JP2009018708A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To respond to a request of a driver to accelerate a vehicle when a no-passing mode is canceled after the no-passing mode prohibiting overtaking a preceding vehicle is set. <P>SOLUTION: When a safety car mode switch 87 is ON, and a voltage between terminals of a capacitor 50 is not higher than a lower limit voltage in a safety car mode, which is higher than a lower limit voltage in normal running, if a brake pedal is not pressed, power is generated by a motor 36 using a portion of motive power from an engine 32, while if the brake pedal 85 is not pressed, the capacitor 50 is charged by regeneratively driving motors 24, 26 for front wheels. It is possible to keep relatively high voltage between terminals of the capacitor 50, and to respond to the request when the driver accelerates the vehicle thereafter by turning off the safety car mode switch 87. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle and a control method thereof.

Conventionally, as this type of vehicle, a vehicle that directly connects an internal combustion engine, a motor, and a transmission connected to drive wheels and includes a capacitor that can exchange electric power with the motor has been proposed (see, for example, Patent Document 1). ).
JP 2005-160271 A

  In general, in such a vehicle, when the voltage across the terminals of the capacitor is low, sufficient power cannot be output from the motor when the motor is driven using the electric power stored in the capacitor. Therefore, in consideration of this, in such vehicles, especially racing vehicles, when overtaking of the preceding vehicle is prohibited, such as when leading by a safety car in a race, when the overtaking prohibition is canceled It is desirable to be prepared to obtain vehicle acceleration.

  The vehicle and the control method thereof according to the present invention can cope with the request when the driver wants to accelerate the vehicle by releasing the overtaking prohibition mode after the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set. The main purpose is to do.

  The vehicle and the control method thereof according to the present invention employ the following means in order to achieve the main object described above.

The vehicle of the present invention
A vehicle comprising an internal combustion engine capable of outputting power for traveling, an electric motor capable of inputting / outputting power for traveling, and a capacitor capable of exchanging electric power with the electric motor,
Capacitor voltage detecting means for detecting a capacitor voltage which is a voltage between terminals of the capacitor;
In the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set, the detected capacitor voltage is determined in advance as the lower limit voltage for use of the capacitor during normal driving in which the overtaking prohibition mode is not set. Control means for controlling the internal combustion engine and the electric motor to travel on the basis of a driver's operation while being equal to or higher than a second lower limit voltage higher than the first lower limit voltage.
It is a summary to provide.

  In the vehicle according to the present invention, during the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set, the capacitor voltage, which is the voltage between the terminals of the capacitor, during normal driving in which the overtaking prohibition mode is not set. The internal combustion engine and the electric motor are controlled so as to run on the basis of the driver's operation while being equal to or higher than a second lower limit voltage higher than a predetermined first lower limit voltage as a use lower limit voltage of the capacitor. As a result, the voltage of the capacitor can be kept relatively high as compared with normal driving. As a result, when the overtaking prohibition mode is subsequently canceled and the driver wants to accelerate the vehicle, the electric power that allows the motor to fully exhibit its performance can be supplied, and the driver's acceleration request can be dealt with. Here, “driver's operation” includes accelerator operation and brake operation.

  In such a vehicle of the present invention, the control means controls the electric motor so that the capacitor is charged regardless of the operation of the driver when the capacitor voltage is lower than the second lower limit voltage in the overtaking prohibition mode. It can also be a means. In this way, it is possible to suppress the capacitor voltage from greatly decreasing beyond the second lower limit voltage.

  In the vehicle of the present invention, the control means may be configured such that when the capacitor voltage is equal to or higher than the second lower limit voltage in the overtaking prohibition mode, the accelerator operation is not performed or the brake operation is performed. It may be a means for controlling the electric motor so that the capacitor is charged. The control means may not charge the capacitor when an accelerator operation is being performed when the capacitor voltage is equal to or higher than the second lower limit voltage in the overtaking prohibition mode.

  Further, in the vehicle of the present invention, when the brake operation is performed in the overtaking prohibition mode, the vehicle is a means for controlling the electric motor so that the regenerative torque output from the electric motor is larger than that during the normal traveling. It can also be. By rubbing, it is possible to increase the electric power charged in the capacitor as compared with normal driving.

  Alternatively, in the vehicle of the present invention, the electric motor is attached to an output shaft of the internal combustion engine, and the control means is configured to charge the capacitor when the brake operation is not performed. It may be a means for controlling the electric motor so that electric power is generated by the electric motor using a part of the output power. Further, in the vehicle of the present invention, the electric motor is different from a first axle that is an axle connected to the first electric motor attached to the output shaft of the internal combustion engine and the output shaft of the internal combustion engine. A second electric motor attached to the axle, and the control means uses a part of the power output from the internal combustion engine when charging the capacitor when the brake operation is not performed. When the first motor is controlled so that power is generated by the first motor, and the capacitor is charged when a braking operation is performed, a braking force acts on the vehicle from the second motor. The second electric motor can be controlled as described above. Here, the “second electric motor” may be an in-wheel motor that directly outputs power to a wheel attached to the second axle.

  In the vehicle of the present invention, the control means may be means for controlling that the overtaking prohibition mode is set when a switch used for leading by a safety car is turned on. Further, only the capacitor can be mounted as a device capable of exchanging electric power with the electric motor.

The vehicle control method of the present invention includes:
A vehicle control method comprising: an internal combustion engine capable of outputting driving power; an electric motor capable of inputting / outputting driving power; and a capacitor capable of exchanging electric power with the electric motor,
In the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set, the capacitor voltage, which is the voltage between the terminals of the capacitor, is the lower limit of use of the capacitor during normal driving in which the overtaking prohibition mode is not set Controlling the internal combustion engine and the electric motor so as to travel based on a driver's operation while being equal to or higher than a second lower limit voltage higher than a first lower limit voltage predetermined as a voltage;
It is characterized by that.

  In the vehicle control method of the present invention, in the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set, the capacitor voltage, which is the voltage between the terminals of the capacitor, is not set in the overtaking prohibition mode. The internal combustion engine and the electric motor are controlled so as to travel on the basis of the driver's operation while being equal to or higher than a second lower limit voltage that is higher than a predetermined first lower limit voltage. As a result, the voltage of the capacitor can be kept relatively high as compared with normal driving. As a result, when the overtaking prohibition mode is subsequently canceled and the driver wants to accelerate the vehicle, the electric power that allows the motor to fully exhibit its performance can be supplied, and the driver's acceleration request can be dealt with. Here, “driver's operation” includes accelerator operation and brake operation.

  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 developed for a race as one embodiment of the present invention. The hybrid vehicle 20 of the embodiment includes a front wheel system 21 having two front wheel motors 24 and 26 attached to left and right front wheels 29a and 29b, and a motor 36 attached to an engine 32 and a crankshaft 33 of the engine 32. Rear wheel system 31 that outputs power to left and right rear wheels 39a and 39b via transmission 34 and differential gear 38, capacitor 50 that exchanges power with front wheel motors 24 and 26 and motor 36, and left and right front wheels 29a, An electronically controlled hydraulic brake unit (hereinafter referred to as “ECB”) 60 that applies a braking torque by applying hydraulic pressure to the wheel cylinders 66a, 66b, 68a, 68b attached to 29b and the left and right rear wheels 39a, 39b. , The main electric vehicle that controls the entire hybrid vehicle 20 And a control unit 70.

  The front wheel motors 24 and 26 are the same as each other configured as a so-called in-wheel motor in which a synchronous generator motor, a speed reducer, a hub bearing, and the like are integrated, and exchange power with the capacitor 50 via inverters 42 and 44. To do. In other words, the front wheel motors 24 and 26 function as a power unit capable of distributing and outputting braking force and driving force to the left and right front wheels 29a and 29b independently. The front wheel motors 24 and 26 are driven and controlled by a motor electronic control unit (hereinafter referred to as “motor ECU”) 40.

  The engine 32 is an internal combustion engine that outputs power using hydrocarbon fuel such as gasoline or light oil, and the main electronic control unit 70 that receives signals from various sensors that detect the operating state of the engine 32 causes the fuel injection amount and ignition. Control of timing, intake air volume, etc.

  The transmission 34 is configured as, for example, a hydraulically driven six-speed transmission, and is upshifted or downshifted by a main electronic control unit 70 that inputs signals based on operations of the up switch 81 and the down switch 82 by the driver. Shift control is performed.

  The motor 36 is configured as a well-known synchronous generator motor that can operate as a generator and can operate as an electric motor, and exchanges electric power with the capacitor 50 via an inverter 46. The motor 36 is subjected to drive control by the motor ECU 40 in the same manner as the front wheel motors 24 and 26. The motor ECU 40 receives signals necessary for driving and controlling the front wheel motors 24 and 26 and the motor 36, for example, rotational position detection sensors 25 and 27 for detecting the rotational positions of the front wheel motors 24 and 26 and the rotor of the motor 36. 37, the phase current applied to the front wheel motors 24 and 26 and the motor 36 detected by a current sensor (not shown), and the like are input from the motor ECU 40 to the inverters 42, 44 and 46. A control signal is output. Inverters 42, 44, and 46 are each configured as a well-known inverter circuit including six switching elements and six diodes, and the positive and negative buses are connected to the input / output terminal of capacitor 50. The motor ECU 40 communicates with the main electronic control unit 70, and controls driving of the front wheel motors 24, 26 and the motor 36 by a control signal from the main electronic control unit 70 and, if necessary, the front wheel motors 24, 26, Data relating to the operating state of the motor 36 is output to the main electronic control unit 70. The motor ECU 40 also calculates the rotational speeds Nfl, Nfr, Nm of the front wheel motors 24, 26 and the motor 36 based on signals from the rotational position detection sensors 25, 27, 37.

  The capacitor 50 is configured as, for example, an electric double layer capacitor, and charging / discharging is controlled by a capacitor electronic control unit (hereinafter referred to as “capacitor ECU”) 52. The capacitor ECU 52 flows through the capacitor 50 detected by the current sensor 56 attached to the power line from the capacitor 50 and the voltage Vcap between the terminals of the capacitor 50 detected by the voltage sensor 54 attached between the terminals of the capacitor 50. The current Icap, the temperature Tcap of the capacitor 50 detected by the temperature sensor 58 attached to the capacitor 50, and the like are input. The capacitor ECU 52 communicates with the main electronic control unit 70, transmits a control signal necessary for charging / discharging to the main electronic control unit 70 as necessary, and transmits data related to the state of the capacitor 50 to the main electronic control unit 70. Output.

  The ECB 60 has a master cylinder 61 that is pressurized when the brake pedal 85 is depressed, and a braking torque that corresponds to the share of the ECB 60 in the braking force that should be applied to the vehicle in accordance with the pressure (brake pedaling force) of the master cylinder 61. A brake actuator 64 that adjusts the hydraulic pressure to the wheel cylinders 66a, 66b, 68a, 68b so as to act on the left and right front wheels 29a, 29b and the left and right rear wheels 39a, 39b, and an electronic control unit for brake that controls the drive of the brake actuator 64 ( (Hereinafter referred to as “brake ECU”) 62. The brake ECU 62 includes a master cylinder pressure (brake pedaling force Fb) detected by a master cylinder pressure sensor 61a attached to the master cylinder 61 and wheel speeds (not shown) provided on the left and right front wheels 29a and 29b and the left and right rear wheels 39a and 39b. The wheel speed from the sensor is input, and the brake ECU 62 outputs a drive signal to the brake actuator 64. The brake ECU 62 communicates with the main electronic control unit 70, and applies braking torque to the left and right front wheels 29 a and 29 b and the left and right rear wheels 39 a and 39 b according to a control signal from the main electronic control unit 70, as well as the ECB 60. Data on the state is output to the main electronic control unit 70.

  The main electronic control unit 70 is configured as a microprocessor centered on the CPU 72. 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 a communication port (not shown). With. The main electronic control unit 70 is provided with an accelerator pedal position sensor 84 that is attached to the steering and detects a signal from an up switch 81 or a down switch 82 that instructs an upshift or downshift of the transmission 34 or an amount of depression of an accelerator pedal 83. The accelerator pedal position Acc of the vehicle, the brake pedal position BP from the brake pedal position sensor 86 for detecting the depression amount of the brake pedal 85, the on / off signal from the safety car mode switch 87 for setting the safety car mode, and the pit-in mode are set. An on / off signal from the pit mode switch 88 is input via the input port. As described above, the main electronic control unit 70 is connected to the motor ECU 40, the capacitor ECU 52, and the brake ECU 62 via the communication port, and exchanges various control signals and data with the motor ECU 40 and the capacitor ECU 52 brake ECU 62. .

  The hybrid vehicle 20 of the embodiment configured in this manner adjusts the intake air amount of the engine 32 according to the depression amount of the accelerator pedal 83, and outputs torque from the motor 36 using the electric power stored in the capacitor 50. Brake torque corresponding to the depression force (depression force) of the brake pedal 85 is output from the ECB 60 and the front wheel motors 24 and 26, and regenerative electric power obtained by the output of the regenerative torque of the front wheel motors 24 and 26 is stored in the capacitor 50. In the embodiment, since the hybrid vehicle 20 is configured as a racing vehicle, the capacitor 50 is controlled by setting a voltage that is about 10 to 20% lower than the maximum voltage (withstand voltage) Vmax of the capacitor 50 as the upper limit voltage Vhi. Just before the place where the maximum output is required on the course (for example, a long straight entrance) when the race is performed by the output of the regenerative torque from the front wheel motors 24 and 26 with the input restriction of 50 The output is limited by setting the minimum voltage Vset set for each course so that the voltage of the capacitor 50 becomes the upper limit voltage Vhi as the lower limit voltage Vlow of the capacitor 50. For example, when a capacitor with a withstand voltage of 900 V is used, the upper limit voltage Vhi is used regardless of the course, such as 750 V or 800 V, the lower limit voltage Vlow is 500 V for the A course, and 580 V is used for the B course. It is. The reason why the lower limit voltage Vlow is set for each course in this way is to drive the motor 36 with the maximum output at the place where the output from the motor 36 is most required on the course. Therefore, in the hybrid vehicle 20 of the embodiment, the motor 36 and the front wheel motor 24, using the input / output limits Win and Wout of the capacitor 50 based on the operating voltage range of the capacitor 50 set by the upper limit voltage Vhi and the lower limit voltage Vlow. 26 is driven and controlled. The setting of the input limit Win of the capacitor 50 will be described later.

  Next, the operation of the hybrid vehicle 20 of the embodiment thus configured, particularly the operation when the safety car is introduced during the race and the safety car mode switch 87 is turned on by the driver will be described. FIG. 2 is a flowchart illustrating an example of a safety car mode control routine executed by the hybrid electronic control unit 70 of the embodiment. This routine is repeatedly executed every predetermined time (for example, every several milliseconds) when the safety car mode switch 87 is turned on.

  When the safety car mode control routine is executed, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc, the brake pedaling force Fb from the accelerator pedal position sensor 84, the front wheel motors 24, 26, and the motor 36. Processing for inputting data necessary for control, such as the rotational speeds Nfr, Nfl, Nm, the voltage Vcap between the terminals of the capacitor 50, and the safety car mode lower limit voltage Vlowsc of the capacitor 50, is executed (step S100). Here, the brake depression force Fb is detected by the master cylinder pressure sensor 61a and input from the brake ECU 62 by communication. Further, the rotational speeds Nfr, Nfl, and Nm of the front wheel motors 24 and 26 and the motor 36 are calculated from signals detected by the rotational position detection sensors 25, 27, and 37 and input from the motor ECU 40 by communication. It was supposed to be. Further, the voltage Vcap between the terminals of the capacitor 50 is detected by the voltage sensor 54 and input from the capacitor ECU 52 by communication. The safety car mode lower limit voltage Vlowsc is higher than the lower limit voltage Vlow of the capacitor 50 when the safety car mode switch 87 is not turned on (during a normal race, this time is hereinafter referred to as normal running) ( For example, 700V or the like.

  When the data is thus input, the input limit Win of the capacitor 50 is set based on the inter-terminal voltage Vcap and the upper limit voltage Vhi of the capacitor 50 (step S105). In the embodiment, the input limit Win of the capacitor 50 is set to limit the rated maximum input of the capacitor 50 when the value obtained by subtracting the inter-terminal voltage Vcap from the upper limit voltage Vhi is equal to or greater than a predetermined value (for example, 5% of the upper limit voltage Vhi). When the value obtained by subtracting the inter-terminal voltage Vcap from the upper limit voltage Vhi is less than a predetermined value, the terminal voltage Vcap decreases as the terminal voltage Vcap approaches the upper limit voltage Vhi, and the inter-terminal voltage Vcap of the capacitor 50 is set to the upper limit voltage. The input limit Win is set so that the value becomes 0 when Vhi is reached.

  Subsequently, the inter-terminal voltage Vcap of the capacitor 50 is compared with the lower limit voltage Vlowsc in the safety car mode (step S110), and it is determined whether or not the brake pedal force Fb is 0 (steps 120 and 130). The determination of whether or not the brake pedal force Fb is 0 is to determine whether or not the brake pedal 85 is depressed by the driver. When the inter-terminal voltage Vcap of the capacitor 50 is equal to or higher than the safety car mode lower limit voltage Vlowsc and the brake pedal force Fb is 0, the intake air amount control, fuel injection control, ignition control, etc. of the engine 32 are performed based on the accelerator opening Acc. (Step S140), the safety car mode control routine is terminated.

  When the brake pedal force Fb is 0 when the voltage Vcap between the terminals of the capacitor 50 is less than the safety vehicle mode lower limit voltage Vlowsc (steps S110 and S130), the target charging power Pcap * of the capacitor 50 is set (step S150). The target charge power Pcap * of the capacitor 50 is, for example, a fixed value, or feedback control using a proportional term or an integral term so that the deviation between the voltage Vcap of the capacitor 50 and the safety car mode lower limit voltage Vlowsc is canceled. It can be set according to the above.

  Subsequently, the set target charging power Pcap * of the capacitor 50 is divided by the rotational speed Nm of the motor 36 to calculate a temporary power generation torque Tmrtmp as a temporary value of the power generation torque (negative torque) to be output from the motor 36. At the same time (step S160), the torque limit Tmrmin as the maximum power generation torque (negative value) that may be output from the motor 36 by dividing the input limit Win of the capacitor 50 by the rotational speed Nm of the motor 36 is calculated (step S170). ) The larger one of the temporary power generation torque Tmrtmp and the torque limit Tmrmin (the smaller one as the absolute value) is set as the torque command Tmr * of the motor 36 and the set torque command Tmr * is transmitted to the motor ECU 40 (step S180). ), Controlling the engine 32 (step S190), To end the de time control routine. The motor ECU 40 that has received the torque command Tmr * performs switching control of the switching element of the inverter 46 so that the torque corresponding to the torque command Tmr * is output from the motor 36. In this case, the electric power generated by the motor 36 is charged in the capacitor 50. Therefore, even when the brake pedal 85 is not depressed for a certain period of time in the safety car mode, the vehicle can travel while suppressing the voltage Vcap of the capacitor 50 from significantly lowering the lower limit voltage Vlowsc in the safety car mode. As a result, when the accelerator pedal 83 is largely depressed by the driver after the safety car mode switch 87 is turned off, it is possible to supply the electric power that sufficiently exerts the performance of the motor 36. In this case, since a part of the motive power output from the engine 32 is charged into the capacitor 50 by the output of the power generation torque from the motor 36, it is output from the motor 36 when the driver does not change the depression amount of the accelerator pedal 83. The driving force acting on the vehicle is reduced by the amount of generated torque. Therefore, the engine 32 may be controlled so that the driving force acting on the vehicle does not decrease even when the power generation torque (negative torque) corresponding to the torque command Tmr * is output from the motor 36.

  When the inter-terminal voltage Vcap of the capacitor 50 is not less than the lower limit voltage Vlowsc in the safety car mode and the brake pedaling force Fb is not 0 (steps S110 and S120), the inter-terminal voltage Vcap of the capacitor 50 is less than the lower limit voltage Vlowsc in the safety car mode. When the brake pedal force Fb is not 0 (steps S110 and S130), that is, when the brake pedal 85 is depressed by the driver, the relationship between the brake pedal force Fb, the front wheel hydraulic brake torque, the rear wheel hydraulic brake torque, and the regenerative brake torque Is derived from the brake torque setting map stored in the ROM 74 in advance and the regenerative brake torque corresponding to the brake depression force Fb is derived and set as the temporary regenerative torque Tmfttmp (step S200). An example of the brake torque setting map is shown in FIG. In FIG. 3, the boundary between the front wheel hydraulic brake and the regenerative brake is indicated by a solid line in the safety car mode, and the boundary during normal driving is indicated by a broken line for reference. In the example of FIG. 3, in a region where the brake pedal force Fb is small to some extent, the front wheel hydraulic brake torque is reduced and the regenerative brake torque is increased in the safety car mode as compared with the normal running. In the safety car mode, it is considered that there is little opportunity for the brake pedal 85 to be depressed greatly. Therefore, by using FIG. 3, when the brake pedal 85 is lightly depressed, the regenerative brake torque output from the front wheel motors 24 and 26 can be increased as compared with that during normal travel, and compared with that during normal travel. Thus, the capacitor 50 can be charged with large electric power.

  When the temporary regenerative torque Tmftmp of the motors 24 and 26 is set in this way, the torque limit Tmfmin of the front wheel motors 24 and 26 is divided by dividing the input limit Win of the capacitor 50 by the sum of the rotational speeds Nfr and Nfl of the front wheel motors 24 and 26. The front wheel motor calculated and set (step S210) is set as the torque command Tmf * of the front wheel motors 24 and 26, whichever is larger (the smaller absolute value) of the set provisional regenerative torque Tmftmp and torque limit Tmfmin. The torque commands Tmf * of 24 and 26 are transmitted to the motor ECU 40 (step S220). The motor ECU 40 that has received the torque command Tmf * performs switching control of the switching elements of the inverters 42 and 44 so that the regenerative torque corresponding to the torque command Tmf * is output from the front wheel motors 24 and 26. In this case, the electric power regenerated by the front wheel motors 24 and 26 is charged in the capacitor 50. Also in this case, when the accelerator pedal 83 is largely depressed by the driver after the safety car mode switch 87 is turned off, it is possible to supply the electric power that sufficiently exerts the performance of the motor 36.

  When the torque command Tmf * for the front wheel motors 24 and 26 is set, the front wheel hydraulic brake torque corresponding to the brake pedaling force Fb input from the brake torque setting map is derived and set as the temporary front wheel hydraulic brake torque Tbftmp (step S230). In addition to the provisional front wheel hydraulic brake torque Tbftmp set by subtracting the torque command Tmf * from the provisional regenerative torque Tmftmp, the value is set as the front wheel hydraulic brake torque Tbf, and the set front wheel hydraulic brake Tbf is transmitted to the brake ECU 62. (Step S240). Further, the rear wheel hydraulic brake torque corresponding to the brake pedal force Fb input from the brake torque setting map is derived and set as the rear wheel hydraulic brake torque Tbr, and the set rear wheel hydraulic brake Tbr is transmitted to the brake ECU 62 ( Step S250), the braking control routine is ended. The brake ECU 62 that has received the front wheel hydraulic brake torque Tbf and the rear wheel hydraulic brake torque Tbr causes the front wheel hydraulic brake torque Tbrf to act on the front wheels 29a and 29b and the rear wheel hydraulic brake torque Tbr to act on the rear wheels 39a and 39b. The brake actuator 64 is driven and controlled. As a result, the front wheel hydraulic brake torque Tbf acts on the front wheels 29a and 29b, and the rear wheel hydraulic brake torque Tbr acts on the rear wheels 39a and 39b. The torque limit is calculated by calculating the front wheel hydraulic brake torque Tf by subtracting the torque command Tm * from the temporary regenerative torque Tmftmp and doubling the temporary front wheel hydraulic brake torque Tbftmp derived from the brake torque setting map. Even when the regenerative torque to be output from the front wheel motors 24 and 26 is limited by Tmfmin, the braking force applied to the vehicle is not reduced.

  According to the hybrid vehicle 20 of the embodiment described above, when the safety car mode switch 87 is turned on, the voltage Vcap between the terminals of the capacitor 50 is higher than the lower limit voltage Vlow during normal driving, and the lower limit voltage Vlowsc in the safety car mode. When the brake pedal 85 is not depressed when less than the torque command Tmr * of the motor 36 is set so that the capacitor 50 is charged with electric power based on the target charging power Pcap * using a part of the power from the engine 32. When the brake pedal 85 is depressed when the voltage Vcap between the terminals of the battery 50 is less than the lower limit voltage Vlowsc in the safety car mode, the capacitor 50 is charged based on the brake depression force Fb. Front wheel motor 24 By controlling the front wheel drive motor 24, 26 by setting 26 the torque command Tmf *, it is possible to keep a relatively high voltage compared to the inter-terminal voltage Vcap of the capacitor 50 during normal running. As a result, when the safety car mode switch 87 is subsequently turned off by the driver and the accelerator pedal 83 is greatly depressed, the motor 36 can be supplied with electric power that fully exhibits its performance, and the driver's acceleration request is dealt with. can do. In addition, in the hybrid vehicle 20 of the embodiment, when the brake pedal 85 is depressed when the safety car mode switch 87 is turned on, the regenerative brake torque is greater than when the safety car mode switch 87 is not turned on. Therefore, the charging power to the capacitor 50 can be increased compared to when the safety car mode switch 87 is not turned on. Of course, when the brake pedal 85 is not depressed, the engine 32 is controlled based on the accelerator opening degree Acc, and when the brake pedal 85 is depressed, the front wheel motors 24 and 26 and the ECB 60 are controlled based on the brake depression force Fb. Thus, the vehicle can travel according to the driver's accelerator operation and brake operation.

  In the hybrid vehicle 20 of the embodiment, the engine 32 is controlled based on the accelerator opening degree Acc when the brake pedaling force Fb is 0. However, when the brake pedaling force Fb is 0, the accelerator opening Acc is also 0. In other words, that is, when neither the accelerator pedal 83 nor the brake pedal 85 is depressed, the motor 36 outputs a power generation torque so that a slight braking force (for engine braking in a vehicle traveling using only the power from the engine) can be obtained. Equivalent) may be applied to the vehicle. In this case, the electric power generated by the motor 36 is charged in the capacitor 50.

  In the hybrid vehicle 20 of the embodiment, when the brake pedal 85 is depressed when the safety car mode switch 87 is turned on, as shown in FIG. Thus, the map in which the front wheel hydraulic brake torque decreases and the regenerative brake torque tends to increase is used, but a map similar to that during normal driving may be used.

  In the hybrid vehicle 20 of the embodiment, when the brake pedal 85 is depressed, the front wheel motors 24 and 26 are regeneratively controlled to charge the capacitor 50. However, in addition to or instead of the front wheel motors 24 and 26, The capacitor 36 may be charged by regenerative control of the motor 36.

  In the hybrid vehicle 20 of the embodiment, only the capacitor 50 is provided as a power storage device capable of exchanging power with the front wheel motors 24 and 26 and the motor 36, but a secondary battery other than the capacitor 50 may be mounted. I do not care.

  In the embodiment, the case where the present invention is applied to the hybrid vehicle 20 for racing has been described, but the present invention may be applied to a hybrid vehicle traveling on a general public road. When the present invention is applied to a hybrid vehicle traveling on a general public road, for example, in a case where a switch corresponding to the safety car mode switch 87 is provided, when the switch is turned on, road information, the current position of the vehicle, etc. When the vehicle is provided with a navigation system that displays and outputs the vehicle, the safety car mode control routine of FIG. 2 may be executed when traveling in an overtaking prohibited section.

  In the embodiment, the front wheel motors 24 and 26 as in-wheel motors attached to the front wheels, the motor 36 attached to the crankshaft 33 of the engine 32, and the front wheel motors 24 and 26 and the motor 36 exchange power. Although the case where the present invention is applied to the hybrid vehicle 20 including the capacitor 50 that can be used has been described, the internal combustion engine that can output the driving power, the electric motor that can input and output the driving power, the electric motor and the electric power The present invention may be applied to any vehicle as long as the vehicle includes a capacitor capable of exchange.

  Here, the correspondence between the main elements of the embodiments and the modified examples and the main elements of the invention described in the column of means for solving the problems will be described. In the embodiment, the engine 32 corresponds to “internal combustion engine”, the front wheel motors 24 and 26 and the motor 36 correspond to “electric motor”, the capacitor 50 corresponds to “capacitor”, and the voltage sensor 54 detects “capacitor voltage detection”. When the safety car mode switch 87 is turned on, the brake pedal 85 is applied when the voltage Vcap between the terminals of the capacitor 50 is lower than the lower limit voltage Vlowsc in the safety car mode, which is higher than the lower limit voltage Vlow during normal running. Is not depressed, a torque command Tmr * of the motor 36 is set and transmitted to the motor ECU 40 so that the capacitor 50 is charged with electric power based on the target charging power Pcap * using a part of the power from the engine 32. In addition, the engine 32 is controlled based on the accelerator opening Acc, When the brake pedal 85 is depressed when the terminal voltage Vcap of the motor 50 is less than the safety vehicle mode lower limit voltage Vlowsc, the torque of the front wheel motors 24 and 26 is charged so that the capacitor 50 is charged based on the brake depression force Fb. The hybrid vehicle electronic control unit 70 that executes the safety car mode control routine of FIG. 2 that sets and transmits the command Tmf * to the motor ECU 40 and controls the motor 36 based on the received torque command Tmr * and the torque command Tmf *. The motor ECU 40 that controls the front wheel motors 24 and 26 based on the above corresponds to “control means”. The motor 36 corresponds to a “first electric motor”, and the front wheel motors 24 and 26 correspond to a “second electric motor”.

  Here, in the vehicle of the present invention, the “internal combustion engine” is not limited to the one that outputs power by hydrocarbon fuel such as gasoline or light oil, but can output power for traveling. Any type of internal combustion engine may be used. The “motor” is not limited to the front wheel motors 24 and 26 configured as in-wheel motors, the motor 36 configured as a synchronous generator motor, and the like, as long as it can input and output driving power. Any type of electric motor may be used. The “capacitor” is not limited to the capacitor 50 configured as an electric double layer capacitor, and may be any type of capacitor as long as it can exchange electric power with the electric motor. The “capacitor voltage detection means” is not limited to the voltage sensor 54 and may be any device as long as it detects the voltage Vcap between the terminals of the capacitor 50. The “control means” is not limited to a combination of the main electronic control unit 70 and the motor ECU 40, and may be a single electronic control unit. Further, as the “control means”, when the safety car mode switch 87 is turned on, the voltage Vcap between the terminals of the capacitor 50 is lower than the lower limit voltage Vlowsc in the safety car mode, which is higher than the lower limit voltage Vlow during normal driving. When the brake pedal 85 is not depressed, the torque command Tmr * of the motor 36 is set so that the capacitor 50 is charged with electric power based on the target charging power Pcap * using a part of the power from the engine 32. When the brake pedal 85 is depressed when the inter-terminal voltage Vcap of the battery 50 is less than the safety car mode lower limit voltage Vlowsc, the front wheel motor 24 is charged based on the brake depression force Fb. , 26 torque command Tmf Is not limited to controlling the front wheel motors 24 and 26, and in the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set, the capacitor voltage is set in the overtaking prohibition mode. The internal-combustion engine and the motor are controlled so as to travel based on the driver's operation while being not less than a second lower limit voltage that is higher than a predetermined first lower limit voltage as a use lower limit voltage of the capacitor during normal driving that is not set. It does not matter as long as it does. Note that the correspondence between the main elements of the embodiment and the modified example and the main elements of the invention described in the column of means for solving the problem is described in the column of means for the embodiment to solve the problem. Since this is an example for specifically describing the best mode for carrying out the invention, the elements of the invention described in the column of means for solving the problems are not limited. That is, the interpretation of the invention described in the column of means for solving the problems should be made based on the description of the column, and the examples are those of the invention described in the column of means for solving the problems. It is only a specific example.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

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

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 developed for a race as one embodiment of the present invention. 3 is a flowchart showing an example of a safety car mode control routine executed by a main electronic control unit 70. It is explanatory drawing which shows an example of the map for brake torque setting.

Explanation of symbols

  20 hybrid vehicle, 21 front wheel system, 24, 26 front wheel motor, 25, 27 rotational position detection sensor, 29a, 29b front wheel, 31 rear wheel system, 32 engine, 33 crankshaft, 34 transmission, 36 motor, 37 rotational position detection Sensor, 38 Differential gear, 39a, 39b Rear wheel, 40 Motor electronic control unit (motor ECU), 42, 44, 46 Inverter, 50 capacitor, 52 Capacitor electronic control unit (capacitor ECU), 54 Voltage sensor, 56 Current Sensor, 58 Temperature sensor, 60 Electronically controlled hydraulic brake unit (ECB), 61 Master cylinder, 61a Master cylinder pressure sensor, 62 Brake electronic control unit (brake ECU), 64 Brake actuator, 6 a, 66b, 68a, 68b Wheel cylinder, 70 main electronic control unit, 72 CPU, 74 ROM, 76 RAM, 81 up switch, 82 down switch, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake pedal, 86 brake pedal Position sensor, 87 Safety car mode switch, 88 Pit mode switch 88.

Claims (10)

A vehicle comprising an internal combustion engine capable of outputting power for traveling, an electric motor capable of inputting / outputting power for traveling, and a capacitor capable of exchanging electric power with the electric motor,
Capacitor voltage detecting means for detecting a capacitor voltage which is a voltage between terminals of the capacitor;
In the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the vehicle ahead is set, the detected capacitor voltage is determined in advance as the lower limit voltage for use of the capacitor during normal driving in which the overtaking prohibition mode is not set. Control means for controlling the internal combustion engine and the electric motor to travel on the basis of a driver's operation while being equal to or higher than a second lower limit voltage higher than the first lower limit voltage.
A vehicle comprising:   2. The means for controlling the electric motor so that the capacitor is charged regardless of a driver's operation when the capacitor voltage is less than the second lower limit voltage in the overtaking prohibition mode. Vehicle.   The control means is configured to charge the capacitor when an accelerator operation is not performed or a brake operation is performed when the capacitor voltage is equal to or higher than the second lower limit voltage in the overtaking prohibition mode. The vehicle according to claim 1 or 2, which is means for controlling an electric motor.   The control means is means for controlling the electric motor so that a regenerative torque output from the electric motor is larger than that during the normal running when a brake operation is performed in the overtaking prohibition mode. The vehicle according to claim 1. A vehicle according to any one of claims 1 to 4,
The electric motor is attached to the output shaft of the internal combustion engine,
The control means controls the electric motor so that the electric motor generates power using a part of the power output from the internal combustion engine when charging the capacitor when the brake operation is not performed. Is,
vehicle. A vehicle according to any one of claims 1 to 4,
The electric motor includes a first electric motor attached to an output shaft of the internal combustion engine and a second axle attached to a second axle different from the first axle which is an axle to which the output shaft of the internal combustion engine is connected. An electric motor,
The control means uses the first electric motor to generate electricity using a part of the power output from the internal combustion engine when charging the capacitor when the brake operation is not performed. Means for controlling the second electric motor so that a braking force acts on the vehicle from the second electric motor when the electric motor is controlled and the capacitor is charged when a brake operation is performed;
vehicle.   The vehicle according to claim 6, wherein the second electric motor is an in-wheel motor that directly outputs power to a wheel attached to the second axle.   The said control means is a means to control as the said overtaking prohibition mode being set when the switch used at the time of leading with a safety car is turned on, The claim of any one of Claim 1 thru | or 7 vehicle.   The vehicle according to any one of claims 1 to 8, wherein only the capacitor is mounted as a device capable of exchanging electric power with the electric motor. A vehicle control method comprising: an internal combustion engine capable of outputting power for traveling; an electric motor capable of inputting / outputting power for traveling; and a capacitor capable of exchanging electric power with the electric motor,
In the overtaking prohibition mode in which the overtaking prohibition mode for prohibiting overtaking of the preceding vehicle is set, the capacitor voltage, which is the voltage between the terminals of the capacitor, is the lower limit of use of the capacitor during normal driving in which the overtaking prohibition mode is not set Controlling the internal combustion engine and the electric motor so as to travel based on a driver's operation while being equal to or higher than a second lower limit voltage higher than a first lower limit voltage predetermined as a voltage;
A method for controlling a vehicle.

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