battery 5 supplying electric power to the motor / generator 3 is reduced, the first driving force response compensation control means has a transient response characteristic of the target driving force with respect to the driver's acceleration request, Since the transient response characteristic from the driving force rising characteristic to the overshoot characteristic is achieved by the driving force generated only by the engine 1, it is set in advance so as to be obtained only by driving the engine 1. Without consuming the power of the battery 5 whose capacity is decreasing, it is possible to reduce a sense of incongruity with the time when the storage capacity of the battery 5 is sufficient for acceleration.

  (3) The first driving force response compensation control means divides the lower limit threshold of the power source capacity for starting the driving force response compensation control when the power source capacity of the battery 5 is decreased into threshold value 1 and threshold value 2, and the power source capacity is set to threshold value 1. When it is between the threshold value 2 and the power source capacity is lower than the threshold value 1, the engine share correction rate for the target driving force is gradually increased. Since the power sharing capacity of the battery 5 has a slight margin, the engine 1 is determined based on the response delay compensation characteristic by the motor / generator 3 when the power capacity of the battery 5 is sufficient according to the amount of decrease in the power capacity. It is possible to gradually shift to a transient response characteristic that increases the sharing of.

  In the second embodiment, the prime mover is composed of only the motor 9, but the power source for supplying power to the motor 9 is composed of a combination of a slow response (engine 1 + generator 8) and a fast response (battery 5). This is an example of a series-type hybrid vehicle.

First, the configuration will be described.
As shown in FIG. 7, the hybrid vehicle of the second embodiment has an engine 1, a generator 8 (power source with slow response), a motor 9, an inverter 4, and a battery 5 (power source with fast response), as shown in FIG. 7. An output gear mechanism 6 and drive wheels 7 and 7 are provided. That is, in the second embodiment, the engine 1 has a charging system that always rotates the generator 8 to store electricity, and the drive wheels 7 and 7 are a series hybrid system close to an electric vehicle that uses only the motor 9 as a power source.

  As shown in FIG. 7, the hybrid vehicle of the second embodiment includes an engine controller 10, a motor controller 11, an integrated controller 12, an accelerator opening sensor 13, and a vehicle speed sensor 14 as shown in FIG. 7. . These configurations are the same as those in the first embodiment.

  The driving force response compensation control system in the integrated controller 12 according to the second embodiment includes a static target driving force generation unit 12a, a driving force distribution unit 12b, a target driving force generation unit 12c ′ with a transient response during normal power supply capacity, a low A target driving force generator with a transient response at power capacity 12c ", an engine response estimator 12d, a differentiator 12e, an engine share correction factor calculator 12g, a multiplier 12h, an internal ratio calculator 12i, And an internal calculation unit 12j (second driving force response compensation control means).

  The driving force distribution unit 12b obtains a target engine torque and a target engine speed to be realized by the engine 1 from a value obtained by multiplying the static target driving force, the engine share correction factor, and the multiplier 12h.

  When the power supply capacity of the battery 5 is sufficient, the target driving force generating unit 12c 'with a transient response at the normal power supply capacity generates a target driving force by adding a transient response characteristic to the static target driving force.

  When the power supply capacity of the battery 5 is decreasing, the target driving force generation unit 12c "with a transient response at the time of a low power supply capacity has a transient response characteristic (a rising gradient than that at the time of a normal power supply capacity). The target driving force is generated by setting it as small as the engine and adding a characteristic that causes a predetermined overshoot after rising to the target driving force.

  The internal ratio calculation unit 12i includes a target driving force with a transient response at normal power supply capacity (hereinafter referred to as “normal power target driving force”) and a target driving force with a transient response at low power capacity (hereinafter referred to as “low power target”). When the power supply capacity is a value equal to or greater than the threshold 1, normal power target drive power: low power target drive power = 1: 0, and the power capacity is When the value is between the threshold value 1 and the threshold value 2, normal power target driving force: low power target driving force = 1 to 0: 0 to 1, and when the power capacity is a value equal to or less than the threshold value 2, normal Power target driving force: Low power target driving force = 0: 1.

  The internal division calculation unit 12j inputs the normal power supply target driving force, the low power supply target driving force, and the internal division ratio from the internal division ratio calculation unit 12i, and smoothly connects the two characteristics according to the internal division ratio. This determines the target driving force with transient response. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

Next, the driving force response compensation control action will be described.
In the case of the second embodiment, the same problem as in the first embodiment occurs due to the difference in responsiveness between the power generation device (engine 1 + generator 8) and the power storage device (battery 5).

  On the other hand, when the power supply capacity of the battery 5 falls below the threshold value 1, the rising gradient of the target driving force with transient response is gradually brought close to the engine level, and when it becomes the threshold value 2 or less, it is set to be the engine level. . However, it is difficult to modify the gain of the dynamic characteristic and smoothly connect the change in the characteristic. Therefore, as shown in FIG. 8, the target driving force generation unit 12c ′ with a transient response at the normal power capacity and the low power capacity A target driving force generation unit 12c "with a transient response is provided, both are always calculated, and the threshold value 1 and threshold value 2 are the lower limit threshold values of the power source capacity divided into two as described above with respect to the power source capacity of the battery 5. Therefore, the internal ratio is obtained, and the internal driving ratio is used to internally divide the target driving force with transient response at normal power supply capacity and the target driving force with transient response at low power capacity. In the internal ratio calculation and the internal division calculation, a linear characteristic using the value of the power source capacity of the battery 5 may be used as it is, or the engine share correction ratio described above may be used. , Table against power capacity The non-linear characteristics can also be obtained using the above, etc. Since other functions are the same as those in the first embodiment, the description thereof is omitted.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the second embodiment, the following effects can be obtained.

  (4) In the series type hybrid vehicle in which the prime mover is composed of only the motor 9, but the power source for supplying power to the motor 9 is composed of the combination of the slow response engine 1 + generator 8 and the quick response battery 5. When the capacity of the battery 5 is decreasing, the transient response characteristic of the target driving force with respect to the driver's acceleration request is set so that the rising gradient of the driving force is small so that the power supply by the battery 5 is minimized, and Since the second driving force response compensation control means having the characteristic of generating a predetermined overshoot after rising to the target driving force is provided, the power consumption of the battery 5 whose storage capacity is reduced is minimized when an acceleration request is made. It is possible to reduce the sense of incongruity with the time when the battery 5 has a sufficient storage capacity and the acceleration request is sufficient.

  That is, it is not always necessary to overshoot the target driving force only by the motor driving force that uses the engine 1 + generator 8 as a power source. By reducing the rising gradient of the driving force, the motor driving force that uses the battery 5 as a power source is used. Minimize the amount of assistance. In addition, by generating a predetermined overshoot with respect to the target driving force, a sense of response delay due to a delay in the time when the driving force reaches a peak is alleviated, and an increase in the number of steps of the driver is prevented.

  (5) When the capacity of the battery 5 is decreasing, the second driving force response compensation control means is configured to provide a transient response characteristic of the target driving force with respect to the driver's acceleration request and a motor using the engine 1 + generator 8 as a power source. Since it is set in advance to obtain only by the driving force, that is, the transient response characteristic from the rising characteristic of the driving force to the overshoot characteristic is achieved only by the motor driving force that follows the electric power generated by the engine 1 + generator 8, When accelerating is requested, the electric power of the battery 5 whose storage capacity is decreasing is not consumed, and it is possible to reduce a sense of incongruity with that when the storage capacity of the battery 5 is sufficient for acceleration.

  (6) The second driving force response compensation control means divides the lower limit threshold of the power source capacity for starting the driving force response compensation control when the power source capacity of the battery 5 is decreased into the threshold value 1 and the threshold value 2, and the power source capacity of the battery 5 is If the power supply capacity of the battery 5 is lower than the threshold value 1, the rising slope of the target driving force is gradually reduced as the power supply capacity of the battery 5 falls below the threshold value 1. Since the rising slope of the power is set to the same level as the engine, when there is a little margin in the power supply capacity of the battery 5, the engine has a high response characteristic when the power supply capacity of the battery 5 is sufficient according to the amount of decrease in the power supply capacity. It is possible to gradually shift to an ordinary response characteristic.

  In the third embodiment, the prime mover is composed of only the motors 9 and 9, but the power source for supplying electric power to the motor 9 has a slow response (fuel cell 23) and a fast response (lithium secondary battery 25). This is an example of a fuel cell vehicle constituted by a combination.

First, the configuration will be described.
As shown in FIG. 9, the fuel cell system that applies the motor drive current to the drive wheels 7 and 7 of the third embodiment uses the methanol reformer 22 to convert the fuel methanol stored in the methanol fuel tank 21 into water. React to take out hydrogen. This hydrogen is reacted with oxygen in a fuel cell 23 (a slow-response power source) to generate electric power, and the motors 7 and 7 are driven via an inverter 4 that converts direct current into alternating current. Since the fuel cell 23 is a pressurized type that pressurizes fuel gas and air and supplies the fuel gas and air into the fuel cell 23, the fuel cell 23 includes a compressor 24 that creates pressurized air. The inverter 4 receives information from the accelerator opening sensor 13 and the vehicle speed sensor 14 and operates according to a command from the motor controller 11 that controls the driving of the motors 9 and 9. In addition, a lithium ion secondary battery 25 (power supply with quick response) is mounted to compensate for the poor startability of the fuel cell 23. Note that a fuel cell power unit 26 is configured by the methanol reformer 22, the fuel cell 23, and the compressor 24 surrounded by a dotted line.

  As shown in FIG. 10, the driving force response compensation control system in the motor controller 11 of the third embodiment includes a static target driving force generation unit 11a, a required power conversion unit 11b, and a target driving force with a transient response during normal power supply capacity. A generation unit 11c ′, a target driving force generation unit 11c ″ with a transient response at low power capacity, a fuel cell response estimation unit 11d, a difference unit 11e, a fuel cell share correction rate calculation unit 11g, and a multiplier 11h. , An internal ratio calculation unit 11i, an internal division calculation unit 11j, and a required power conversion unit 11k (second driving force response compensation control means).

  The driving force distribution unit 11b converts the static target driving force from the static target driving force generation unit 11a into the required power for the fuel cell 23, and the multiplier 11h converts the converted required power and the secondary power lift. The required fuel cell power to be realized by the fuel cell 23 is obtained from a value obtained by multiplying the fuel cell share correction factor based on the above.

  When the power supply capacity of the lithium ion secondary battery 25 is sufficient, the target driving force generation unit 11c ′ with a normal power capacity transient response adds a transient response characteristic to the target driving power when the lithium ion secondary battery 25 has a sufficient power capacity. Generate.

  When the power supply capacity of the lithium ion secondary battery 25 is decreasing, the target driving force generation unit 11c ″ with a transient response at the time of low power supply capacity has a transient response characteristic (from that at the normal power supply capacity). Also, the rising gradient is set as small as the engine, and a target driving force is generated by adding a characteristic that causes a predetermined overshoot after rising to the target driving force.

  The internal ratio calculation unit 11i determines an internal ratio between the normal power target driving force and the low power target driving force. When the secondary power source capacity is a value equal to or greater than the threshold 1, the normal power target driving is performed. Force: low power target driving force = 1: 0, and when the secondary power source capacity is a value between threshold 1 and threshold 2, normal power target driving power: low power target driving power = 1-0: 0 When the secondary power source capacity is 1 or less than the threshold 2, normal power source target driving force: low power source target driving force = 0: 1.

  The internal division calculation unit 11j inputs the normal power supply target driving force, the low power supply target driving force, and the internal division ratio from the internal division ratio calculation unit 11i, and smoothly connects the two characteristics according to the internal division ratio. This determines the target motor torque with transient response.

  The subtractor 11e determines the required secondary battery power by subtracting the fuel cell response from the fuel cell response estimation unit 11d from the required secondary battery power from the required power converter 11k.

Next, the driving force response compensation control action will be described.
In the case of the third embodiment, the same problem as in the first embodiment occurs due to the difference in responsiveness between the power generation device (fuel cell 23) and the power storage device (lithium ion secondary battery 25).

  On the other hand, when the power supply capacity of the lithium ion secondary battery 25 falls below the threshold value 1, the rising slope of the target driving force with transient response gradually approaches that of the engine, and when the power source capacity of the lithium ion secondary battery 25 becomes less than the threshold value 2, it becomes that of the engine. Set as follows. However, since it is difficult to adjust the gain of the dynamic characteristic and smoothly connect the characteristic change, as shown in FIG. 10, the target driving force generation unit 11c ′ with a transient response during normal power supply capacity and the low power supply capacity A threshold value which is a lower limit threshold value of the power source capacity divided into two as described above with respect to the power source capacity of the lithium ion secondary battery 25 by providing a target driving force generating unit 11c "with a transient response and always calculating both. By calculating the internal ratio with respect to 1 and threshold 2, and using the internal ratio, the target driving force with transient response at normal power supply capacity and the target driving force with transient response at low power capacity are internally divided In this internal ratio calculation and internal division calculation, a linear characteristic using the value of the power source capacity of the lithium ion secondary battery 25 as it is may be used. Engine share correction factor As described above, a non-linear characteristic can be obtained by using a table for the power source capacity, etc. Since other operations are the same as those in the first embodiment, the description thereof is omitted.

Next, the effect will be described.
In the vehicle driving force control apparatus according to the third embodiment, the effects listed below can be obtained.

  (7) Although the prime mover is composed of only the motors 9 and 9, the power source for supplying power to the motors 9 and 9 is composed of a combination of a fuel cell 23 having a slow response and a lithium ion secondary battery 25 having a quick response. When the capacity of the lithium ion secondary battery 25 is reduced, the transient response characteristic of the target driving force with respect to the driver's acceleration request indicates that the power supply by the lithium ion secondary battery 25 is minimum. The second driving force response compensation control means is set so that the rising gradient of the driving force is set to be small and a predetermined overshoot is generated after rising to the target driving force. When the power consumption of the lithium ion secondary battery 25 is minimized and the storage capacity of the lithium ion secondary battery 25 is sufficiently accelerated Can reduce the sense of discomfort.

  That is, it is not always necessary to overshoot the target driving force only by the motor driving force using the fuel cell 23 as a power source, and the motor using the lithium ion secondary battery 25 as a power source by reducing the rising gradient of the driving force. Minimize the amount of driving force assist. In addition, by generating a predetermined overshoot with respect to the target driving force, a sense of response delay due to a delay in the time when the driving force reaches a peak is alleviated, and an increase in the number of steps of the driver is prevented.

  (8) When the capacity of the lithium ion secondary battery 25 is decreasing, the second driving force response compensation control means supplies the fuel cell 23 with the transient response characteristic of the target driving force with respect to the driver's acceleration request. In order to achieve the transient response characteristic from the rising characteristic of the driving force to the overshoot characteristic only by the motor driving force that follows the electric power generated in the fuel cell 23. Therefore, when the acceleration request is made, the power of the lithium ion secondary battery 25 whose storage capacity is decreasing is not consumed, and the sense of incongruity with the time when the storage capacity of the lithium ion secondary battery 25 is sufficient for acceleration can be reduced. it can.

  (9) The second driving force response compensation control means divides the lower limit threshold of the power source capacity for starting the driving force response compensation control when the power source capacity of the lithium ion secondary battery 25 is decreased into a threshold value 1 and a threshold value 2, When the power supply capacity of the secondary battery 25 is between the threshold value 1 and the threshold value 2, the rising slope of the target driving force is gradually reduced as the power supply capacity of the lithium ion secondary battery 25 falls below the threshold value 1. When the power supply capacity of the secondary battery 25 is less than or equal to the threshold value 2, the target driving force is set so that the rising gradient is the same as that of the engine. Accordingly, it is possible to gradually shift from a high response characteristic when the power supply capacity of the lithium ion secondary battery 25 is sufficient to a response characteristic equivalent to that of the engine.

  As mentioned above, although the driving force control apparatus for a vehicle according to the present invention has been described based on the first to third embodiments, the specific configuration is not limited to the first to third embodiments, and is claimed. Modifications and additions of the design are permitted without departing from the spirit of the invention according to each claim in the scope of the above.

  In the second embodiment, the battery 5 is shown as the power storage device, and the lithium ion secondary battery 25 is shown as the power storage device in the third embodiment. However, as a storage battery combined with a slow-generating power generation device (engine + generator, fuel cell, etc.) A nickel-metal hydride storage battery or a capacitor may be used.

  In addition to the first embodiment which is an application example to a parallel hybrid system, the first invention is a motor driven by electric power generated by an engine and a generator of one of the front and rear wheels driven by the engine. The present invention can also be applied to a motor-driven four-wheel drive vehicle.

  In the second invention, the prime mover is composed only of a motor, but the power source for supplying electric power to the motor is a power generator (engine + generator, fuel cell, etc.) with a slow response and a power storage device (battery, secondary battery) with a quick response. The battery can be applied to vehicles other than those shown in the second and third embodiments as long as they are configured in combination with a battery, a capacitor, and the like.

1 is an overall system diagram showing a driving force control apparatus applied to a parallel hybrid vehicle of Embodiment 1. FIG. FIG. 3 is a block diagram illustrating a driving force response compensation control system in the integrated controller according to the first embodiment. It is a drive force response waveform schematic diagram of an internal combustion engine and a motor. It is a block diagram which shows the engine response compensation control by a motor. It is a drive force response waveform schematic diagram at the time of compensating for the dead time by a motor having a quicker response than the engine. FIG. 3 is a driving force response waveform schematic diagram showing a transient response at the time of a low power supply capacity in Example 1. FIG. 6 is an overall system diagram showing a driving force control device applied to a series type hybrid vehicle of a second embodiment. FIG. 6 is a block diagram illustrating a driving force response compensation control system in an integrated controller according to a second embodiment. FIG. 6 is an overall system diagram showing a driving force control device applied to a fuel cell vehicle of Example 3. FIG. 10 is a block diagram illustrating a driving force response compensation control system in a motor controller according to a third embodiment.

Explanation of symbols

1 engine (internal combustion engine)
2 Transmission 3 Motor / Generator (Motor)
4 Inverter 5 Battery (Power supply)
6 Output gear mechanism 7, 7 Driving wheel 8 Generator 9 Motor 10 Engine controller 11 Motor controller 12 Integrated controller 13 Accelerator opening sensor 14 Vehicle speed sensor 23 Fuel cell 25 Lithium ion secondary battery

Claims (6)

In a vehicle having a prime mover combined with an internal combustion engine and a motor, and a power source for supplying power to the motor,
When the capacity of the power supply that supplies power to the motor is decreasing, the transient response characteristic of the target driving force to the driver's acceleration request is set, and the rising response delay of the driving force is set so as to reduce the delay compensation by the motor And a first driving force response compensation control means having a characteristic of causing a predetermined overshoot after rising to the target driving force. In the vehicle driving force control device according to claim 1,
The first driving force response compensation control means obtains a transient response characteristic of the target driving force with respect to the driver's acceleration request only by driving the internal combustion engine when the capacity of the power supply for supplying electric power to the motor is reduced. A driving force control apparatus for a vehicle characterized by being set in advance. In the vehicle driving force control device according to claim 1 or 2,
The first driving force response compensation control means divides the lower limit threshold of the power source capacity for starting the driving force response compensation control when the power source capacity is reduced into threshold value 1 and threshold value 2, and the power source capacity is between threshold value 1 and threshold value 2. In this case, the internal combustion engine share correction rate for the target driving force is gradually increased as the power supply capacity falls below the threshold value 1, and when the power supply capacity is equal to or less than the threshold value 2, the target driving force is set to be shared only by the internal combustion engine. A driving force control device for a vehicle. Although the prime mover is composed only of a motor, in a vehicle in which the power source that supplies power to the motor is composed of a combination of a slow response and a fast response,
When the capacity of the fast-response power supply is decreasing, the transient response characteristics of the target driving force to the driver's acceleration request are set small so that the power supply rise by the fast-response power supply is minimized. And a second driving force response compensation control unit having a characteristic of causing a predetermined overshoot after rising to the target driving force. In the vehicle driving force control device according to claim 4,
The second driving force response compensation control means obtains a transient response characteristic of the target driving force with respect to the driver's acceleration request only by driving the motor with a slow response power source when the capacity of the power source with quick response is decreasing. A driving force control apparatus for a vehicle characterized by being set in advance. In the vehicle driving force control device according to claim 4 or 5,
The second driving force response compensation control means divides the lower limit threshold of the power source capacity for starting the driving force response compensation control when the power source capacity is quickly reduced into the threshold value 1 and the threshold value 2, When it is between the threshold value 2 and the power supply capacity falls below the threshold value 1, the rising slope of the target driving force is gradually reduced. A driving force control device for a vehicle, wherein the gradient is set to an engine level.

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