JP2007168502A - Inter-vehicle controller for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inter-vehicle controller for a hybrid vehicle capable of enhancing performance of following up to a preceding vehicle or overtaking the preceding vehicle, by exhibiting high acceleration responsiveness in accordance with an acceleration intention inter-vehicle distance information, when traveling by inter-vehicle control, and capable of contributing also to enhancement of a fuel economy. <P>SOLUTION: This inter-vehicle controller for the hybrid vehicle is provided with an inter-vehicle control system having a motor 303 and an engine 305 in its driving system, and for controlling braking and driving forces to maintain a set inter-vehicle distance with respect to own vehicle when capturing the preceding vehicle. The inter-vehicle controller is provided therein a motor/engine driving force distribution ratio setting means (step S4) for setting a driving force distribution ratio of the motor 303 to a required driving force to be higher as the inter-vehicle distance information input from the inter-vehicle control system indicates information of requiring the driving force of high responsiveness, when traveling by the inter-vehicle control. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a technical field of an inter-vehicle control device for a hybrid vehicle that has a motor and an engine in a drive system and controls braking / driving force so as to maintain a set inter-vehicle distance from the own vehicle when a preceding vehicle is captured. Belongs.

Conventionally, as a hybrid vehicle having an inter-vehicle distance control function, a regenerative braking can be used without applying a burden to an occupant during deceleration in the inter-vehicle distance control or without imposing a load on the motor. When using regenerative braking, it is known that a regenerative braking force is provided with a constant speed traveling control upper limit value and an inter-vehicle distance control upper limit value larger than the constant speed traveling control upper limit value (for example, (See Patent Document 1).
JP 2005-39908 A

  However, in the conventional hybrid vehicle having the inter-vehicle distance control function, the motor-engine distribution of the motor-engine according to the inter-vehicle distance between the host vehicle and the preceding vehicle is considered in consideration of the characteristics of the motor with good control response. Since the motor-engine driving force distribution ratio remains set to the reference distribution ratio (for example, 50%: 50%), for example, in order to overtake a slow preceding vehicle when traveling by inter-vehicle control, for example. When the driver depresses the accelerator, there is a problem that high acceleration responsiveness by driving the motor cannot be obtained for the acceleration intention appearing in the accelerator operation.

  The present invention has been made paying attention to the above-mentioned problem, and exhibits high acceleration responsiveness according to the intention of acceleration indicated in the inter-vehicle distance information during traveling by inter-vehicle distance control, thereby enabling follow-up performance and preceding An object of the present invention is to provide an inter-vehicle control device for a hybrid vehicle that can improve vehicle overtaking performance and contribute to improvement in fuel consumption.

In order to achieve the above object, in the present invention, an inter-vehicle control system has a motor and an engine in a drive system, and controls braking / driving force so as to maintain a set inter-vehicle distance from the own vehicle when a preceding vehicle is captured. In the inter-vehicle control apparatus for a hybrid vehicle equipped with
A motor that sets a driving force distribution ratio that is shared by the motor to a required driving force so that the inter-vehicle distance information input from the inter-vehicle control system indicates information that requires a highly responsive driving force when traveling by inter-vehicle control. -An engine driving force distribution ratio setting means is provided.

Therefore, in the inter-vehicle distance control device for a hybrid vehicle of the present invention, the inter-vehicle distance information input from the inter-vehicle distance control system has a highly responsive driving force in the motor-engine driving force distribution ratio setting means during traveling by inter-vehicle distance control. As the required information is indicated, the driving force distribution ratio shared by the motor with respect to the required driving force is set higher.
That is, when driving commands are simultaneously applied to the engine and the motor during acceleration, the motor driving force rising control response is higher than the engine driving force rising control response, and the motor driving force distribution ratio is set higher. High acceleration response can be demonstrated.
For example, when a preceding vehicle is following at a set vehicle speed or less and the preceding vehicle accelerates, the inter-vehicle distance increases, and the own vehicle accelerates to follow the preceding vehicle. However, by setting the motor driving force distribution ratio higher according to the increase in the inter-vehicle distance, the high motor driving force rise control response is utilized, the acceleration response of the host vehicle is increased, and the followability to the preceding vehicle is increased. Rise.
For example, when following a preceding vehicle at a speed lower than the set vehicle speed, if the accelerator pedal is stepped on to approach the preceding vehicle and approaches the preceding vehicle, the inter-vehicle distance is reduced. However, by setting the motor driving force distribution ratio high according to the reduction in the inter-vehicle distance, the high motor driving force rising control response is utilized, the acceleration response of the host vehicle is increased, and the overtaking of the preceding vehicle is increased. .
Further, the required driving force is given by the sum of the motor driving force distribution ratio and the engine driving force distribution ratio. When the motor driving force distribution ratio is set high, the engine driving force distribution ratio is relatively increased by the amount set high. Will be set low. Therefore, at the time of acceleration in which the motor driving force distribution ratio is set to be high based on the inter-vehicle distance information, the engine usage rate is reduced, which can contribute to improvement in fuel consumption.
As a result, when driving by inter-vehicle distance control, high acceleration response is exhibited according to the intention of acceleration indicated in inter-vehicle distance information. Can also contribute.

  Hereinafter, the best mode for carrying out the inter-vehicle control apparatus for a hybrid vehicle of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating an example of a hybrid vehicle to which the inter-vehicle distance control apparatus according to the first embodiment is applied.

  As shown in FIG. 1, the hybrid vehicle according to the first embodiment includes a CPU 101, an auxiliary battery 102, a brake actuator 201, a mechanical brake 202, a high-power battery 301, an inverter 302, a motor 303, and a generator 304. Engine 305, power split mechanism 306, accelerator sensor 401, brake sensor 402, DC / DC converter 403, inter-vehicle sensor 404, GPS 405 (own vehicle surrounding point detection means), rudder angle sensor 406, It has.

The CPU 101 monitors the high-power battery 301, calculates the input / output possible electric energy according to the SOC, temperature, and deterioration state, and controls the inverter 302 based on this to control the motor 303 (for front drive) and power generation. The machine 304 is operated and the engine 305 is controlled (including distribution of driving force between the motor and the engine).
Further, the CPU 101 considers the regenerative braking force by the motor 303 and transmits a braking force calculation command value (including front / rear braking force distribution) generated by the mechanical brake 202 to the brake actuator 201.
The CPU 101 grasps the inter-vehicle distance between the host vehicle and the preceding vehicle based on the signal from the inter-vehicle sensor 404 and applies it to inter-vehicle control. The vehicle speed is basically determined based on the number of rotations of the motor 303.
Finally, the road surface μ estimation method in the CPU 101 is obtained from the difference between the vehicle body speed estimated by the drive torque instructed to the motor 303 and the engine 305 and the detected value from the wheel speed sensor (not shown) ( It is a general means, and there is no need to specify conditions in particular: no special estimation logic is required).

  The auxiliary battery 102 serves to provide an operating power source for the CPU 101. In this system, power is supplied by a DC / DC converter 403 that uses a high-power battery 301 as a power source.

  The brake actuator 201 receives a friction braking force calculation command value to be generated by the mechanical brake 202 calculated by the CPU 101, and applies a necessary hydraulic pressure to the mechanical brake 202 accordingly.

  The mechanical brake 202 generates a braking force according to the hydraulic pressure generated by the brake actuator 201.

  The high-power battery 301 assists the vehicle running by supplying electric power to the motor 303 via the inverter 302, and collects the electric power generated by the motor 303 and the generator 304 via the inverter 302. Have

  The inverter 302 is directly controlled by the CPU 101. The electric energy of the high-power battery 301 is supplied to the motor 303 according to the generated torque and the rotation speed of the engine 305, and the electric energy generated by operating the generator 304 is returned to the high-power battery 301. Since the motor 303, the generator 304, and the engine 305 are directly connected to the planetary gear mechanism (built in the power split mechanism 306), the vehicle operates normally unless controlled to maintain a balance between torque and rotational speed. I can't.

  The motor 303 alone generates drive torque when the vehicle speed is low. Further, when the vehicle speed is high, the driving torque of the engine 305 is assisted. Further, during deceleration, it has a function of generating electric energy by generating power (regenerative braking) and returning it to the high-power battery 301 via the inverter 302.

  The generator 304 basically has no starter in a hybrid electric vehicle. At the start of the vehicle to which this system is applied, power is supplied from the high-power battery 301 and the engine 305 is started by operating as a motor. During normal travel, electric energy is generated (power generation) by balancing the motor 303 and the engine 305 and is returned to the high-power battery 301. Sometimes, it is possible to cope with rapid acceleration by supplying the motor 303 directly.

  The engine 305 is directly controlled by the CPU 101. Specifically, when the vehicle speed is high, torque is generated for driving the vehicle (when the vehicle speed is low, the motor travels, so no control is required: control that does not start up is applied).

  The power split mechanism 306 has a planetary gear mechanism, and an engine 305 is directly connected to the carrier, a motor 303 is connected to the ring gear, and a generator 304 is directly connected to the sun gear. The transmission equivalent of the conventional system is also configured inside.

  The accelerator sensor 401 transmits to the CPU 101 the amount of accelerator pedal stroke that the driver has depressed during acceleration.

  The brake sensor 402 transmits to the CPU 101 the brake pedal stroke amount that the driver has depressed when decelerating.

  The DC / DC converter 403 converts the energy from the high voltage battery 301 into 12V and supplies it to the auxiliary battery 102. That is, it has the same function as an alternator in a conventional engine vehicle.

  The inter-vehicle sensor 404 collects the distance from the preceding vehicle of the own vehicle using a radar or the like, and inputs information obtained thereby to the CPU 101.

  The GPS (Global Positioning System) 405 detects information on peripheral points (signals, intersections, toll booths, traffic jams, level crossings, etc.) that require deceleration or acceleration after deceleration on the traveling route of the vehicle, and sends the information to the CPU 101. Send.

  The rudder angle sensor 406 detects the rudder angle set by the driver's steering operation, and is used when determining whether or not the vehicle is turning. The detection value is transmitted to the CPU 101.

  FIG. 2 is a flowchart showing a flow of setting processing of the driving force / braking force distribution ratio during traveling by the inter-vehicle control executed by the CPU 101 according to the first embodiment. Each step will be described below. This flowchart is executed during inter-vehicle distance control from the start of control to the cancellation of control in the inter-vehicle distance control system.

  In step S1, GPS 405 is used to detect surrounding points (signals, intersections, toll booths, traffic jams, crossings, etc.) that require deceleration or acceleration after deceleration on the traveling route of the own vehicle. Is greater than the set distance LS1, that is, whether or not there is a checkpoint that should be traveled while paying attention to the front of the vehicle. If yes, go to step S2. If no, step The process proceeds to S3.

In step S2, following the determination in step S1 that there is a check point that should be taken with caution in front of the host vehicle, the motor ratio (driving force distribution ratio and braking force distribution according to the distance between the surrounding points and the host vehicle is determined. Ratio) is set by provisional determination, and prioritizes the setting of the braking / driving force distribution ratio based on the inter-vehicle distance in steps S3 and S4, and the process proceeds to step S5 (driving force / braking force distribution ratio setting means).
Here, the setting of the motor ratio according to the distance from the vehicle surrounding point is based on the driving force / braking force distribution map to the motor according to the distance from the vehicle surrounding point in FIG. In a region where the distance from the point is equal to or less than the set distance LS1, the motor ratio shared by the motor 303 is set to be higher than 50% (reference distribution ratio) as the distance between the surrounding point and the host vehicle becomes shorter.

In step S3, whether or not the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or less than the set inter-vehicle distance LS2 following the determination that there is no checkpoint to drive while paying attention to the front of the host vehicle in step S1. If Yse, the process proceeds to step S4. If No, the process returns to step S1.
Here, the “set inter-vehicle distance LS2” is, for example, a target inter-vehicle distance obtained by calculation in inter-vehicle distance control (for example, a distance in which the time for the host vehicle to reach the preceding vehicle is a fixed time, and is longer as the host vehicle speed is higher. Distance) or the inter-vehicle distance set by the driver. The information that the inter-vehicle distance between the host vehicle and the preceding vehicle is equal to or less than the set inter-vehicle distance LS2 is an example of information that requires a driving force with high responsiveness.

In step S4, following the determination that the inter-vehicle distance is equal to or less than the specified value in step S3, the motor-engine motor ratio (driving force distribution ratio) corresponding to the inter-vehicle distance and the motor ratio to the motor 303 corresponding to the inter-vehicle distance ( Braking force distribution ratio) is set by provisional determination, and the process proceeds to step S5 (motor-engine driving force distribution ratio setting means and motor braking force distribution ratio setting means).
Here, the motor-to-engine motor ratio according to the inter-vehicle distance is set according to the inter-vehicle distance between the host vehicle and the preceding vehicle as shown in the motor-engine driving force distribution map according to the inter-vehicle distance in FIG. The motor ratio shared by the motor 303 is set to be higher than 50% (reference distribution ratio) as the inter-vehicle distance LS2 becomes shorter.
In addition, the motor ratio to the motor 303 according to the inter-vehicle distance is set as shown in the braking force distribution map to the motor according to the inter-vehicle distance in FIG. As the length is shorter than LS2, the motor ratio shared by the motor 303 is set higher than 50% (reference distribution ratio).

In step S5, following the setting of motor-engine driving force distribution and motor braking force distribution in step S2 or step S4, unit determination parameters (for example, so that the high voltage system unit of the motor 303 maintains proper operation) The motor distribution coefficient (unit limit value) of the motor driving force and the motor braking force shared by the motor is set according to the high-power battery temperature, the high-power battery SOC, the inverter temperature, the motor temperature, the generator temperature, and the like. Transition (unit limit value setting means).
In step S7, which will be described later, the motor distribution coefficient is limited to the motor driving force distribution ratio set in step S2 or step S4. Further, the motor distribution coefficient is limited to the motor braking force distribution ratio set in step S2 or step S4.

A specific example of the motor distribution coefficient will be described.
The motor distribution coefficient of braking / driving force according to the high-power battery temperature is a high-power battery that supplies power to the motor 303 as shown in the driving force / braking force distribution coefficient map to the motor according to the high-power battery temperature in FIG. In the low temperature range where the battery temperature of 301 is lower than the first set temperature TS1, the motor distribution coefficient is set to be low as the temperature becomes lower. From the first set temperature TS1 to the second set temperature TS2, the motor distribution coefficient is 100% (no limit) In the high temperature range above the second set temperature TS2, the motor distribution coefficient is set to be as low as possible.

  The motor distribution coefficient of the driving force according to the high-power battery SOC is the SOC of the high-power battery 301 that supplies power to the motor 303 as shown in the driving power distribution coefficient map to the motor according to the high-power battery SOC in FIG. In the low capacity range where the charging capacity is less than or equal to the first set capacity SS1, the motor distribution coefficient relative to the driving force distribution ratio is set lower as the capacity becomes lower, and in the area exceeding the first set capacity SS1, the motor distribution coefficient is set to 100% ( No limit).

  The motor distribution coefficient of the braking force according to the high-power battery SOC is determined based on the SOC of the high-power battery 301 that supplies power to the motor 303 as shown in the braking force distribution coefficient map to the motor according to the high-power battery SOC in FIG. In the area where the charge capacity) is up to the second set capacity SS2, the motor distribution coefficient is 100% (no limit), and in the high capacity area above the second set capacity SS2, the motor distribution coefficient is set to a high capacity for the braking force distribution ratio. Set so low.

  The motor distribution coefficient of the braking / driving force according to the inverter temperature is converted from the DC / AC connected to the motor 303 as shown in the driving force / braking force distribution coefficient map to the motor according to the inverter temperature in FIG. The motor distribution coefficient is set to 100% (no limit) in the region where the temperature of the inverter 302 to be set is equal to or lower than the set temperature TI, and the motor distribution coefficient is set to be lower as the temperature becomes higher in the high temperature range higher than the set temperature TI.

  The motor distribution coefficient of the braking / driving force according to the motor temperature is a region where the temperature of the motor 303 is equal to or lower than the set temperature TM as shown in the driving force / braking force distribution coefficient map to the motor according to the motor temperature in FIG. In this case, the motor distribution coefficient is set to 100% (no limit), and the motor distribution coefficient is set to be lower as the temperature gets higher in the high temperature range above the set temperature TM.

  As shown in the braking force distribution coefficient map to the motor according to the generator temperature in FIG. 11, the motor distribution coefficient of the braking force according to the generator temperature is in the region where the temperature of the generator 304 is lower than the set temperature TG. Set the motor distribution coefficient to 100% (no limit), and set the motor distribution coefficient as low as possible in a high temperature range above the set temperature TG.

In step S6, following the setting of the motor distribution coefficient in the high voltage system unit state in step S5, the vehicle condition, topography, GPS405 (for example, upper limit vehicle speed, road surface friction coefficient, road uphill slope, road downhill slope) And the like, the motor distribution coefficient shared by the motor is set, and the process proceeds to step S7.
In step S7, which will be described later, the motor distribution coefficient set in step S2 or step S4 is limited or corrected by the motor distribution coefficient. Further, the motor braking force distribution ratio set in step S2 or step S4 is limited or corrected by the motor distribution coefficient.

A specific example of the motor distribution coefficient will be described.
As shown in the driving force distribution coefficient map to the motor according to the upper limit vehicle speed in FIG. 12, the motor distribution coefficient of the driving force according to the upper limit vehicle speed is the motor distribution coefficient when the vehicle speed of the host vehicle is equal to or lower than the set vehicle speed VS. Set the motor distribution coefficient (vehicle speed limit value) to be 100% (no limit) and lower the motor driving force distribution ratio as the vehicle speed approaches the upper limit vehicle speed VLIM in the range where the vehicle speed of the vehicle is higher than the set vehicle speed VS ( Vehicle speed limit value setting means).

  The motor distribution coefficient of the braking force according to the road surface friction coefficient (hereinafter referred to as the road surface μ) is the road surface μ of the traveling road surface of the vehicle as shown in the braking force distribution coefficient map to the motor according to the road surface μ of FIG. In the low friction coefficient range below the set friction coefficient μs, the motor distribution coefficient (road friction coefficient limit value) is 100% or less, and the high friction coefficient range where the road surface μ of the traveling road surface of the vehicle exceeds the set friction coefficient μs. Then, 100% (no limit) motor distribution coefficient is set (road surface friction coefficient limit value setting means).

  As shown in the driving force / braking force distribution coefficient map for the motor according to the degree of gradient in FIG. 14, the road surface gradient on which the vehicle travels is the set gradient US. Exceeds the value, on the driving force side indicated by the solid line characteristic, the motor distribution coefficient (motor driving force distribution ratio) is increased as the slope increases. On the other hand, on the braking force side indicated by the alternate long and short dash line characteristic, the motor distribution coefficient (motor braking force distribution ratio) is lowered as the climbing slope is further increased (uphill slope coefficient setting means).

  The motor distribution coefficient of braking / driving force in accordance with the downhill slope is set as the downhill slope in which the vehicle travels as shown in the driving force / braking force distribution coefficient map to the motor in accordance with the grade of gradient in FIG. When the gradient DS is exceeded, the motor distribution coefficient (motor driving force distribution ratio) is lowered on the driving force side indicated by the solid line characteristic as the slope is further lowered. On the other hand, on the braking force side indicated by the alternate long and short dash line characteristic, the motor distribution coefficient (motor braking force distribution ratio) is increased as the downhill gradient is shown (downhill gradient coefficient setting means).

In step S7, following the setting of the vehicle situation, terrain, and motor distribution coefficient in GPS 405 in step S6, the motor driving force distribution ratio and motor braking force distribution ratio set by provisional determination in step S2 or step S4 are set. On the other hand, restrictions and corrections are made by the motor distribution coefficient set in steps S5 and S6, the motor driving force distribution ratio and the motor braking force distribution ratio are determined, and the process proceeds to step S8.
Here, the motor-engine driving force distribution ratio compensates the remaining driving force with the engine driving force when the set motor driving force distribution ratio is restricted or corrected, except when motor supplementation is required. Further, the motor braking force distribution ratio is supplemented with the friction braking force by the mechanical brake 202 when the set motor braking force distribution ratio is restricted or corrected.

  In step S8, following the determination of the motor-engine driving force distribution and the motor braking force distribution in step S7, the engine speed of the engine 305 is a region below the set engine speed NeS where the control responsiveness is low, that is, motor drive. It is determined whether or not force complement is required. If Yes, the process proceeds to step S9. If No, the process returns to step S1.

In step S9, following the determination in step S8 that the motor driving force needs to be supplemented, motor supplementing control is performed in which a driving force request exceeding the limit value is applied to the motor 303 (motor complementing control means).
Here, as shown in the motor correction driving force map in the range where the engine responsiveness is low in FIG. 15, the motor complement control is performed in the region where the engine rotational speed is lower than the set engine rotational speed NeS where the control responsiveness is low. The motor correction coefficient is set to a value higher than 100% as the rotation speed becomes lower (motor correction coefficient setting means). Then, during the determination that the engine speed is equal to or less than the set engine speed NeS, motor complement control is executed by the motor driving force distribution ratio obtained by multiplying the motor driving force distribution ratio set in step S7 by the motor correction coefficient. To do.

  In step S10, following the application of the motor complement control in step S9, it is determined whether or not the engine speed of the engine 305 exceeds the set engine speed NeS where the control responsiveness is low, that is, whether or not the motor driving force complement is completed. If YES, the process returns to step S1, and if NO, the process returns to step S9 to continue the motor complement control.

Next, the operation will be described.
[Vehicle distance control action]
First, the inter-vehicle distance control action in the inter-vehicle distance control system mounted on the hybrid vehicle of the first embodiment will be described.
In the inter-vehicle control system, for example, the following control is performed when traveling at a vehicle speed of 50 to 100 km / h in the D range.
-When there is no preceding vehicle running at a constant speed, the vehicle is driven at a constant speed by controlling the driving force so as to maintain the vehicle speed set by the driver.
-The distance between the vehicle and the relative vehicle speed is detected by a radar mounted on the front of the decelerating vehicle.For example, when the preceding vehicle decelerates or the distance between the vehicles suddenly decreases due to an interrupting preceding vehicle, etc. The braking force (driving force) is controlled so that the distance between the vehicles set by the person is maintained.
・ When capturing the following vehicle, the driving speed and braking force are controlled so that the vehicle speed set by the driver is set as the upper limit and the inter-vehicle distance is maintained according to the vehicle speed.
・ The distance between the vehicle and the relative speed of the preceding vehicle is detected by a radar mounted on the front of the accelerating vehicle, and driving is performed by controlling the driving force when, for example, the preceding vehicle is missing or overtaking the preceding vehicle. Accelerate to the vehicle speed set by the person.

The inter-vehicle control system starts by a set operation by a driver, for example, during control,
(a) When the main switch of the inter-vehicle control system is turned off
(b) When the cancel switch is pressed
(c) When the brake pedal is depressed
(d) When the select lever is set to other than the D range
(e) When the traveling vehicle speed falls below the lower limit vehicle speed
(f) When a braking force control system (for example, ABS, TCS, VDC) that stabilizes vehicle behavior is activated
(g) When the radar sensor receives strong radio waves from the outside
(h) When the power supply voltage fluctuates
(i) During the inter-vehicle distance control, the condition is canceled when one of the conditions when an abnormality occurs in the system is satisfied.

[Background technology]
Therefore, if the above-mentioned inter-vehicle distance control system, which was installed in an engine vehicle that shares the driving force with the engine and the braking force with the friction braking force such as a hydraulic brake, is directly installed in the hybrid vehicle, it will be newly added as a power source. While the motor is added, the characteristics of the motor with good control response are not taken into consideration.

  Accordingly, the motor-engine driving force distribution ratio remains set at a reference distribution ratio (for example, 50%: 50%) determined in advance on the hybrid vehicle side. Thus, when the driver depresses the accelerator in order to overtake a slow preceding vehicle, high acceleration responsiveness by motor driving cannot be obtained for the acceleration intention that appears in the accelerator operation.

[Motor-engine driving force distribution function during inter-vehicle control]
On the other hand, in the inter-vehicle control apparatus for the hybrid vehicle according to the first embodiment, when traveling by inter-vehicle control, a high acceleration response is exhibited according to the intention of acceleration indicated in the inter-vehicle distance information. In addition to improving the ability to overtake the preceding vehicle, it also contributes to improved fuel efficiency.

  In order to achieve this, the first embodiment has a motor 303 and an engine 305 in the drive system, and controls the braking / driving force so as to maintain the set distance between the vehicle and the preceding vehicle when the preceding vehicle is captured. In the inter-vehicle distance control device for a hybrid vehicle equipped with a control system, the inter-vehicle distance information input from the inter-vehicle distance control system indicates information requesting a driving force with high responsiveness when traveling by inter-vehicle distance control. Motor-engine driving force distribution ratio setting means (step S4) for setting a high driving force distribution ratio shared by the motor 303 is provided.

  That is, when driving commands are simultaneously applied to the engine 305 and the motor 303 during acceleration, the motor driving force rising control response is higher than the driving force rising control response of the engine 305, and the motor driving force distribution ratio is set higher. The higher acceleration response can be exhibited.

  For example, when a preceding vehicle is following at a set vehicle speed or less and the preceding vehicle accelerates, the inter-vehicle distance increases, and the own vehicle accelerates to follow the preceding vehicle. However, by setting the motor driving force distribution ratio higher according to the increase in the inter-vehicle distance, the high driving force rise control response of the motor 303 is utilized, the acceleration response of the own vehicle is increased, and the followability to the preceding vehicle is increased. Will increase.

  For example, when following a preceding vehicle at a speed lower than the set vehicle speed, if the accelerator pedal is stepped on to approach the preceding vehicle and approaches the preceding vehicle, the inter-vehicle distance is reduced. However, by setting the motor driving force distribution ratio high according to the reduction in the inter-vehicle distance, the high driving force rising control response of the motor 303 is utilized, the acceleration response of the host vehicle is increased, and the overtaking property of the preceding vehicle is increased. Rise.

  Further, the required driving force is given by the sum of the motor driving force distribution ratio and the engine driving force distribution ratio. When the motor driving force distribution ratio is set high, the engine driving force distribution ratio is relatively increased by the amount set high. Will be set low. Therefore, at the time of acceleration in which the motor driving force distribution ratio is set to be high based on the inter-vehicle distance information, the engine usage rate is reduced, which can contribute to improvement in fuel consumption.

  As a result, when driving by inter-vehicle distance control, high acceleration response is exhibited according to the intention of acceleration indicated in inter-vehicle distance information. Can also contribute.

[Motor braking / driving force distribution control according to the distance between vehicles]
If there is no check point that should be traveled while paying attention to the front of the host vehicle, and the distance between the host vehicle and the preceding vehicle is less than the specified value, the process proceeds from step S1 to step S3 to step S4 in the flowchart of FIG. In step S4, the motor-engine motor ratio (FIG. 4) according to the inter-vehicle distance and the motor ratio to the motor 303 (FIG. 5) according to the inter-vehicle distance are set by provisional determination.

That is, the motor-engine motor ratio (driving force distribution) according to the inter-vehicle distance is set as shown in the motor-engine driving force distribution map according to the inter-vehicle distance in FIG. In order to improve, the driving force distribution to the motor 303 is increased as the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the set inter-vehicle distance LS2.
For example, when the inter-vehicle distance is shorter than the set inter-vehicle distance LS2, as shown in Example 1 (basic form) of FIG. 16, the inter-vehicle distance starts to become shorter than the set inter-vehicle distance LS2 at time t1, and the inter-vehicle distance is the longest at time t3. When the distance becomes shorter and the inter-vehicle distance becomes longer than the set inter-vehicle distance LS2 again at time t4, the motor driving force requirement value increases from time t1 to time t3, whereas the engine driving force requirement value decreases. Further, from time t3 to time t4, the motor driving force request value decreases while the engine driving force request value increases.
Therefore, when overtaking the preceding vehicle by depressing the accelerator, the distance between the preceding vehicle and the preceding vehicle is shortened, but the motor driving force requirement value in the portion indicated by hatching in FIG. Acceleration responsiveness increases, and the preceding vehicle can be overtaken smoothly by responsive acceleration performance.

Further, the setting of the motor ratio (braking force distribution) to the motor 303 according to the inter-vehicle distance, as shown in the braking force distribution map to the motor according to the inter-vehicle distance in FIG. As the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the set inter-vehicle distance LS2, the braking force distribution to the motor 303 is increased.
Therefore, for example, when the preceding vehicle decelerates or when the inter-vehicle distance suddenly decreases due to the interrupting preceding vehicle, the deceleration response of the own vehicle increases, and the inter-vehicle distance set by the responsive deceleration performance is kept responsive. High follow-up ability can be demonstrated.

[Motor braking / driving force distribution control action according to the distance to the surrounding points]
If the distance between your vehicle and the surrounding points (signals, intersections, toll booths, traffic jams, level crossings, etc.) that require deceleration or acceleration after deceleration is less than the set distance LS1, The flow proceeds from step S1 to step S2. In step S2, the motor ratio (driving force distribution ratio and control) according to the distance between the surrounding points and the host vehicle is determined based on the determination in step S1 that there is a check point that should be traveled with caution in front of the host vehicle. (Power distribution ratio) is set by provisional determination, and priority is given to the setting of the braking / driving force distribution ratio based on the inter-vehicle distance in step S3 and step S4, and the process proceeds to step S5.

  That is, the setting of the motor ratio in accordance with the distance from the vehicle surrounding point is particularly slow response as shown in the driving force / braking force distribution map to the motor in accordance with the distance from the vehicle surrounding point in FIG. (And acceleration after deceleration) When driving around a nearby point (signals, intersections, toll booths, traffic jams, level crossings, etc.) (distance from the vehicle surrounding point is within the set distance LS1) The distribution of driving force and braking force to the motor 303 is increased.

  Therefore, if the vehicle approaches a traffic light, intersection, toll booth, traffic jam, crossing, etc., it will decelerate and re-accelerate before and after passing through these points. Acceleration is improved, and smooth approaching and traveling away from surrounding points can be ensured.

[Motor braking / driving force distribution limiting action depending on high-voltage system unit status]
When it is necessary to limit the motor braking / driving force distribution according to the high voltage system unit state, the process proceeds from step S2 or step S4 to step S5 in the flowchart of FIG. In step S5, according to unit determination parameters (for example, high-power battery temperature, high-power battery SOC, inverter temperature, motor temperature, generator temperature, etc.) so that the high-voltage system unit of the motor 303 maintains proper operation. The motor distribution coefficient of the motor driving force and motor braking force shared by the motor is set.

Specific examples are described below.
The motor distribution coefficient of braking / driving force according to the high-power battery temperature takes into account the temperature characteristics of the high-power battery 301 as shown in the driving force / braking force distribution coefficient map to the motor according to the high-power battery temperature in FIG. The distribution of driving force / braking force to the motor 303 is limited at low temperatures and high temperatures that need to be limited.
When the SOC (charge capacity) of the high-power battery 301 is low, as shown in the drive power distribution coefficient map to the motor according to the high-power battery SOC in FIG. When driving the motor 303 by discharging, it is necessary to limit discharge, and thus, the distribution of driving force to the motor 303 is limited.
-When the SOC (charge capacity) of the high-power battery 301 is high as shown in the braking power distribution coefficient map to the motor according to the high-power battery SOC in FIG. When charging the electric power by regenerative braking to the motor 303, it is necessary to restrict charging. Therefore, the distribution of the braking force to the motor 303 is limited.
・ The motor distribution coefficient of braking / driving force according to the inverter temperature needs to be limited in consideration of the inverter temperature characteristics as shown in the driving force / braking force distribution coefficient map to the motor according to the inverter temperature in FIG. When the temperature is high, the distribution of the driving force / braking force to the motor 303 is limited.
The motor distribution coefficient of the braking / driving force according to the motor temperature needs to be limited in consideration of the motor temperature characteristics as shown in the driving force / braking force distribution coefficient map to the motor according to the motor temperature in FIG. When the temperature is high, the distribution of the driving force / braking force to the motor 303 is limited.
The motor distribution coefficient of the braking force according to the generator temperature needs to be limited in consideration of the generator temperature characteristics as shown in the braking force distribution coefficient map to the motor according to the generator temperature in FIG. When the temperature is high, the distribution of the braking force to the motor 303 is limited.
For example, a case where the inter-vehicle distance is shorter than the set inter-vehicle distance LS2 and the motor temperature is restricted from time t2 to time t5 will be described with reference to Example 2 (unit restriction example) in FIG.
First, the inter-vehicle distance starts to become shorter than the set inter-vehicle distance LS2 at time t1, starts to be restricted by the motor temperature from time t2, the inter-vehicle distance becomes the shortest at time t3, and the inter-vehicle distance is set again at time t4. It becomes longer than LS2, and the restriction due to the motor temperature is released at time t5. In this case, the motor driving force request value increases from time t1 to time t2, while the engine driving force request value decreases. Further, from time t2 to time t3, the motor driving force request value decreases due to the motor temperature limitation, while the engine driving force request value increases. From time t3 to time t4, the motor driving force request value gradually increases, while the engine driving force request value gradually decreases. Further, from time t3 to time t4, the motor driving force request value gradually increases by the motor temperature limit, whereas the engine driving force request value gradually decreases.

For example, if the motor limit is applied due to the high-voltage system state such as the motor temperature, if the driving force is all borne by the engine and all braking force is borne by the friction braking force, the acceleration response and deceleration by the motor Responsiveness is not exhibited at all, and the following vehicle followability becomes low.
On the other hand, when the motor braking / driving force distribution is limited according to the high voltage system unit state as in the first embodiment, the acceleration response and the deceleration response by the motor 303 are kept as much as possible. It is possible to achieve both the maintenance of the proper operation of the high-voltage system unit and the improvement of the preceding vehicle overtaking ability and the preceding vehicle following ability.

[Motor braking / driving force distribution limiting action according to own vehicle condition, road surface condition, and terrain information]
When it is necessary to limit the motor braking / driving force distribution according to the own vehicle situation, road surface situation, and terrain information, the process proceeds from step S2 or step S4 to step S5 → step S6 → step S7 in the flowchart of FIG. In step S6, the motor driving force and the motor braking force that are shared by the motor according to the host vehicle status, topography, GPS 405 (for example, upper limit vehicle speed, road surface friction coefficient, road surface uphill slope, road surface downhill slope, etc.) The motor distribution coefficient is set. Further, in step S7, the motor driving force distribution ratio and the motor braking force distribution ratio set by provisional determination in step S2 or step S4 are limited or corrected by the motor distribution coefficient set in step S5 and step S6. In addition, the motor driving force distribution ratio and the motor braking force distribution ratio are determined.

Specific examples are described below.
・ When the motor distribution coefficient of the driving force according to the upper limit vehicle speed is close to the upper limit vehicle speed (the vehicle speed set by the inter-vehicle control) as shown in the driving force distribution coefficient map to the motor according to the upper limit vehicle speed in FIG. Since the frequency is reduced, the distribution of the driving force to the motor 303 is limited.
As shown in the braking force distribution coefficient map to the motor according to the road surface μ in FIG. 13, the motor distribution coefficient of the braking force according to the road surface μ Since there is a possibility of an understeer tendency, the braking force distribution to the motor 303 is limited so that this can be avoided in advance.
The motor distribution coefficient of braking / driving force according to the climbing slope is shown in FIG. 14 in order to improve the acceleration performance when climbing as shown in the driving force / braking force distribution coefficient map to the motor according to the gradient degree. Improve the distribution of driving force to 303. On the other hand, when climbing up, the deceleration performance is naturally improved by increasing the running load, so the braking force distribution to the motor 303 is reduced.
The motor distribution coefficient of braking / driving force according to the downhill slope is naturally due to the reduction of the running load during downhill, as shown in the driving force / braking force distribution coefficient map to the motor according to the gradient degree in FIG. Since the acceleration performance is improved, the distribution of driving force to the motor 303 is reduced. On the other hand, the braking force distribution to the motor 303 is improved in order to improve the deceleration response performance when descending.

For example, if the driving force distribution to the motor is set according to the inter-vehicle distance even though the acceleration frequency is low, near the upper limit vehicle speed, the motor load will continue to be applied even when constant speed traveling is maintained. Thus, the durability reliability of the motor is reduced.
On the other hand, in the first embodiment, when the vehicle speed is close to the upper limit vehicle speed, the motor driving force is limited so that most or all of the required driving force is borne by the engine 305 when constant speed running is maintained. As a result, the durability reliability of the motor 303 can be improved.

For example, when the braking force distribution to the motor is set according to the inter-vehicle distance during turning braking on a low μ road or during turning deceleration, only the front wheels are regeneratively braked in the FF vehicle. In this case, the value obtained by adding the braking force and the lateral force in the front tire may exceed the limit of the friction circle, the lateral force (cornering force) may be limited, and an understeer tendency may occur.
On the other hand, in the first embodiment, on the low μ road side, the braking force distribution to the motor 303 is kept low, the friction braking force at the rear wheel is added to the regenerative braking force at the front wheel, and the required braking force at the front and rear wheels. Therefore, it is possible to avoid an understeer tendency in advance during turning braking or turning deceleration on a low μ road.

For example, if the driving force / braking force distribution to the motor is set to be the same both when traveling on a flat road and when traveling on an uphill road, when accelerating when traveling on an uphill road, acceleration response will be increased due to a large travel load. I can't get it. In addition, when the vehicle is to be decelerated, the decelerating response is higher than the driver intends due to the large traveling load.
On the other hand, in the first embodiment, when traveling on an uphill road, the driving force distribution to the motor 303 is increased and the braking force distribution to the motor 303 is decreased. Responsiveness can be obtained.

For example, if the driving force / braking force distribution to the motor is set to be the same when driving on flat roads and downhill roads, when driving downhill roads, acceleration is more than necessary due to a small driving load. Responsiveness is obtained. In addition, when decelerating, the deceleration response intended by the driver cannot be obtained due to a small road load.
On the other hand, in the first embodiment, when traveling downhill, the driving force distribution to the motor 303 is decreased and the braking force distribution to the motor 303 is increased. Deceleration response can be obtained.

In the first embodiment, the motor-engine driving force distribution ratio is determined by setting the remaining driving force as the engine driving force when the set motor driving force distribution ratio is restricted or corrected, except when motor supplementation is required. In addition, the motor braking force distribution ratio is supplemented by the friction braking force of the mechanical brake 202 when the set motor braking force distribution ratio is restricted or corrected.
Therefore, even if a restriction or correction is applied to the motor driving force distribution ratio, a change in the required driving force is suppressed, and even if a restriction or correction is applied to the motor braking force distribution ratio, a change in the required braking force can be suppressed. Thus, the acceleration response and the deceleration response can be changed smoothly while the driving performance and the braking performance are kept constant.

[Motor drive force complement control action]
If the engine speed is within the range of the engine speed with low responsiveness, the process proceeds from step S7 to step S8 → step S9 → step S10 in the flowchart of FIG. Until it is done, the flow from step S9 to step S10 is repeated. Then, in step S9, following the determination that the motor driving force supplement is necessary in step S8, application of the motor complementing control for requesting the driving force exceeding the limit value to the motor 303 is started, and in the next step S10. Then, the process returns to step S9 to continue the motor complement control until it is determined that the motor drive force complement is completed, and when the motor drive force complement is completed, the motor complement control is terminated.

Here, in the motor complementary control, as shown in the motor correction driving force map in the range where the engine responsiveness is low in FIG. Increase the supplementary command value so that can take over.
Then, during the determination that the engine speed is equal to or less than the set engine speed NeS, motor complement control is executed by the motor driving force distribution ratio obtained by multiplying the motor driving force distribution ratio set in step S7 by the motor correction coefficient. To do.

  For example, if the engine and engine are trying to obtain the required driving force according to the set driving force distribution ratio, even though the engine speed is in the region below the set rotational speed at which the control response becomes low, the motor After sharing driving force comes out, it waits for engine sharing driving force to come out, it does not reach the required driving force while waiting for engine response time, but it requests suddenly when engine response time is reached The driving force control has a torque step so that the driving force is reached.

On the other hand, in the first embodiment, when the rotational speed of the engine 305 is a region below the set rotational speed NeS where the control responsiveness is low, a driving force request exceeding the limit value is made to the motor 303. As a result, while waiting for the response time of the engine, the motor 303 instantaneously supplements the driving force, so that driving force control without a torque step can be realized.
Note that in this motor complement control, a driving force request exceeding the limit value is made to the motor 303, but the overload time to the high voltage system unit is also short, so it can be sufficiently absorbed by the margin of the motor limit value. It is done.

  Further, in the motor complement control of the first embodiment, the motor correction coefficient (FIG. 15) set by the engine speed is set to the set motor driving force distribution ratio during the determination that the engine speed is equal to or less than the set engine speed NeS. Therefore, the motor 303 can perform appropriate driving force supplementation according to the degree to which the control responsiveness of the engine 305 becomes low.

Next, the effect will be described.
In the inter-vehicle control apparatus for the hybrid hybrid vehicle of the first embodiment, the effects listed below can be obtained.

  (1) A hybrid vehicle having an inter-vehicle control system that has a motor 303 and an engine 305 in the drive system, and that controls braking / driving force so as to maintain the set inter-vehicle distance from the host vehicle when a preceding vehicle is captured. In the inter-vehicle distance control device, when traveling by inter-vehicle distance control, the driving force distribution that is shared by the motor 303 with respect to the required driving force as the inter-vehicle distance information input from the inter-vehicle distance control system indicates information that requires a highly responsive driving force. Since the motor-engine driving force distribution ratio setting means (step S4) for setting a high ratio is provided, when driving by inter-vehicle control, a high acceleration responsiveness is exhibited according to the intention of acceleration indicated in the inter-vehicle distance information. In addition to improving the ability to follow a vehicle and overtaking a preceding vehicle, it can also contribute to an improvement in fuel consumption.

  (2) The motor 303 has a power generation function for obtaining a regenerative braking force, and when traveling by inter-vehicle control, the inter-vehicle distance information input from the inter-vehicle control system indicates information that requires a highly responsive braking force. Since the motor braking force distribution ratio setting means (step S4) for setting the motor braking force distribution ratio shared by the motor 303 to be higher than the required braking force is provided, when the vehicle is driven by the inter-vehicle control, the deceleration intention shown in the inter-vehicle distance information Accordingly, by exhibiting high deceleration responsiveness, it is possible to improve followability to the preceding vehicle and collision avoidance, and it is possible to contribute to fuel efficiency improvement by recovering energy by regeneration.

  (3) The motor-engine driving force distribution ratio setting means determines that the driving force distribution ratio shared by the motor 303 is greater than the reference distribution ratio as the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the set inter-vehicle distance LS2. The motor braking force distribution ratio setting means sets the motor braking force distribution ratio shared by the motor 303 as a reference as the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the set inter-vehicle distance LS2. Since it is set higher than the distribution ratio (FIG. 5), the same control law according to the inter-vehicle distance achieves acceleration response when overtaking the preceding vehicle and deceleration response when the preceding vehicle decelerates or when the preceding vehicle interrupts. be able to.

  (4) A vehicle surrounding point detection means (step S1) is provided for detecting a surrounding point where deceleration or acceleration after deceleration is required on the traveling route of the vehicle, and the distance between the surrounding point and the vehicle is a set distance LS1. In the following areas, priority is given to setting the braking / driving force distribution ratio according to the inter-vehicle distance, and as the distance between the surrounding points and the host vehicle becomes shorter, the braking / driving force distribution ratio shared by the motor 303 becomes higher than the reference distribution ratio. Since the driving force / braking force distribution ratio setting means (step S2) to be set is provided, when the vehicle approaches a signal, an intersection, a toll booth, a traffic jam, a railroad crossing, etc., the deceleration response and the acceleration after deceleration are improved. Thus, it is possible to ensure a smooth approach to the peripheral point and a departure from the peripheral point.

  (5) Set unit limit values of the motor driving force distribution ratio and the motor braking force distribution ratio shared by the motor 303 according to unit determination parameters so that the high voltage system unit of the motor 303 maintains proper operation. Unit limit value setting means (step S5, FIG. 6 to FIG. 11) is provided, and the motor-engine driving force distribution ratio setting means limits the set motor driving force distribution ratio by the unit limit value, and Since the motor braking force distribution ratio setting means limits the set motor braking force distribution ratio by the unit limit value, when the motor braking / driving force distribution is limited by the high voltage system unit state, acceleration by the motor 303 is performed. By maintaining the response and deceleration response as much as possible, it is possible to maintain the proper operation of the high-voltage system unit of the motor 303, and to pass the preceding vehicle and follow the preceding vehicle. It is possible to achieve both improvement in compliance.

  (6) Vehicle speed limit value setting means for setting a vehicle speed limit value that lowers the motor driving force distribution ratio as the vehicle speed approaches the upper limit vehicle speed VLIM in the region where the host vehicle speed is equal to or higher than the set vehicle speed VS (step S6, FIG. 12). And the motor-engine driving force distribution ratio setting means restricts the set motor driving force distribution ratio by the vehicle speed limit value. Therefore, when constant speed running is maintained, most of the required driving force is maintained. Alternatively, the durability reliability of the motor 303 can be improved by bearing all of the load on the engine 305.

  (7) Road surface friction coefficient limit value setting means (step S6, FIG. 13) for setting a road surface friction coefficient limit value in which the motor braking force distribution ratio is lowered as the friction coefficient of the traveling road surface of the host vehicle is lower. The motor braking force distribution ratio setting means limits the set motor braking force distribution ratio by the road surface friction coefficient limit value, and therefore tends to understeer during turning braking or turning deceleration on a low μ road. Can be avoided in advance.

  (8) Climbing slope coefficient setting means for setting a climbing slope coefficient for increasing the motor driving force distribution ratio and lowering the motor braking force distribution ratio as the road surface gradient on which the vehicle travels shows the climbing slope (step S6, FIG. 14), and the motor-engine driving force distribution ratio setting means sets a high value obtained by multiplying the set motor driving force distribution ratio by an uphill slope coefficient as a motor driving force distribution ratio, and the motor braking force distribution ratio. The setting means obtains acceleration responsiveness and deceleration responsiveness intended by the driver when climbing because the motor braking force distribution ratio is a low value obtained by multiplying the set motor braking force distribution ratio by the climbing slope coefficient. be able to.

  (9) Downhill slope coefficient setting means for setting a downhill slope coefficient that lowers the motor driving force distribution ratio and increases the motor braking force distribution ratio as the road surface gradient on which the vehicle travels shows a downhill slope (step S6, FIG. 14), and the motor-engine driving force distribution ratio setting means sets a low value obtained by multiplying the set motor driving force distribution ratio by a downhill slope coefficient as the motor driving force distribution ratio, and the motor The braking force distribution ratio setting means sets the motor braking force distribution ratio to a high value obtained by multiplying the set motor braking force distribution ratio by the downhill slope coefficient. And deceleration response can be obtained.

  (10) When the set motor driving force distribution ratio is restricted or corrected, the motor-engine driving force distribution ratio setting means supplements the remaining driving force with the engine driving force, and the motor braking force distribution When the set motor braking force distribution ratio is restricted or corrected, the ratio setting means supplements the remaining braking force with the friction braking force (step S7), so that the motor driving force distribution ratio is restricted or corrected. Even if applied, changes in the required driving force can be suppressed, and changes in the required braking force can be suppressed even if restrictions or corrections are made to the motor braking force distribution ratio, so that the driving performance and braking performance are kept constant. The acceleration response and deceleration response can be changed smoothly.

  (11) Motor complement control means for making a request for driving force exceeding the limit value to the motor 303 when the rotational speed of the engine 305 is a region below the set engine rotational speed NeS where the control responsiveness is low (step S8) Since step S10) is provided, the driving force control without a torque step can be realized by the motor 303 instantaneously supplementing the driving force while waiting for the response time of the engine.

  (12) Motor correction coefficient setting means for setting the motor correction coefficient to a higher value as the engine speed becomes lower in the region where the engine speed is lower than the set engine speed NeS where the control responsiveness becomes lower (FIG. 15) The motor complement control means (steps S8 to S10) multiplies the motor correction coefficient by the set motor driving force distribution ratio while determining that the engine speed is equal to or less than the set engine speed NeS. Since the motor complement control based on the motor drive force distribution ratio is executed, appropriate drive force complement can be performed by the motor 303 according to the degree to which the control responsiveness of the engine 305 is lowered.

  As described above, the inter-vehicle distance control apparatus for a hybrid vehicle according to the present invention has been described based on the first embodiment. However, the specific configuration is not limited to the first embodiment, and the claims relate to each claim. Design changes and additions are allowed without departing from the scope of the invention.

In the first embodiment, the example in which the motor-engine driving force distribution ratio setting unit and the motor braking force distribution ratio setting unit are used together is shown. However, the inter-vehicle control of the hybrid vehicle that employs only the motor-engine driving force distribution ratio setting unit. Even an apparatus is included in the present invention.
In addition, an example is shown in which the driving force distribution ratio shared by the motor is set higher as the inter-vehicle distance becomes shorter than the set inter-vehicle distance.
However, when it is detected from the inter-vehicle distance information that the vehicle has shifted from the preceding vehicle capture state to the preceding vehicle non-capture state, the driving force distribution ratio shared by the motor may be set high. In this case, when the preceding vehicle has diverted to the side road, the acceleration response up to the set vehicle speed can be obtained.
Furthermore, the driving force distribution ratio shared by the motor may be set higher as the inter-vehicle distance becomes longer than the set inter-vehicle distance. In this case, when the preceding vehicle is accelerated, high followability to the accelerated preceding vehicle can be ensured.
In short, when traveling by inter-vehicle control, the motor that sets the driving force distribution ratio that is shared by the motor to the required driving force increases as the inter-vehicle distance information that is input from the inter-vehicle control system indicates information that requires highly responsive driving force. -As long as an engine driving force distribution ratio setting means is provided, it is not limited to the first embodiment.

  In the first embodiment, the inter-vehicle distance control device for the hybrid vehicle based on the front wheel drive base is shown, but the present invention can be applied to a hybrid vehicle based on the rear wheel drive base and a hybrid four-wheel drive vehicle. In short, the present invention is applied to a hybrid vehicle having an inter-vehicle control system that has a motor and an engine in a drive system and controls braking / driving force so as to maintain a set inter-vehicle distance from the own vehicle when a preceding vehicle is captured. Can do.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall system diagram illustrating a hybrid vehicle to which an inter-vehicle distance control device according to a first embodiment is applied. 3 is a flowchart illustrating a flow of a setting process of a driving force / braking force distribution ratio during traveling by inter-vehicle control executed by a CPU according to the first embodiment. It is a figure which shows an example of the driving force / braking force distribution map to the motor according to the distance with the own vehicle periphery point used by the inter-vehicle control of Example 1. FIG. It is a figure which shows an example of the driving force distribution map of the motor-engine according to the inter-vehicle distance used by the inter-vehicle control of Example 1. FIG. It is a figure which shows an example of the braking force distribution map to the motor according to the inter-vehicle distance used by the inter-vehicle control of Example 1. FIG. It is a figure which shows an example of the driving force / braking force distribution coefficient map to the motor according to the high battery battery temperature used by the inter-vehicle control of Example 1. It is a figure which shows an example of the driving force distribution coefficient map to the motor according to the high electric battery SOC used by the inter-vehicle control of Example 1. FIG. It is a figure which shows an example of the braking force distribution coefficient map to the motor according to the high electric battery SOC used by the inter-vehicle control of Example 1. FIG. It is a figure which shows an example of the driving force / braking force distribution coefficient map to the motor according to the inverter temperature used by the inter-vehicle control of Example 1. It is a figure which shows an example of the driving force / braking force distribution coefficient map to the motor according to the motor temperature used by the inter-vehicle control of Example 1. It is a figure which shows an example of the braking force distribution coefficient map to the motor according to the generator temperature used by the distance control of Example 1. FIG. It is a figure which shows an example of the driving force distribution coefficient map to the motor according to the upper limit vehicle speed used by the inter-vehicle control of Example 1. FIG. It is a figure which shows an example of the braking force distribution coefficient map to the motor according to the road surface (micro | micron | mu) used by the distance control of Example 1. FIG. It is a figure which shows an example of the driving force / braking force distribution coefficient map to the motor according to the grade grade used in the distance control of Example 1. FIG. It is a figure which shows an example of the motor correction | amendment driving force map in the range with the low responsiveness of the engine used by the inter-vehicle control of Example 1. FIG. Basic characteristics of inter-vehicle distance, motor driving force requirement value, engine driving force requirement value and distance characteristics in the inter-vehicle control according to the first embodiment, and characteristics of unit restriction examples of restrictions based on inter-vehicle distance, motor driving force requirement value, engine driving force requirement value, and motor temperature It is a time chart which shows an example.

Explanation of symbols

101 CPU
102 Auxiliary battery
201 Brake actuator
202 Mechanical brake
301 Heavy battery
302 inverter
303 motor
304 generator
305 engine
306 Power split mechanism
401 Accelerator sensor
402 Brake sensor
403 DC / DC converter
404 Inter-vehicle sensor
405 GPS
406 Rudder angle sensor

Claims (13)

In the inter-vehicle control device for a hybrid vehicle having an inter-vehicle control system that has a motor and an engine in the drive system and controls the braking / driving force so as to maintain the inter-vehicle distance from the set own vehicle when the preceding vehicle is captured,
A motor that sets a driving force distribution ratio that is shared by the motor to a required driving force so that the inter-vehicle distance information input from the inter-vehicle control system indicates information that requires a highly responsive driving force when traveling by inter-vehicle control. -An inter-vehicle distance control device for a hybrid vehicle, characterized in that an engine driving force distribution ratio setting means is provided. In the inter-vehicle control apparatus for a hybrid vehicle according to claim 1,
The motor has a power generation function for obtaining a regenerative braking force,
When traveling by inter-vehicle control, the motor braking force distribution ratio shared by the motor with respect to the required braking force is set higher as the inter-vehicle distance information input from the inter-vehicle control system indicates information that requires a highly responsive braking force. An inter-vehicle distance control device for a hybrid vehicle, characterized in that motor braking force distribution ratio setting means is provided. In the inter-vehicle control apparatus for a hybrid vehicle according to claim 2,
The motor-engine driving force distribution ratio setting means sets the driving force distribution ratio shared by the motor higher than the reference distribution ratio as the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the set inter-vehicle distance.
The motor braking force distribution ratio setting means sets the motor braking force distribution ratio shared by the motor higher than the reference distribution ratio as the inter-vehicle distance between the host vehicle and the preceding vehicle becomes shorter than the set inter-vehicle distance. An inter-vehicle control device for a hybrid vehicle. In the inter-vehicle distance control device for a hybrid vehicle according to claim 3,
A vehicle surrounding point detection means for detecting a surrounding point where deceleration or acceleration after deceleration is required on the traveling route of the vehicle is provided.
In the area where the distance between the surrounding point and the host vehicle is less than or equal to the set distance, priority is given to setting the braking / driving force distribution ratio according to the inter-vehicle distance, and the braking / driving shared by the motor as the distance between the surrounding point and the host vehicle becomes shorter. An inter-vehicle distance control apparatus for a hybrid vehicle, characterized in that driving force / braking force distribution ratio setting means for setting a force distribution ratio higher than a reference distribution ratio is provided. In the inter-vehicle distance control device for a hybrid vehicle according to claim 3 or 4,
Unit limit value setting means for setting a unit limit value of a motor driving force distribution ratio and a motor braking force distribution ratio shared by the motor according to a unit determination parameter so that the high voltage system unit of the motor maintains proper operation Provided,
The motor-engine driving force distribution ratio setting means adds a limit to the set motor driving force distribution ratio by the unit limit value,
The inter-vehicle control apparatus for a hybrid vehicle, wherein the motor braking force distribution ratio setting means limits the set motor braking force distribution ratio by the unit limit value. In the inter-vehicle distance control device for a hybrid vehicle according to any one of claims 1 to 5,
A vehicle speed limit value setting means for setting a vehicle speed limit value that lowers the motor driving force distribution ratio as the vehicle speed approaches the upper limit vehicle speed in a region where the vehicle speed of the host vehicle is equal to or higher than the set vehicle speed,
The inter-vehicle control apparatus for a hybrid vehicle, wherein the motor-engine driving force distribution ratio setting means limits the set motor driving force distribution ratio by the vehicle speed limit value. The inter-vehicle distance control device for a hybrid vehicle according to any one of claims 2 to 6,
A road surface friction coefficient limit value setting means for setting a road surface friction coefficient limit value in which the motor braking force distribution ratio is lowered as the friction coefficient of the traveling road surface of the host vehicle is lower is provided.
The inter-vehicle control apparatus for a hybrid vehicle, wherein the motor braking force distribution ratio setting means limits the set motor braking force distribution ratio by the road surface friction coefficient limit value. The inter-vehicle distance control device for a hybrid vehicle according to any one of claims 2 to 7,
As the road surface gradient on which the vehicle travels shows an uphill gradient, the motor driving force distribution ratio is increased, and an uphill gradient coefficient setting means for setting an uphill gradient coefficient that lowers the motor braking force distribution ratio is provided.
The motor-engine driving force distribution ratio setting means sets a high value obtained by multiplying the set motor driving force distribution ratio by an uphill slope coefficient as a motor driving force distribution ratio,
The inter-vehicle control apparatus for a hybrid vehicle, wherein the motor braking force distribution ratio setting means uses a low value obtained by multiplying the set motor braking force distribution ratio by an uphill gradient coefficient as the motor braking force distribution ratio. The inter-vehicle distance control apparatus for a hybrid vehicle according to any one of claims 2 to 8,
The road slope on which the vehicle travels is provided with a downhill slope coefficient setting means for setting a downhill slope coefficient that lowers the motor driving force distribution ratio and increases the motor braking force distribution ratio as the downhill slope is shown.
The motor-engine driving force distribution ratio setting means sets a low value obtained by multiplying the set motor driving force distribution ratio by a downhill slope coefficient as the motor driving force distribution ratio,
The inter-vehicle control apparatus for a hybrid vehicle, wherein the motor braking force distribution ratio setting means sets a high value obtained by multiplying the set motor braking force distribution ratio by a downhill slope coefficient as the motor braking force distribution ratio. In the inter-vehicle distance control device for a hybrid vehicle according to any one of claims 5 to 9,
The motor-engine driving force distribution ratio setting means supplements the remaining driving force with the engine driving force when the set motor driving force distribution ratio is restricted or corrected.
The motor braking force distribution ratio setting means supplements the remaining braking force with a friction braking force when the set motor braking force distribution ratio is restricted or corrected. . The inter-vehicle distance controller for a hybrid vehicle according to any one of claims 1 to 10,
A hybrid comprising motor supplement control means for making a request for driving force exceeding a limit value to the motor when the engine speed is in a region equal to or lower than a set engine speed at which control responsiveness is low. Vehicle inter-vehicle control device. In the inter-vehicle distance control device for a hybrid vehicle according to claim 11,
In a region where the engine speed is lower than the set engine speed where the control responsiveness is low, motor correction coefficient setting means for setting the motor correction coefficient to a higher value as the engine speed becomes lower is provided.
The motor complement control means performs motor complement control based on a motor driving force distribution ratio obtained by multiplying the set motor driving force distribution ratio by the motor correction coefficient while determining that the engine speed is equal to or less than the set engine speed. An inter-vehicle distance control apparatus for a hybrid vehicle, characterized in that: In the inter-vehicle control device for a hybrid vehicle that has a motor and an engine in the drive system and controls the braking / driving force so as to maintain the set inter-vehicle distance when the preceding vehicle is captured,
The driving force distribution ratio shared by the motor with respect to the requested driving force is set to be higher than the reference distribution ratio as the input inter-vehicle distance information indicates information requesting a driving force with high responsiveness when traveling by inter-vehicle control. An inter-vehicle distance control device for a hybrid vehicle characterized by the above.

Images