JP2007055535A - Automobile and control therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress deterioration in operation feeling that a driver has when power for traveling is suddenly increased or put back. <P>SOLUTION: A kick-down switch is turned on/off with hysteresis in an opening region larger than an accelerator opening extent Ausr corresponding to stepping-on of an accelerator pedal by a driver to set an accelerator opening extent Acc for control. Then power for traveling is controlled by using the set accelerator opening extent Acc for control. Consequently, the driver is stopped from having a feeling of incompatibility due to unexpected torque variation as the kick-down switch is turned on/off, so that the driver has an excellent feeling of operation. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an automobile and a control method thereof.

Conventionally, in this type of vehicle, when the dash switch by the driver's operation is turned on in a vehicle that is driven by the output from the engine and the output from the motor, the rated output of the motor is exceeded only for a short time. One that drives a motor with output has been proposed (see, for example, Patent Document 1). In this automobile, the relationship between the output from the engine and the output from the motor is stored as a plurality of torque maps, the torque map to be executed is selected by the operation of the mode selection switch by the driver, and the dash switch is turned on. By outputting the output exceeding the rated output of the motor in the selected torque map, the driver's operational feeling in driving is improved.
JP 2001-238306 A

  In the above-mentioned automobile, output exceeds the rated output from the motor or outputs within the range of the rated output based on ON / OFF of the dash switch. Even if the motor torque suddenly increases when the output exceeds the rated output from the motor, this sudden increase in motor torque is due to the operation of the driver's dash switch, so it does not give the driver an unexpected torque shock, The driver's feeling of operation is not impaired. On the other hand, when shifting from the state of output exceeding the rated output from the motor to the state of outputting within the range of the rated output, the motor torque suddenly decreases, but this sudden decrease in motor torque causes the driver's dash switch to turn off. If it is, it will not cause an unexpected torque shock to the driver, but when it is not due to the driver's dash switch being turned off, for example, the allowable time after starting output exceeding the rated output When elapses, an unexpected torque shock is given to the driver, which deteriorates the driver's feeling of operation. Further, when the switch is turned on / off based on the accelerator operation amount, hunting may occur at the accelerator operation amount where the switch on / off is delicate.

  One object of the automobile and the control method thereof according to the present invention is to suppress the deterioration of the operational feeling of the driver when the driving power is suddenly increased or returned. Another object of the present invention is to prevent the occurrence of hunting in switching for rapidly increasing or returning driving power.

  In order to achieve at least a part of the above object, the automobile of the present invention and the control method thereof employ the following means.

The first automobile of the present invention is
Power output means for outputting power for traveling;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Until the detected accelerator operation amount reaches the first accelerator operation amount, the accelerator opening corresponding to the detected accelerator operation amount is set as the control accelerator opening with the limited accelerator opening as the upper limit, and the detection After the determined accelerator operation amount reaches the first accelerator operation amount, the detected accelerator operation amount is detected until the detected accelerator operation amount falls below a second accelerator operation amount that is smaller than the first accelerator operation amount. A control accelerator opening setting means for setting the accelerator opening corresponding to the operation amount as the control accelerator opening;
Control means for controlling the power output means so that power based on the set accelerator opening for control is output as power for traveling;
It is a summary to provide.

  In the first automobile of the present invention, until the driver's accelerator operation amount reaches the first accelerator operation amount, the limited accelerator opening is set as the upper limit, and the accelerator opening corresponding to the accelerator operation amount is set as the control accelerator opening. After the accelerator operation amount reaches the first accelerator operation amount, the accelerator opening corresponding to the accelerator operation amount is set until the accelerator operation amount falls below the second accelerator operation amount that is smaller than the first accelerator operation amount. Set as the accelerator opening for control. And the power output means which outputs the power for driving | running is controlled so that the power based on the set accelerator opening for control is output as power for driving | running | working. That is, until the driver's accelerator operation amount reaches the first accelerator operation amount, when the accelerator opening corresponding to the accelerator operation amount is equal to or less than the limit accelerator opening, the driving power is output using the accelerator opening. When the accelerator opening corresponding to the accelerator operation amount exceeds the limited accelerator opening, the driving power is output using the limited accelerator opening. After the driver's accelerator operation amount reaches the first accelerator operation amount, until the accelerator operation amount falls below the second accelerator operation amount that is smaller than the first accelerator operation amount, the limitation by the limited accelerator opening is performed. Without receiving, the driving power is output using the accelerator opening corresponding to the accelerator operation amount. As described above, the switching between the setting of the control accelerator opening that is limited by the limited accelerator opening and the setting of the control accelerator opening that is not limited by the limited accelerator opening is performed by switching between the first accelerator operation amount and the second accelerator operation amount. Therefore, the occurrence of hunting can be suppressed. As a result, the driver's operational feeling can be prevented from deteriorating.

The second automobile of the present invention is
Power output means for outputting power for traveling;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Turns on when the driver's accelerator operation amount reaches the first accelerator operation amount, and in this ON state, the driver's accelerator operation amount falls below the second accelerator operation amount that is smaller than the first accelerator operation amount. An on / off switch that turns off when
When the on / off switch is off, the throttle opening corresponding to the detected accelerator operation amount is set as the control accelerator opening with the limited accelerator opening as the upper limit, and when the on / off switch is on, the detected accelerator operation A control accelerator opening setting means for setting an accelerator opening corresponding to the amount as a control accelerator opening;
Control means for controlling the power output means so that power based on the set accelerator opening for control is output as power for traveling;
It is a summary to provide.

  In the second vehicle of the present invention, the accelerator corresponding to the driver's accelerator operation amount with the limited accelerator opening as the upper limit until the on / off switch is turned on until the driver's accelerator operation amount reaches the first accelerator operation amount. The opening is set as the control accelerator opening, and the power output means for outputting the driving power is controlled so that the power based on the set control accelerator opening is output as the driving power. When the on / off switch is turned on when the driver's accelerator operation amount reaches the first accelerator operation amount, the second accelerator operation amount is smaller than the first accelerator operation amount while the on / off switch is on. The accelerator opening corresponding to the accelerator operation amount is set as the control accelerator opening until the power is turned off and the power output is made so that the power based on the set control accelerator opening is output as the driving power. Control means. As described above, the switching between the setting of the control accelerator opening that is limited by the limited accelerator opening and the setting of the control accelerator opening that is not limited by the limited accelerator opening is performed by switching between the first accelerator operation amount and the second accelerator operation amount. Therefore, the occurrence of hunting can be suppressed. As a result, the driver's operational feeling can be prevented from deteriorating.

  In the first or second automobile of the present invention, the first accelerator operation amount may be an accelerator operation amount corresponding to an accelerator opening exceeding 100%. In this way, it is possible to reflect that the driver is requesting a large torque that can be output.

  In the first or second automobile of the present invention, the second accelerator operation amount may be an accelerator operation amount corresponding to the limited accelerator opening. In this way, when the control accelerator opening that is not restricted by the limited accelerator opening is shifted from the setting of the control accelerator opening that is restricted by the limited accelerator opening, the control accelerator opening suddenly changes. It may not occur. As a result, it is possible to suppress the deterioration of the driver's operational feeling due to the sudden decrease in torque during such transition.

  Further, the first or second automobile of the present invention includes vehicle speed detecting means for detecting a vehicle speed, and limited accelerator opening setting means for setting the limited accelerator opening based on the detected vehicle speed. It can also be. In this way, the limited accelerator opening can be made in accordance with the vehicle speed.

  In the first or second automobile of the present invention in which the limited accelerator opening is set according to the vehicle speed, the limited accelerator opening setting means is configured such that when the detected vehicle speed is less than a predetermined low vehicle speed, the vehicle speed is It can also be a means for setting the limited accelerator opening so that the smaller the value is, the more likely it is not limited. In this way, since the limitation on the accelerator opening at low vehicle speed is reduced, the start of the uphill road and the low-speed traveling can be performed with a margin without shifting to the setting of the control accelerator opening that is not limited by the limited accelerator opening. be able to.

  Further, in the first or second automobile of the present invention in which the limited accelerator opening is set according to the vehicle speed, the limited accelerator opening setting means is configured such that when the detected vehicle speed is equal to or higher than a predetermined high vehicle speed, It can also be a means for setting the limited accelerator opening so that the greater the value is, the more likely it is not limited. In this way, since the limitation on the accelerator opening at high vehicle speed is reduced, it is possible to travel at a high vehicle speed without shifting to the setting of the control accelerator opening that is not limited by the limited accelerator opening.

  Further, in the first or second vehicle of the present invention in which the limited accelerator opening is set according to the vehicle speed, the limited accelerator opening setting means has a predetermined vehicle speed that is equal to or higher than a predetermined low vehicle speed. When the vehicle speed is lower than the high vehicle speed, it may be a means for setting a predetermined accelerator opening as the limited accelerator opening. In this way, it is possible to make the restriction on the accelerator opening constant when traveling at a so-called intermediate vehicle speed that is equal to or higher than a predetermined low vehicle speed and lower than a predetermined high vehicle speed, thereby facilitating control.

  In the first or second automobile of the present invention, the power output means is a means including an internal combustion engine capable of outputting traveling power and an electric motor capable of outputting traveling power. You can also. By so doing, it is possible to suppress the operation of the internal combustion engine in the high rotation region.

The method for controlling an automobile of the present invention includes:
A method of controlling an automobile comprising power output means for outputting power for traveling,
(A) Until the driver's accelerator operation amount reaches the first accelerator operation amount, the accelerator operation amount corresponding to the accelerator operation amount is set as the control accelerator operation amount with the limited accelerator operation amount as an upper limit, and the accelerator operation After the amount reaches the first accelerator operation amount, the accelerator opening corresponding to the accelerator operation amount is controlled until the accelerator operation amount falls below the second accelerator operation amount smaller than the first accelerator operation amount. Set as the accelerator opening for
(B) controlling the power output means so that power based on the set control accelerator opening is output as power for traveling;
This is the gist.

  In the vehicle control method of the present invention, the accelerator opening corresponding to the accelerator operation amount is set as the control accelerator opening with the limited accelerator opening as the upper limit until the driver's accelerator operation amount reaches the first accelerator operation amount. After the accelerator operation amount reaches the first accelerator operation amount, the accelerator opening corresponding to the accelerator operation amount is set until the accelerator operation amount falls below the second accelerator operation amount that is smaller than the first accelerator operation amount. Set as the accelerator opening for control. And the power output means which outputs the power for driving | running is controlled so that the power based on the set accelerator opening for control is output as power for driving | running | working. That is, until the driver's accelerator operation amount reaches the first accelerator operation amount, when the accelerator opening corresponding to the accelerator operation amount is equal to or less than the limit accelerator opening, the driving power is output using the accelerator opening. When the accelerator opening corresponding to the accelerator operation amount exceeds the limited accelerator opening, the driving power is output using the limited accelerator opening. After the driver's accelerator operation amount reaches the first accelerator operation amount, until the accelerator operation amount falls below the second accelerator operation amount that is smaller than the first accelerator operation amount, the limitation by the limited accelerator opening is performed. Without receiving, the driving power is output using the accelerator opening corresponding to the accelerator operation amount. As described above, the switching between the setting of the control accelerator opening that is limited by the limited accelerator opening and the setting of the control accelerator opening that is not limited by the limited accelerator opening is performed by switching between the first accelerator operation amount and the second accelerator operation amount. Therefore, the occurrence of hunting can be suppressed. As a result, the driver's operational feeling can be prevented from deteriorating.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. As shown in the figure, the hybrid vehicle 20 of the embodiment includes an engine 22, a three-shaft power distribution / integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, and power distribution / integration. A motor MG1 capable of generating electricity connected to the mechanism 30, a reduction gear 35 attached to a ring gear shaft 32a as a drive shaft connected to the power distribution and integration mechanism 30, a motor MG2 connected to the reduction gear 35, And a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

  The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  The motor MG1 and the motor MG2 are both configured as well-known synchronous generator motors that can be driven as generators and can be driven as motors, and exchange power with the battery 50 via inverters 41 and 42. The power line 54 connecting the inverters 41 and 42 and the battery 50 is configured as a positive electrode bus and a negative electrode bus shared by the inverters 41 and 42, and the electric power generated by one of the motors MG1 and MG2 It can be consumed by a motor. Therefore, battery 50 is charged / discharged by electric power generated from one of motors MG1 and MG2 or insufficient electric power. If the balance of electric power is balanced by the motors MG1 and MG2, the battery 50 is not charged / discharged. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes an ignition signal from an ignition switch 80, a shift position SP from a shift position sensor 82 that detects the operation position of the shift lever 81, and an accelerator pedal position sensor 84 that detects the amount of depression of the accelerator pedal 83. The accelerator pedal opening Ausr, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the vehicle speed V from the vehicle speed sensor 88, and the like are input via the input port. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Ausur corresponding to the amount of depression of the accelerator pedal 83 by the driver and the vehicle speed V. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly the operation when the accelerator pedal opening Acc for control is set and driven with respect to the depression of the accelerator pedal 83 by the driver will be described. FIG. 2 is a flowchart showing an example of an accelerator opening setting processing routine executed by the hybrid electronic control unit 70, and FIG. 3 shows a hybrid operation when driving control is performed using the set control accelerator opening Acc. 4 is a flowchart showing an example of a drive control routine executed by the electronic control unit 70. These routines are repeatedly executed every predetermined time (for example, every several msec). Hereinafter, the accelerator opening setting process will be described first, and then drive control will be described.

  When the accelerator opening setting processing routine is executed, the CPU 72 of the hybrid electronic control unit 70 first controls the accelerator opening Acc for control, such as the accelerator opening Ausr from the accelerator pedal position sensor 84 and the vehicle speed V from the vehicle speed sensor 88. A process of inputting data necessary to set the value is executed (step S100). When the data is input in this way, the input accelerator opening Ausr is compared with the threshold value Aon for turning on the kickdown switch SWk and the threshold value Aoff for turning off the kickdown switch SWk, and the on / off state of the kickdown switch SWk is checked (step S110). . Here, when the kick-down switch SWk is turned on, the engine 22 and the two motors are configured so that a large torque is output using the accelerator opening corresponding to the depression of the accelerator pedal 83 by the driver in a region where the accelerator opening is large. When MG1 and MG2 are controlled and turned off, torque corresponding to the opening degree obtained by restricting the accelerator opening degree according to the depression of the accelerator pedal 83 by the limited accelerator opening degree in a region where the accelerator opening degree is large is output. A switch for controlling the engine 22 and the two motors MG1 and MG2. In the embodiment, the switch is turned on (value 1) when the accelerator opening degree Ausr reaches or exceeds the threshold value Aon, and is turned on (value 1). It shall be configured as a soft switch that turns off (value 0) when the accelerator opening Ausr falls below the threshold value Aoff. . In the embodiment, an opening degree where the accelerator opening degree Ausr exceeds 100%, for example, 110% or 120% is used as the threshold value Aon, and an opening degree where the accelerator opening degree Ausr is less than 100%, for example, 80%. 85% was used.

  When the accelerator opening Ausr is less than the threshold value Aon and the kick-down switch SWk is off (value 0), the predetermined accelerator opening Aset is displayed as a coefficient (f (V) in FIG. The limited accelerator opening degree Alim is set as a value obtained by multiplying ka (step S130), and the control accelerator opening degree Acc is set by limiting the input accelerator opening degree Ausr with the set limited accelerator opening degree Alim (step S130). S140), this routine is finished. Here, as the predetermined accelerator opening Aset, 100% accelerator opening is used in the embodiment, but 90% or 95% accelerator opening may be used. Further, as illustrated in FIG. 4, in the embodiment, the limiting coefficient ka becomes 1.0 as the vehicle speed V decreases in the low vehicle speed region where the vehicle speed V is relatively low or lower (for example, 20 km / h). It is set so that the vehicle speed V approaches 1.0 when the vehicle speed V is close to the value 0, and the higher the vehicle speed V is, the higher the vehicle speed V is in the high vehicle speed region where the vehicle speed V is relatively high (for example, 200 km / h). Is set so that the vehicle speed V approaches 1.0 and the vehicle speed V is close to the maximum speed, and in the intermediate vehicle speed range from the low vehicle speed Vlow to the high vehicle speed Vhi, a predetermined value (see FIG. 4 is set to a value of 0.8). Therefore, the limited accelerator opening Alim obtained by multiplying the predetermined accelerator opening Aset by the limiting coefficient ka has a value close to the accelerator opening Ausr in a low vehicle speed region where the vehicle speed V is lower than the low vehicle speed Vlow or a high vehicle speed region where the vehicle speed Vhi is higher than the high vehicle speed Vhi. In the intermediate vehicle speed region, a certain opening degree is set by multiplying the accelerator opening degree Ausur by a predetermined coefficient. In the low vehicle speed region where the vehicle speed V is lower than the low vehicle speed Vlow, the limited accelerator opening degree Alim is made closer to the accelerator opening degree Ausr when traveling at a low vehicle speed Vlow or less, particularly when the driver depresses the accelerator pedal 83 when starting. This is to prevent the traveling power from changing suddenly when Ausr reaches the threshold value Aon. In addition, in the high vehicle speed region where the vehicle speed V is higher than the high vehicle speed Vhi, bringing the limited accelerator opening degree Alim close to the accelerator opening degree Ausur requires a large amount of power when traveling near the maximum speed, and greatly restricts the accelerator opening degree Ausr. In order to prevent a sufficient power from being output due to this, and to suppress a sudden change in the driving power when the accelerator opening Ausr reaches the threshold value Aon near the maximum speed. It is. Conversely, when the vehicle speed V is in the intermediate vehicle speed range, the limited accelerator opening degree Alim has a certain degree of difference from the accelerator opening degree Ausur because the driver depresses the accelerator pedal 83 greatly and the accelerator opening degree Ausr This is because the driving power suddenly changes when the threshold value Aon is reached, thereby giving the driver a sense of kickdown.

  When the accelerator opening degree Ausr is greater than or equal to the threshold value Aon, or when the accelerator opening degree Ausr is greater than or equal to the threshold value Aoff and the kick-down switch SWk is on (value 1) even if the accelerator opening degree Ausr is less than the threshold value Aon, the kick-down switch SWk Is set to ON (value 1) (step S150), and an opening degree obtained by restricting the accelerator opening degree Ausr by 100% is set as a control accelerator opening degree Acc (step S160), and this routine is terminated. Therefore, the accelerator opening degree Acc is used as it is until the accelerator opening degree Ausr reaches 100%. In the drive control of the embodiment, since the accelerator opening is controlled up to 100%, an accelerator opening exceeding 100% does not make sense.

  When the accelerator opening Ausr is less than the threshold value Aoff and the kick down switch SWk is on (value 1), the kick down switch SWk is turned off (value 0) (step S120), and the limit coefficient ka is set to the predetermined accelerator opening Aset. The limited accelerator opening Alim is set by multiplication (step S130), and the control accelerator opening Acc is set by limiting the input accelerator opening Ausr with the set limited accelerator opening Alim (step S140). End the routine. In this way, when the kick down switch SWk is on (value 1), the kick down switch SWk is turned off (value 0) when the accelerator opening degree Ausr is less than the threshold value Aoff. , And hunting can be suppressed when the kick-down switch SWk is turned on / off.

  FIG. 5 is an explanatory diagram showing an example of the relationship between the accelerator opening Ausr and the control accelerator opening Acc according to the accelerator opening setting processing routine. As shown in the figure, until the accelerator opening Ausr reaches the threshold value Aon, the accelerator opening Ausur is limited by the limited accelerator opening Alim and set as the control accelerator opening Acc. Once the accelerator opening degree Ausr reaches the threshold value Aon, the accelerator opening degree Ausr is set to the control accelerator opening degree Acc with the upper limit being 100% without being limited by the limited accelerator opening degree Alim. Thus, as a result of giving hysteresis to the on / off of the kick-down switch SWk, the control accelerator opening Acc can also be given hysteresis.

  Next, drive control using the control accelerator opening Acc thus set will be described. When the drive control routine of FIG. 3 is executed, the CPU 72 of the hybrid electronic control unit 70 firstly sets the control accelerator opening Acc set by the accelerator opening setting processing routine, the vehicle speed V from the vehicle speed sensor 88, and the motor. A process of inputting data necessary for control such as the rotational speeds Nm1, Nm2 of the MG1, MG2 and the input / output limits Win, Wout of the battery 50 is executed (step S200). Here, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. To do. The input / output limits Win and Wout of the battery 50 are set based on the battery temperature Tb of the battery 50 detected by the temperature sensor 51 and the remaining capacity (SOC) of the battery 50 from the battery ECU 52 by communication. To do.

  When the data is input in this manner, the required torque to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input control accelerator opening Acc and the vehicle speed V. Tr * and required power Pe * required for engine 22 are set (step S210). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 6 shows an example of the required torque setting map. The required power Pe * can be calculated as the sum of the set required torque Tr * multiplied by the rotational speed Nr of the ring gear shaft 32a and the charge / discharge required power Pb * required by the battery 50 and the loss Loss. The rotation speed Nr of the ring gear shaft 32a can be obtained by multiplying the vehicle speed V by the conversion factor k, or can be obtained by dividing the rotation speed Nm2 of the motor MG2 by the gear ratio Gr of the reduction gear 35.

  Subsequently, the target rotational speed Ne * and the target torque Te * of the engine 22 are set based on the set required power Pe * (step S220). In this setting, the target rotational speed Ne * and the target torque Te * are set based on the operation line for efficiently operating the engine 22 and the required power Pe *. FIG. 7 shows an example of the operation line of the engine 22 and how the target rotational speed Ne * and the target torque Te * are set. As shown in the figure, the target rotational speed Ne * and the target torque Te * can be obtained from the intersection of the operation line and a curve with a constant required power Pe * (Ne * × Te *).

  Next, using the set target rotational speed Ne *, the rotational speed Nr (Nm2 / Gr) of the ring gear shaft 32a, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed Nm1 of the motor MG1 is given by the following equation (1). * Is calculated and a torque command Tm1 * of the motor MG1 is calculated by Equation (2) based on the calculated target rotational speed Nm1 * and the current rotational speed Nm1 (step S230). Here, Expression (1) is a dynamic relational expression for the rotating element of the power distribution and integration mechanism 30. FIG. 8 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Expression (1) can be easily derived by using this alignment chart. The two thick arrows on the R axis indicate that torque Te * output from the engine 22 when the engine 22 is normally operated at the operation point of the target rotational speed Ne * and the target torque Te * is transmitted to the ring gear shaft 32a. Torque and torque that the torque Tm2 * output from the motor MG2 acts on the ring gear shaft 32a via the reduction gear 35. Expression (2) is a relational expression in feedback control for rotating the motor MG1 at the target rotational speed Nm1 *. In Expression (2), “k1” in the second term on the right side is a gain of a proportional term. “K2” in the third term on the right side is the gain of the integral term.

Nm1 * = Ne * ・ (1 + ρ) / ρ-Nm2 / (Gr ・ ρ) (1)
Tm1 * = previous Tm1 * + k1 (Nm1 * -Nm1) + k2∫ (Nm1 * -Nm1) dt (2)

  When the target rotational speed Nm1 * and the torque command Tm1 * of the motor MG1 are thus calculated, the input / output limits Win and Wout of the battery 50 and the calculated torque command Tm1 * of the motor MG1 are multiplied by the current rotational speed Nm1 of the motor MG1. Torque limits Tmin and Tmax as upper and lower limits of the torque that may be output from the motor MG2 by dividing the deviation from the obtained power consumption (generated power) of the motor MG1 by the rotational speed Nm2 of the motor MG2 is expressed by the following equation (3). In addition, the temporary motor torque Tm2tmp as a torque to be output from the motor MG2 is calculated using the required torque Tr *, the torque command Tm1 *, and the gear ratio ρ of the power distribution and integration mechanism 30 (step S240). Calculated by equation (5) (step S250), and with the calculated torque limits Tmin and Tmax Setting the torque command Tm2 * of the motor MG2 as a value obtained by limiting the motor torque Tm2tmp (step S260). By setting the torque command Tm2 * of the motor MG2 in this way, the required torque Tr * output to the ring gear shaft 32a as the drive shaft is set as a torque limited within the range of the input / output limits Win and Wout of the battery 50. can do. Equation (5) can be easily derived from the collinear diagram of FIG. 8 described above.

Tmin = (Win-Tm1 * ・ Nm1) / Nm2 (3)
Tmax = (Wout-Tm1 * ・ Nm1) / Nm2 (4)
Tm2tmp = (Tr * + Tm1 * / ρ) / Gr (5)

  Thus, when the target engine speed Ne *, the target torque Te *, and the torque commands Tm1 *, Tm2 * of the motors MG1, MG2 are set, the target engine speed Ne * and the target torque Te * of the engine 22 are set in the engine ECU 24. Torque commands Tm1 * and Tm2 * for motors MG1 and MG2 are transmitted to motor ECU 40 (step S270), and the drive control routine is terminated. The engine ECU 24 that has received the target rotational speed Ne * and the target torque Te * performs fuel injection control in the engine 22 such that the engine 22 is operated at an operating point indicated by the target rotational speed Ne * and the target torque Te *. Controls such as ignition control. The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * controls the switching elements of the inverters 41 and 42 so that the motor MG1 is driven by the torque command Tm1 * and the motor MG2 is driven by the torque command Tm2 *. To do.

  Consider a case where the kick-down switch SWk is off (value 0). At this time, since the accelerator opening Acc for control is limited by the limited accelerator opening Alim, if the accelerator opening Ausr according to the depression amount of the accelerator pedal 83 by the driver is greater than or equal to the threshold Aoff, the limited accelerator opening Alim is The control accelerator opening Acc is set, and the required torque Tr * and the required power Pe * are set based on the control accelerator opening Acc. FIG. 9 shows the operating points of the engine 22 when the required power Pe * is set by the accelerator opening Ausr and when the required power Pe * is set by the control accelerator opening Acc in a region where the accelerator opening Ausr is equal to or larger than the threshold Aoff. An example is shown. In the figure, a curve P1 is a curve with a constant power when the required power Pe * is set by the accelerator opening Ausr, and a curve P2 is a constant power when the required power Pe * is set by the control accelerator opening Acc. It is a curve. The torque T1 and the rotational speed N1 are the operating points (target torque Te * and target rotational speed Ne *) of the engine 22 when the required power Pe * is set by the accelerator opening Ausur, and the torque T2 and the rotational speed N2 are for control. This is an operating point of the engine 22 when the required power Pe * is set by the accelerator opening Acc. As shown in the figure, when the required power Pe * is set by the control accelerator opening Acc, the rotational speed at the operating point of the engine 22 becomes smaller. When the kick-down switch SWk is off (value 0), the driver does not want rapid acceleration. Therefore, the accelerator opening Aus is limited by the limited accelerator opening Alim and the control accelerator opening Acc is set. By controlling, the rotation speed Ne of the engine 22 does not become high and the driver's operational feeling is improved.

  When the kick-down switch SWk is on (value 1), the accelerator opening Ausr is set to the control accelerator opening Acc without being limited by the limited accelerator opening Alim, so that the request is made based on the accelerator opening Ausr. Torque Tr * and required power Pe * are set. Accordingly, when the accelerator opening degree Ausr is large, the required torque Tr * and the required power Pe * are set by the large control accelerator opening degree Acc, and the vehicle can travel using a large amount of power. Particularly in the intermediate vehicle speed range, the limited accelerator opening degree Alim has a certain difference with respect to the accelerator opening degree of 100%, so that the driver greatly depresses the accelerator pedal 83 and the accelerator opening degree Ausr becomes the threshold value Aon. When it arrives, the driving power can be increased rapidly to give the driver the feeling of kicking down.

  According to the hybrid vehicle 20 of the embodiment described above, the kick-down switch SWk is turned on and off with hysteresis in a large opening region with respect to the accelerator opening Ausr according to the depression of the accelerator pedal 83 by the driver to open the control accelerator. The degree of acceleration Acc is set, and the driving control for driving is performed using the accelerator opening Acc for control. Therefore, it is possible to suppress the hunting of the kick-down switch SWk from being turned on and off. It is possible to suppress the driver from feeling uncomfortable due to the torque change that is not performed. As a result, the driver's operational feeling can be improved. Moreover, since the limited accelerator opening Alim used when setting the control accelerator opening Acc when the kick down switch SWk is off (value 0) is set according to the vehicle speed V, the driver's feeling of operation is good. Can be. That is, in the low vehicle speed region where the vehicle speed V is lower than the low vehicle speed Vlow, the limited accelerator opening Alim is set so that the accelerator opening Acc for control approaches the accelerator opening Ausur as the vehicle speed V decreases. When the driver depresses the accelerator pedal 83 at the time of driving or starting at the time when the accelerator opening degree Ausr reaches the threshold value Aon, it is possible to suppress the sudden change in the driving power, and the driver's operation in the low vehicle speed range A feeling can be made favorable. Further, in a high vehicle speed range where the vehicle speed V is relatively higher than the high vehicle speed Vhi, by setting the limited accelerator opening Alim so that the control accelerator opening Acc approaches the accelerator opening Ausur as the vehicle speed V increases, the vicinity of the maximum vehicle speed is set. It is possible to suppress power shortage when traveling at a high speed, and to suppress a sudden change in power for traveling when the accelerator opening Ausr reaches the threshold value Aon in the vicinity of the maximum vehicle speed. The user's operational feeling can be improved. Of course, when the vehicle speed V is in the intermediate vehicle speed range, the driver depresses the accelerator pedal 83 greatly so that the accelerator pedal opening Alim has a certain difference with respect to the accelerator opening of 100%. When the vehicle speed reaches the threshold value Aon, it is possible to give the driver the feeling of kicking down due to a sudden change in the driving power, and the driver's operational feeling in the intermediate vehicle speed range can be improved. Furthermore, by setting the limited accelerator opening degree Alim to a certain extent with respect to the accelerator opening degree of 100% when the vehicle speed V is in the intermediate vehicle speed range, the target speed Ne * of the engine 22 is suppressed to the low speed side, The engine 22 can be prevented from operating at a high speed, and the driver's uncomfortable feeling caused by the engine 22 being operated at an unexpectedly high speed can be suppressed.

  In the hybrid vehicle 20 of the embodiment, the limited accelerator opening degree Alim is set by multiplying the predetermined accelerator opening degree Aset by the limit coefficient ka corresponding to the vehicle speed V. However, regardless of the vehicle speed V, a constant accelerator opening degree is set. The limited accelerator opening Alim may be used.

  In the hybrid vehicle 20 of the embodiment, the kick-down switch SWk is configured as a soft switch, but the kick-down switch SWk may be configured using a hard switch. For example, a switch is provided on the back surface of the accelerator pedal 83, and is turned on when the accelerator pedal 83 is largely depressed and a pressing force is applied to the switch, and is turned off when the accelerator opening Ausr is less than the threshold value Aoff. Also good.

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is changed by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modification of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 10) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  In the embodiment, the hybrid vehicle 20 has been described. However, the vehicle is not limited to the hybrid vehicle as long as the accelerator pedal 83 can be depressed and the power for traveling can be independently performed. Various types, such as engine cars that run only with the power from the engine, electric cars that run only with the power of the motor without the engine, and fuel cell cars that run with the power from the motor equipped with a fuel cell and motor It can be applied to any type of automobile.

  The embodiments of the present invention have been described using the embodiments. However, the present invention is not limited to these embodiments, and can be implemented in various forms without departing from the gist of the present invention. Of course you get.

  The present invention can be used in the automobile manufacturing industry.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 according to an embodiment of the present invention. It is a flowchart which shows an example of the accelerator opening setting process routine performed by the electronic control unit for hybrids 70 of an Example. It is a flowchart which shows an example of the drive control routine performed by the electronic control unit for hybrids 70 of an Example. It is explanatory drawing which shows an example of the relationship between the vehicle speed V and the limiting coefficient ka. It is explanatory drawing which shows an example of the relationship between the accelerator opening Ausr and the control accelerator opening Acc. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows a mode that an example of the operating line of the engine 22, and target rotational speed Ne * and target torque Te * are set. FIG. 4 is an explanatory diagram showing an example of a collinear diagram for dynamically explaining rotational elements of a power distribution and integration mechanism 30; An example of the operating point of the engine 22 when the required power Pe * is set by the accelerator opening Ausr and when the required power Pe * is set by the control accelerator opening Acc in a region where the accelerator opening Ausr is equal to or greater than the threshold Aoff is shown. It is explanatory drawing. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 power line , 60 gear mechanism, 62 differential gear, 63a, 63b drive wheel, 64a, 64b wheel, 70 electronic control unit for hybrid, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever , 82 shift position sensor, 83 accelerator pedal, 84 an accelerator pedal position sensor, 85 brake pedal, 86 a brake pedal position sensor, 88 vehicle speed sensor, 230 pair-rotor motor, 232 an inner rotor 234 outer rotor, MG1, MG2 motor.

Claims (10)

Power output means for outputting power for traveling;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Until the detected accelerator operation amount reaches the first accelerator operation amount, the accelerator opening corresponding to the detected accelerator operation amount is set as the control accelerator opening with the limited accelerator opening as the upper limit, and the detection After the determined accelerator operation amount reaches the first accelerator operation amount, the detected accelerator operation amount is detected until the detected accelerator operation amount falls below a second accelerator operation amount that is smaller than the first accelerator operation amount. A control accelerator opening setting means for setting the accelerator opening corresponding to the operation amount as the control accelerator opening;
Control means for controlling the power output means so that power based on the set accelerator opening for control is output as power for traveling;
Automobile equipped with. Power output means for outputting power for traveling;
An accelerator operation amount detection means for detecting the driver's accelerator operation amount;
Turns on when the driver's accelerator operation amount reaches the first accelerator operation amount, and in this ON state, the driver's accelerator operation amount falls below the second accelerator operation amount that is smaller than the first accelerator operation amount. An on / off switch that turns off when
When the on / off switch is off, the throttle opening corresponding to the detected accelerator operation amount is set as the control accelerator opening with the limited accelerator opening as the upper limit, and when the on / off switch is on, the detected accelerator operation A control accelerator opening setting means for setting an accelerator opening corresponding to the amount as a control accelerator opening;
Control means for controlling the power output means so that power based on the set accelerator opening for control is output as power for traveling;
Automobile equipped with.   The automobile according to claim 1 or 2, wherein the first accelerator operation amount is an accelerator operation amount corresponding to an accelerator opening degree exceeding 100%.   The automobile according to claim 3, wherein the second accelerator operation amount is an accelerator operation amount corresponding to the limited accelerator opening. The automobile according to any one of claims 1 to 4,
Vehicle speed detection means for detecting the vehicle speed;
Limited accelerator opening setting means for setting the limited accelerator opening based on the detected vehicle speed;
Automobile equipped with.   6. The vehicle according to claim 5, wherein the limited accelerator opening setting means is a means for setting the limited accelerator opening in such a way that when the detected vehicle speed is less than a predetermined low vehicle speed, the limit accelerator opening tends to be restricted as the vehicle speed decreases.   The automobile according to claim 5 or 6, wherein the limited accelerator opening setting means is a means for setting the limited accelerator opening in such a way that when the detected vehicle speed is equal to or higher than a predetermined high vehicle speed, the restriction accelerator opening tends to be restricted as the vehicle speed increases.   The limited accelerator opening setting means is a means for setting a predetermined accelerator opening as a limited accelerator opening when the detected vehicle speed is equal to or higher than a predetermined low vehicle speed and lower than a predetermined high vehicle speed. One of the cars.   The automobile according to any one of claims 1 to 8, wherein the power output means is a means including an internal combustion engine capable of outputting power for traveling and an electric motor capable of outputting power for traveling. A method of controlling an automobile comprising power output means for outputting power for traveling,
(A) Until the driver's accelerator operation amount reaches the first accelerator operation amount, the accelerator operation amount corresponding to the accelerator operation amount is set as the control accelerator operation amount with the limited accelerator operation amount as an upper limit, and the accelerator operation After the amount reaches the first accelerator operation amount, the accelerator opening corresponding to the accelerator operation amount is controlled until the accelerator operation amount falls below the second accelerator operation amount smaller than the first accelerator operation amount. Set as the accelerator opening for
(B) controlling the power output means so that power based on the set control accelerator opening is output as power for traveling;
How to control a car.

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