JP2018042366A - Vehicular control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To notify a driver of an event that a vehicle is predicted to roll down, the vehicle capable of traveling on the power from a motor.SOLUTION: An HVECU 70 is a control apparatus of a hybrid vehicle 20 that is capable of traveling on power from a motor MG2, with output torque of the motor MG2 limited. In a case where a driver has selected a drive position or a reverse position causing a possibility of the vehicle 20 rolling down and an accelerator opening degree Acc is equal to or higher than a threshold Aref, the HVECU turns on a warning lamp 80 so as to warn the driver with a value predicting the vehicle 20 rolling down.SELECTED DRAWING: Figure 1

Description

  The present disclosure relates to a control device for a vehicle capable of traveling with power from an electric motor.

  Conventionally, as a control device of this type, the output of a motor generator that generates vehicle driving force during reverse travel is limited based on the output of the temperature sensor of the inverter during selection of the reverse (R) position and during reverse climbing. What determines whether or not there is known (for example, see Patent Document 1). This control device outputs a warning that prompts the driver to perform a brake operation to at least one of the display device and the alarm device when the output of the motor generator is restricted during selection of the reverse position and during reverse climbing. Let

JP 2007-185069 A

  However, in a vehicle controlled by the above-described conventional control device, a warning may be issued to prompt the driver to perform a brake operation after the vehicle starts to slide down on an uphill road. Will not make sense. In addition, in a vehicle controlled by the control device, there is a possibility that a warning may be issued when the shift position is momentarily moved backward by a driver's shift operation.

  Therefore, the main object of the present disclosure is to appropriately notify the driver that the vehicle is expected to slip down in a vehicle that can be driven by power from the electric motor.

  The vehicle control device according to the present disclosure is a vehicle control device capable of traveling by power from an electric motor, wherein a power output from the electric motor is limited, and a specific shift that may cause the vehicle to slide down is provided. When the position is selected by the driver and the accelerator opening is equal to or greater than a predetermined opening, a warning to the driver is generated.

  In this control device, the output of power from the electric motor is limited, a specific shift position that may cause the vehicle to slip down is selected by the driver, and the accelerator opening is greater than or equal to a predetermined opening. In some cases, a warning to the driver is generated. In this way, the vehicle travels in the direction desired by the driver despite the accelerator operation, by considering the accelerator opening in addition to the presence or absence of the output limit of the motor and the selected shift position. A warning to the driver can be generated at the timing of disappearance. Furthermore, when the accelerator opening is greater than or equal to the predetermined opening, there is a low possibility that a shift operation is performed. It is possible to suppress a warning from being issued when the shift position temporarily becomes a specific position by the shift operation. As a result, it is possible to properly notify the driver that the vehicle is expected to slip down.

  Further, the predetermined opening may be a value closer to 100% than at least 50%, for example, a value not less than 80% and less than 100%. Further, the specific shift position may be both the forward travel position and the reverse travel position, or only the reverse travel position.

It is a schematic structure figure of vehicles controlled by a control device of this indication. 6 is a flowchart illustrating an example of a routine that is executed by the control device of the present disclosure in order to generate a warning to the driver when a vehicle slip is predicted. 7 is a flowchart illustrating another example of a routine that is executed by the control device of the present disclosure in order to generate a warning to a driver when a vehicle slip is predicted. 12 is a flowchart illustrating still another example of a routine that is executed by the control device of the present disclosure to generate a warning to the driver when a vehicle slip is predicted.

  Next, embodiments for carrying out the invention of the present disclosure will be described with reference to the drawings.

  FIG. 1 is a schematic configuration diagram of a hybrid vehicle 20 controlled by the control device of the present disclosure. A hybrid vehicle 20 shown in the figure includes an engine 22, a single pinion planetary gear 30, motors MG1 and MG2, a power storage device 40, and a power control device that is connected to the power storage device 40 and drives the motors MG1 and MG2. (Hereinafter referred to as “PCU”) 50 and a hybrid electronic control unit (hereinafter referred to as “HVECU”) 70 which is a control device of the present disclosure that controls the entire vehicle.

  The engine 22 is an internal combustion engine that generates power by explosive combustion of a mixture of hydrocarbon fuel such as gasoline, light oil, and LPG and air. The engine 22 is controlled by an engine electronic control unit (hereinafter referred to as “engine ECU”) 25 that is a microcomputer including a CPU (not shown).

  The planetary gear 30 is configured to freely rotate a sun gear 31 connected to the rotor of the motor MG1, a ring gear 32 connected to the drive shaft 35 and connected to the rotor of the motor MG2 via the reduction gear 36, and a plurality of pinion gears 33. And a planetary carrier 34 that supports and is connected to the crankshaft (output shaft) of the engine 22 via the damper 28. The drive shaft 35 is connected to left and right wheels (drive wheels) DW via a gear mechanism (not shown) and a differential gear 38. Instead of the speed reducer 36, a transmission capable of setting a gear ratio between the rotor of the motor MG2 and the drive shaft 35 in a plurality of stages may be employed.

  Motors MG1 and MG2 are both synchronous generator motors, and exchange electric power with power storage device 40 via PCU 50. The motor MG1 mainly operates as a generator that generates electric power using at least a part of the power from the engine 22 that is operated under load. Motor MG2 mainly operates as an electric motor that generates power by being driven by at least one of electric power from power storage device 40 and electric power from motor MG1, and outputs regenerative braking torque during braking of hybrid vehicle 20. .

  When the hybrid vehicle 20 travels forward with the operation of the engine 22 stopped, the motor MG2 is controlled to output forward travel torque using the electric power from the power storage device 40. Further, when the hybrid vehicle 20 travels forward with the engine 22 being operated, a part of the power output from the engine 22 (during charging) or all (during discharging) is torque-converted together with the planetary gear 30 and driven. Motors MG1 and MG2 are controlled to output to shaft 35. Thereby, hybrid vehicle 20 travels by torque (direct torque) from engine 22 and torque from motor MG2. Furthermore, when the hybrid vehicle 20 travels backward, the motor MG2 is basically controlled so that the operation of the engine 22 is stopped and the reverse traveling torque is output using the electric power from the power storage device 40. The However, when the SOC (charging rate) of the power storage device 40 is insufficient, the engine 22 is started, and the motor MG2 cancels the direct torque (torque in the forward direction) from the engine 22 and travels backward as requested. The control torque is controlled to be output to the drive shaft 35.

  The power storage device 40 is a secondary battery (battery) such as a lithium ion secondary battery or a nickel hydride secondary battery, and is a power management electronic control device (hereinafter referred to as “power management ECU”) that is a microcomputer including a CPU (not shown). ) 45. The power management ECU 45 calculates the SOC and the like of the power storage device 40 based on the voltage between terminals from the voltage sensor of the power storage device 40, the charge / discharge current IB from the current sensor, the battery temperature TB from the temperature sensor, and the like.

  PCU 50 includes a first inverter that drives motor MG1, a second inverter that drives motor MG2, a boost converter (voltage conversion module) that boosts the power from power storage device 40, and the like (all not shown). The PCU 50 is controlled by a motor electronic control unit (hereinafter referred to as “MG ECU”) 55 which is a microcomputer including a CPU (not shown). The MGECU 55 receives the command signal from the HVECU 70, the pre-boosting voltage and the post-boosting voltage of the boost converter, the detected value of the resolver that detects the rotational position of the rotor of the motors MG1 and MG2, the phase current applied to the motors MG1 and MG2, etc. input. The MGECU 55 performs switching control of the first and second inverters and the boost converter based on these input signals. Further, MGECU 55 calculates the rotational speed of the rotors of motors MG1 and MG2 based on the detected value of the resolver.

  The HVECU 70 is a microcomputer including a CPU, a ROM, a RAM, an input / output device and the like (not shown), and exchanges various signals with the ECUs 25, 45, and 55 via a network (CAN). Further, the HVECU 70 uses, for example, a signal from a start switch (IG switch) for instructing the system activation of the hybrid vehicle 20, an accelerator opening (accelerator depression amount) Acc detected by an accelerator pedal position sensor, and a shift position sensor. The detected shift position SP, the vehicle speed V detected by the vehicle speed sensor, the rotational speed of the motors MG1, MG2 from the MGECU 55, and the like are input, and the traveling control of the hybrid vehicle 20 is executed based on these input signals. The HVECU 70 is connected to a control unit of the display device including the warning lamp 80, and gives various display command signals to the control unit. Further, the HVECU 70 is connected to a control unit of the alarm device 90 that generates a warning sound, a guide sound, and the like, and gives various alarm command signals to the control unit of the alarm device 90.

  The HVECU 70 is detected by a temperature sensor that detects the temperature of the first inverter, a temperature sensor that detects the temperature of the second inverter, a temperature sensor that detects the temperature of the motor MG1, and a temperature sensor that detects the temperature of the motor MG2. The temperature Ti1 of the first inverter, the temperature Ti2 of the second inverter, the temperature T1 of the motor MG1, and the temperature T2 of the motor MG2 are input. Further, the HVECU 70 sets the load factor L1 of the motor MG1 based on the temperature T1 of the motor MG1 and the temperature Ti1 of the first inverter (the ratio of the upper limit torque with which the output is allowed to the rated torque, usually 100%), Based on the temperature T2 of the motor MG2 and the temperature Ti2 of the second inverter, the load factor L2 of the motor MG2 is set. When the load factors L1 and L2 become less than 100% according to the temperatures T1 and T2, etc., the upper limit torque that is allowed to be output from the motors MG1 and MG2 is reduced, thereby limiting the torque output from the motors MG1 and MG2. Is done.

  Next, a procedure for generating a warning to the driver when the downhill of the hybrid vehicle 20 is predicted on an uphill road or a downhill road will be described with reference to FIG. FIG. 2 is a flowchart illustrating an example of a routine that is repeatedly executed at predetermined time intervals by the HVECU 70 that is the control device of the present disclosure in order to generate a warning to the driver when the hybrid vehicle 20 is predicted to slide down. is there.

  At the start of the routine of FIG. 2, the HVECU 70 executes input processing of data necessary for control such as the shift position SP from the shift position sensor, the accelerator opening Acc from the accelerator pedal position sensor, and the load factor L2 of the motor MG2 ( Step S100). Next, the HVECU 70 determines whether or not the trailing flag F set to the value 1 is 0 when the sliding of the hybrid vehicle 20 is predicted (step S110). When it is determined that the slip flag F is 0, the HVECU 70 determines whether or not the load factor L2 of the motor MG2 input in step S100 is less than 100% (step S120). If it is determined in step S120 that the load factor L2 of the motor MG2 is 100% (step S120: NO), the HVECU 70 once terminates the routine of FIG. 2 without executing the subsequent processing, and performs the next execution. When the timing arrives, the processing after step S100 is executed again.

  When it is determined in step S120 that the load factor L2 is less than 100% and the torque output from the motor MG2 is limited (step S120: YES), the HVECU 70 determines that the shift position SP input in step S100 is equal to the shift position SP. It is determined whether the drive (D) position for forward travel or the reverse (R) position for reverse travel (step S130). The drive position in step S120 may include a so-called brake position or sports position. If it is determined in step S130 that the shift position SP is other than the drive position and the reverse position (parking position or neutral position) (step S130: NO), the HVECU 70 does not perform the subsequent processing, and FIG. When the next execution timing arrives, the processes after step S100 are executed again.

  If it is determined in step S130 that the shift position SP is the drive position or the reverse position and there is a possibility that the hybrid vehicle 20 may slide depending on the road gradient or the vehicle traveling direction (step S130: YES), the HVECU 70 In step S100, it is determined whether or not the accelerator opening Acc is greater than or equal to a predetermined threshold (predetermined opening) Aref (step S140). The threshold value Aref used in step S140 is set to a value closer to 100% than at least 50%, preferably, for example, 80% or more and less than 100%. In the present embodiment, the threshold value Aref is set to 90%, for example. When it is determined in step S140 that the accelerator opening degree Acc is less than the threshold value Aref (step S140: NO), the HVECU 70 temporarily terminates the routine of FIG. 2 without executing the subsequent processing, and the next execution timing Will arrive, the process after step S100 will be executed again.

  If it is determined in step S140 that the accelerator opening degree Acc is equal to or greater than the threshold value Aref, that is, the output of torque from the motor MG2 is limited, and the shift position SP may cause the hybrid vehicle 20 to slide down. If it is the drive position or the reverse position and the accelerator opening degree Acc is equal to or greater than the threshold value Aref, the HVECU 70 sets the above-described sliding flag F to a value 1 (step S150). Further, the HVECU 70 turns on the warning lamp 80 of the display device (step S160), and once ends the routine of FIG.

  When the processing after step S100 is executed after the flag F is set to the value 1 in step S150, the HVECU 70 determines that the flag F is the value 1 in step S110 (step S110: NO). It is determined whether or not the load factor L2 of the motor MG2 input in step S100 exceeds a predetermined warning continuation threshold LL (for example, a value of about 50 to 60%) (step S170). When it is determined in step S170 that the load factor L2 is equal to or less than the warning continuation threshold value LL (step S170: NO), the HVECU 70 sets the sliding flag F to the value 1 in step S150, and then in step S160. The warning lamp 80 is turned on, and the routine of FIG.

  If it is determined in step S170 that the load factor L2 exceeds the warning continuation threshold value LL, the HVECU 70 determines that the load factor L2 of the motor MG2 input in step S100 is a predetermined warning cancellation threshold value LH (for example, It is determined whether or not the value is less than 80 to 90% (step S180). If it is determined in step S180 that the load factor L2 is below the warning cancellation threshold LH (step S180: YES), the HVECU 70 determines whether or not a predetermined time has elapsed since the shift position SP was changed ( Step S190). When it is determined in step S190 that the predetermined time has not elapsed since the shift position SP is changed (step S190: NO), the HVECU 70 sets the sliding flag F to a value 1 in step S150, In step S160, the warning lamp 80 is turned on, and the routine of FIG.

  In contrast, it is determined in step S180 that the load factor L2 is greater than or equal to the warning cancellation threshold LH (step S180: NO), or a predetermined time has elapsed since the shift position SP was changed in step S190. If it is determined (step S190: YES), the HVECU 70 sets the trailing flag F to 0 (step S200). The warning lamp 80 of the display device is turned off (step S210), and the routine of FIG.

  As described above, in the hybrid vehicle 20, the output of the motor MG <b> 2 that outputs torque for traveling during forward and reverse travel is limited, and the drive position or reverse position that may cause the hybrid vehicle 20 to slide down. Is selected by the driver, and a warning lamp is used to warn the driver of a value at which the hybrid vehicle 20 is predicted to slide down when the accelerator opening degree Acc is equal to or greater than a relatively large threshold Aref. 80 is turned on (steps S120 to S160). In this way, in addition to the presence or absence of output limitation of the motor MG2 and the selected shift position SP, by taking into account the accelerator opening Acc that reflects the driver's intention not to cause a slippage, It becomes possible to generate a warning to the driver at a timing when the hybrid vehicle 20 does not advance in the direction desired by the driver even though the accelerator pedal is largely depressed. Further, when the accelerator opening degree Acc is equal to or greater than the threshold value Aref as described above, the possibility of a shift operation straddling the neutral position is extremely low. Accordingly, by setting the accelerator opening Acc to be equal to or greater than the threshold value Aref as the lighting condition of the warning lamp 80 (warning generation condition), the shift position SP is momentarily changed to the drive position or the reverse position by the driver's shift operation. Sometimes, it is possible to prevent a warning from being issued. As a result, the hybrid vehicle 20 is predicted to slide down due to the output restriction of the motor MG2 during forward travel on the uphill road (at the time of forward start) or reverse travel on the downhill road (at the time of backward start). It is possible to notify the driver appropriately.

  In step S130 of the routine of FIG. 2, it is determined whether or not the shift position SP is a drive position or a reverse position that may cause the hybrid vehicle 20 to slide down. However, the present invention is not limited to this. Absent. That is, as shown in step S135 of FIG. 3, a specific shift position that may cause a slip-down is limited to only the reverse position. In step S120, the load factor L2 is less than 100% and the torque from the motor MG2 Then, it may be determined whether or not the shift position SP is the reverse position. In addition, when a specific shift position that may cause a slip-down is limited to the reverse position, the reverse sound (intermittent sound) normally emitted from the alarm device 90 when the reverse position is selected is deleted, and the reverse sound and Clearly different alarm sounds (continuous sounds) may be generated from the alarm device 90 (see step S155 in FIG. 3). Thus, even if the driver does not notice the lighting of the warning lamp 80, the driver can be surely notified that the hybrid vehicle 20 is predicted to slide down, and the reverse sound and the warning sound are simultaneously emitted. It is possible to suppress the alarm sound from being mixed into the reverse sound. Note that step S155 of FIG. 3 may be executed in the routine of FIG.

  In the routine of FIG. 2, it is determined whether or not the lighting (warning) of the warning lamp 80 is canceled by the processes of steps S170, S180, and S190, but the present invention is not limited to this. That is, as shown in FIG. 4, steps S170, S180, and S190 in FIG. 2 may be replaced with step S195 for determining whether or not the load factor L2 of the motor MG2 is 100%. When the routine of FIG. 4 is executed and the falling flag F is set to the value 1 and the warning lamp 80 is turned on (steps S150 and S160), the load factor L2 is less than 100% in step S195. Is determined, the warning lamp 80 is continuously turned on. If it is determined in step S195 that the load factor L2 has returned to 100%, the sliding flag F is set to 0 and the warning lamp 80 is turned off (steps S200 and S210). As a result, in a state where the load factor L2 of the motor MG2 is less than 100% and the power performance of the hybrid vehicle 20 is reduced, the driver forcibly travels forward on the uphill road (forward start) or on the downhill road. It is possible to suppress reverse running (forward start). As a result, it is possible to more favorably suppress the sliding down of the hybrid vehicle 20 and speed up the return of the load factor of the motor MG2.

  As described above, the HVECU 70 as the control device of the present disclosure is a control device for the hybrid vehicle 20 that can travel with the power from the motor MG2, and the output of torque from the motor MG2 is limited. When the driver has selected a drive position or a reverse position (specific shift position) that may cause 20 slippage, and the accelerator opening Acc is equal to or greater than the threshold value Aref (predetermined opening), the hybrid A warning lamp 80 is lit to warn the driver of a value predicted to cause the vehicle 20 to slide down. Accordingly, the driver is appropriately notified that the hybrid vehicle 20 is predicted to slide down when traveling forward on an uphill road (when starting forward) or when traveling backward on a downhill road (when starting backward). It becomes possible.

  The vehicle according to the present disclosure is not limited to the two-motor type (series parallel type) hybrid vehicle 20 having the planetary gear 30 for power distribution. That is, the vehicle according to the present disclosure may be any vehicle that can travel with power from the electric motor, and may be a one-motor hybrid vehicle, a series hybrid vehicle, or a parallel hybrid vehicle. Or an electric vehicle. Furthermore, the vehicle of the present disclosure may be a plug-in hybrid vehicle or an electric vehicle.

  And the invention of this indication is not limited to the above-mentioned embodiment at all, and it cannot be overemphasized that various changes can be made within the range of the extension of this indication. Furthermore, the above-described embodiment is merely a specific form of the invention described in the Summary of Invention column, and does not limit the elements of the invention described in the Summary of Invention column.

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

  20 hybrid vehicle, 22 engine, 25 engine electronic control unit (engine ECU), 28 damper, 30 planetary gear, 31 sun gear, 32 ring gear, 33 pinion gear, 34 planetary carrier, 35 drive shaft, 36 reduction gear, 38 differential gear, 40 power storage Equipment, 45 power management electronic control unit (power management ECU), 50 power control unit (PCU), 55 motor electronic control unit (MGECU), 70 hybrid electronic control unit (HVECU), 80 warning lamp, 90 alarm device, DW wheel , MG1, MG2 motors.

Claims (1)

In a control device for a vehicle capable of traveling by power from an electric motor,
When the output of power from the electric motor is limited, a specific shift position that may cause the vehicle to slide down is selected by the driver, and the accelerator opening is equal to or greater than a predetermined opening A vehicle control device that generates a warning to the driver.

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