JP2009018709A - Vehicle and control method therefor - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To respond to a vehicle acceleration request from a driver after returning to a course from a pit road. <P>SOLUTION: When a pit mode switch 88 is ON, and a brake pedal 85 is not pressed, a motor 36 is controlled to charge a capacitor 50 by outputting electric generation torque from the motor 36 using a portion of motive power from an engine 32, and also the engine 32 is controlled to run the vehicle at a speed within a limited vehicle speed. If the brake pedal 85 is pressed, front wheel motors 24, 26 are controlled to charge the capacitor 50 based on the brake pressing power. It is possible to keep relatively high voltage between terminals of the capacitor 50, and to respond to the acceleration request when the driver accelerates the vehicle after returning to the course from the pit road thereafter. <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 has been proposed that includes a capacitor that directly connects an internal combustion engine, a motor, and a transmission connected to a drive wheel, and that can exchange electric power with the motor (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. Also, when a race is performed, it is considered that the driver usually depresses the accelerator pedal greatly after returning from the pit road to the course. Therefore, when traveling on the pit road, it is desirable to be able to cope with the vehicle acceleration request from the driver after returning to the course from the pit road.

  The main purpose of the vehicle and the control method thereof according to the present invention is to be able to cope with the acceleration request of the vehicle from the driver after the vehicle returns to the course from the pit road.

  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,
In the pit mode in which a pit mode used when traveling on a pit road is set, the internal combustion engine is configured to travel at a predetermined vehicle speed or less with charging of the capacitor within a range in which charging of the capacitor is allowed. And control means for controlling the electric motor;
It is a summary to provide.

  In the vehicle of the present invention, when the pit mode used when traveling on the pit road is set, the vehicle travels at a predetermined vehicle speed or less with the capacitor being charged within the allowable range of charging the capacitor. And controlling the internal combustion engine and the electric motor. Thereby, the voltage of the capacitor can be kept relatively high when traveling on the pit road. As a result, when the vehicle subsequently returns from the pit road to the course and the driver wants to accelerate the vehicle, the electric motor can be supplied with electric power that fully demonstrates its performance, and the driver's acceleration request can be addressed Can do.

  In the vehicle according to the present invention, the electric motor includes an output shaft motor connected to the output shaft of the internal combustion engine, and the control means is configured to operate the internal combustion engine when a brake operation is not performed in the pit mode. It is also possible to use means for controlling the output shaft motor so that the capacitor is charged by generating a part of the power output from the output shaft motor and charging the capacitor. In this case, the electric power generated by the output shaft motor is charged in the capacitor.

  In the vehicle of the present invention, the control means is means for controlling the electric motor so that the capacitor is charged by regenerative driving of the electric motor when a brake operation is performed in the pit mode. It can also be. In this case, the electric power regenerated by the electric motor is charged in the capacitor. In this aspect of the vehicle of the present invention, the electric motor includes an axle motor 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, and the control The means may be means for regeneratively controlling the axle motor when the capacitor is charged by regenerative driving of the electric motor. Here, the “axle motor” may be an in-wheel motor that directly outputs power to a wheel attached to the second axle.

  Furthermore, in the vehicle of the present invention, 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 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 pit mode in which a pit mode used when traveling on a pit road is set, the internal combustion engine is configured to travel at a predetermined vehicle speed or less with charging of the capacitor within a range in which charging of the capacitor is allowed. And controlling the electric motor,
It is characterized by that.

  In the vehicle control method according to the present invention, in the pit mode in which the pit mode used when traveling on the pit road is set, the predetermined vehicle speed is accompanied by charging of the capacitor within a range in which charging of the capacitor is permitted. The internal combustion engine and the electric motor are controlled to travel in the following manner. Thereby, the voltage of the capacitor can be kept relatively high when traveling on the pit road. As a result, when the vehicle subsequently returns from the pit road to the course and the driver wants to accelerate the vehicle, the electric motor can be supplied with electric power that fully demonstrates its performance, and the driver's acceleration request can be addressed Can do.

  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 opening Acc, 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 mode are set. The on / off signal from the pit mode switch 88 and the vehicle speed V from the vehicle speed sensor 89 are 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 pit mode switch 88 is turned on by the driver will be described. FIG. 2 is a flowchart illustrating an example of a pit 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 msec) when the pit mode switch 88 is turned on by the driver.

  When the control routine in the pit mode is executed, first, the CPU 72 of the hybrid electronic control unit 70 first detects the vehicle speed V and the brake pedaling force Fb from the vehicle speed sensor 89, and the rotational speeds Nfr and Nfl of the front wheel motors 24 and 26 and the motor 36. , Nm, the voltage Vcap between terminals of the capacitor 50, and the like, a process of inputting data necessary for control 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.

  When the data is input in this way, 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 S110). 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, it is determined whether or not the brake depression force Fb is 0 (step 120). 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 brake pedal force Fb is 0, that is, when the brake pedal 85 is not depressed by the driver, the target charging power Pcap * of the capacitor 50 is set (step S130). The target charging power Pcap * of the capacitor 50 is, for example, a fixed value, or a proportional term or integral so that the deviation between the terminal voltage Vcap of the capacitor 50 and the target voltage Vcap * slightly lower than the upper limit voltage Vhi is canceled out. It may be set by feedback control using a term.

  When the target charge power Pcap * of the capacitor 50 is set, the provisional value of the power generation torque (negative torque) to be output from the motor 36 by dividing the set target charge power Pcap * of the capacitor 50 by the rotation speed Nm of the motor 36. As a temporary power generation torque Tmrtmp as a 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 (step S140). The torque limit Tmrmin is calculated (step S150), and the larger one (the smaller absolute value) of the temporary power generation torque Tmrtmp and the torque limit Tmrmin 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 S160), based on the vehicle speed V Intake air amount control and fuel injection control of the engine 32, by performing an ignition control (step S170), and ends the pit mode 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 motor 36 outputs a power generation torque corresponding to the torque command Tmr *. Further, the main electronic control unit 70 controls the engine 32 so that, for example, in the case of a plurality of cylinders, fuel cut is performed for one or more cylinders so that the vehicle speed V is equal to or less than a predetermined limit vehicle speed (for example, 80 km / h). I do it. By traveling in this way, the electric power generated by the motor 36 is charged in the capacitor 50. As a result, the inter-terminal voltage Vcap of the capacitor 50 can be kept at a relatively high voltage, and when the pit mode switch 88 is turned off and the driver wants to accelerate the vehicle, the motor 36 fully exhibits its performance. Electric power can be supplied.

  When the brake depression force Fb is not 0 in step S120, that is, when the brake pedal 85 is depressed by the driver, the relationship among the brake depression force Fb, the front wheel hydraulic brake torque, the rear wheel hydraulic brake torque, and the regenerative brake torque is determined in advance. Then, the regenerative brake torque corresponding to the brake depression force Fb input from the brake torque setting map stored in the ROM 74 is derived and set as the temporary regenerative torque Tmfttmp (step S180). An example of the brake torque setting map is shown in FIG. Then, the torque limit Tmfmin of the front wheel motors 24 and 26 is calculated 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 (step S190), and the set temporary regenerative torque The larger one of Tmftmp and torque limit Tmfmin (the smaller absolute value) is set as the torque command Tmf * for the front wheel motors 24 and 26 and the set torque command Tmf * for the front wheel motors 24 and 26 is sent to the motor ECU 40. Transmit (step S200). 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. As a result, 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 pit mode switch 88 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 provisional front wheel hydraulic brake torque Tbftmp (step S210). 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 S220). 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 S230), the braking control routine is terminated. 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 pit mode switch 88 is turned on, when the brake pedal 85 is not depressed, a part of the power from the engine 32 is used to generate power generation torque from the motor 36. The torque command Tmr * of the motor 36 is set so as to be output and the capacitor 50 is charged, the motor 36 is controlled, and the engine 32 is controlled so that the vehicle speed V is equal to or lower than the limit vehicle speed, and the brake pedal 85 is depressed. The torque command Tmf * of the front wheel motors 24 and 26 is set to control the front wheel motors 24 and 26 so that the capacitor 50 is charged based on the brake pedaling force Fb, so that the voltage Vcap between the terminals of the capacitor 50 is compared. High voltage. As a result, when the pit mode switch 88 is subsequently turned off and the accelerator pedal 83 is largely depressed by the driver, the motor 36 can be supplied with electric power that can fully exhibit its performance, and the driver's acceleration request can be dealt with. be able to.

  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 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 the “internal combustion engine”, the front wheel motors 24 and 26 and the motor 36 correspond to the “motor”, the capacitor 50 corresponds to the “capacitor”, and the pit mode switch 88 is turned on. When the brake pedal 85 is not depressed, a torque command Tmr * of the motor 36 is set so that the power generation torque is output from the motor 36 using a part of the power from the engine 32 and the capacitor 50 is charged. The motor 32 is transmitted to the motor ECU 40, and the engine 32 is controlled so that the vehicle speed V is less than or equal to the vehicle speed limit. When the brake pedal 85 is depressed, the capacitor 50 is charged based on the brake depression force Fb. The control routine in the pit mode in FIG. 2 for setting the torque command Tmf * and transmitting it to the motor ECU 40 A motor ECU40 for controlling the front wheel drive motor 24 based on the torque command Tmf * controls the motor 36 on the basis of the main electronic control unit 70 and torque command Tmr * for the execution corresponds to the "control means". The front wheel motors 24 and 26 correspond to “axle motors” and the motor 36 corresponds to “output shaft motors”.

  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 “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 pit mode switch 88 is turned on and the brake pedal 85 is not depressed, a part of the power from the engine 32 is used to output a power generation torque from the motor 36 and the capacitor. The torque command Tmr * of the motor 36 is set so that 50 is charged, the motor 36 is controlled, the engine 32 is controlled so that the vehicle speed V is lower than the limit vehicle speed, and when the brake pedal 85 is depressed, the brake pedal force Fb The torque command Tmf * of the front wheel motors 24 and 26 is set so as to charge the capacitor 50 based on the above, and is not limited to the control of the front wheel motors 24 and 26. In the pit mode where the pit mode used is set, the capacitor is allowed to be charged. If with a capacitor charging at the inner and controls an internal combustion engine and an electric motor to run at less than the predetermined vehicle speed may be used as any kind. 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. 4 is a flowchart showing an example of a control routine in a pit mode 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, 89 Vehicle speed sensor.

Claims (7)

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,
In the pit mode in which a pit mode used when traveling on a pit road is set, the internal combustion engine is configured to travel at a predetermined vehicle speed or less with charging of the capacitor within a range in which charging of the capacitor is allowed. And control means for controlling the electric motor;
A vehicle comprising: The vehicle according to claim 1,
The electric motor has an output shaft motor connected to the output shaft of the internal combustion engine,
When the brake operation is not performed in the pit mode, the control means generates power by the output shaft motor using a part of the power output from the internal combustion engine so that the capacitor is charged. A means for controlling the output shaft motor;
vehicle.   3. The vehicle according to claim 1, wherein the control means is means for controlling the electric motor so that the capacitor is charged by regenerative driving of the electric motor when a brake operation is performed in the pit mode. The vehicle according to claim 3,
The electric motor has an axle motor 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;
The control means is means for regeneratively controlling the axle motor when charging the capacitor by regenerative driving of the electric motor.
vehicle.   The vehicle according to claim 4, wherein the axle motor is an in-wheel motor that directly outputs power to a wheel attached to the second axle.   The vehicle according to any one of claims 1 to 5, 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 pit mode in which a pit mode used when traveling on a pit road is set, the internal combustion engine is configured to travel at a predetermined vehicle speed or less with charging of the capacitor within a range in which charging of the capacitor is allowed. And controlling the electric motor,
A method for controlling a vehicle.

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