JP4182068B2 - Torque assist control device - Google Patents

Description

  The present invention relates to a torque assist control device in a hybrid vehicle including an engine that generates power to be transmitted to drive wheels, and a motor that assists by adding power superimposed on the power generated by the engine.

  Recently, hybrid vehicles that combine an internal combustion engine and an electric motor to generate power and transmit it to the drive wheels have been developed and put to practical use, and fuel consumption and exhaust gas emissions have been reduced. is doing.

  In a hybrid vehicle, the torque generated by controlling the amount of current supplied to the motor can be easily changed. Therefore, an apparatus for obtaining a driving feeling according to the driver's preference using this is disclosed in Patent Document 1. Has been proposed. In this device, three control modes for generating different torque amounts corresponding to the accelerator operation amount are provided. In the first control mode, the rate of increase in torque corresponding to the accelerator operation amount is made moderate, In the control mode, the torque increase rate is steep, and in the third control mode, the torque is set to draw a quadratic increase curve. One of these control modes is selected by the driver operating the control mode changeover switch, and is executed under the action of a predetermined control unit.

  Of these, when the second control mode is selected, the amount of torque increase with respect to the change in the accelerator operation amount is large, so that a driving feeling with high response is realized.

JP-A-9-58295

  However, when accelerating in the actual driving of the vehicle, the driver not only increases the absolute amount of the accelerator operation amount but also increases the rate of change of the accelerator operation amount, that is, the accelerator operation speed as a sensitive operation. May be faster. The sensation is that it seems that faster acceleration can be achieved by increasing the operating speed. However, even if only the operation speed is increased in this way, the driving feeling is not changed in the device described in Patent Document 1, and the acceleration required by the driver cannot be obtained.

  In addition, in the apparatus described in Patent Document 1, in order to change the driving feeling, a manual or the like is read to grasp the characteristics of each control mode, and the control mode changeover switch is set each time according to the driving situation. Must operate.

  The present invention has been made in consideration of such a problem, and a torque assist control device that does not require a control mode switching operation and that can obtain an appropriate acceleration according to a driver's accelerator operation. The purpose is to provide.

  A torque assist control device according to the present invention includes an engine and a drive motor that generate driving force, a vehicle speed sensor that detects a vehicle speed, an accelerator sensor that detects an accelerator operation amount, the vehicle speed supplied from the vehicle speed sensor, and A control unit including a reference value setting unit that defines an output command reference value for the motor based on the accelerator operation amount supplied from the accelerator sensor, the torque assist control device in a hybrid vehicle, wherein the control unit Outputs to the drive motor a corrected output command value obtained by adding an additional value corresponding to the rate of change of the accelerator operation amount to the output command reference value obtained from the reference value setting unit. And

  As described above, a reference value setting unit for defining the output command reference value for the motor is provided, and an additional value corresponding to the rate of change of the accelerator operation amount is added to the output command reference value obtained from the reference value setting unit. Thus, by obtaining the corrected output command value and controlling the motor based on the obtained corrected output command value, it is possible to obtain an appropriate acceleration according to the driver's accelerator operation. In this case, since the driver does not need to perform the control mode switching operation and does not need to grasp the characteristics of the plurality of control modes, simple driving is possible. In addition, switches for performing the control mode switching operation are unnecessary, and the configuration is simple.

  Further, the control unit may add the additional value to the output command reference value and output the corrected output command value when a change rate of the accelerator operation amount exceeds a threshold value. . For example, by setting a threshold value at a point where it is determined that the engine's maximum output will be exceeded, processing for adding an additional value to the output command reference value is performed only when the rate of change in the accelerator operation amount exceeds the threshold value. Thus, the driving force that is insufficient in the engine can be supplemented by the motor, and as a result, appropriate acceleration is realized.

  The control unit may set the additional value to 0 when a change rate of the accelerator operation amount is equal to or less than the threshold value. In this case, when the rate of change in the accelerator operation amount is sufficiently small, normal traveling feeling is maintained.

  The control unit may change the threshold value based on the vehicle speed, and the control unit may increase the threshold value as the vehicle speed increases. Thereby, appropriate torque control according to the traveling state of the hybrid vehicle is possible.

  The torque assist control device according to the present invention includes a reference value setting unit that defines an output command reference value for the motor, and changes in the accelerator operation amount with respect to the output command reference value obtained from the reference value setting unit. By adding an additional value according to the rate to obtain a corrected output command value and controlling the motor based on the obtained corrected output command value, it is possible to obtain an appropriate acceleration according to the driver's accelerator operation. . In this case, since the driver does not need to perform the control mode switching operation, it is possible to perform simple driving, and it is not necessary to grasp the characteristics of the plurality of control modes. In addition, switches for performing the control mode switching operation are unnecessary, and the configuration is simple.

  Embodiments of the torque assist control device according to the present invention will be described below with reference to FIGS. 1 to 11D. First, the hybrid vehicle 10 on which the torque assist control device 150 (see FIG. 5) according to the present embodiment is mounted will be described with reference to FIGS.

  The hybrid vehicle 10 is a scooter type motorcycle having a front fork 12 that supports a front wheel WF in front of the vehicle body, and the front fork 12 is steered by operating a handle 16 via a head pipe 14. The right grip portion of the handle 16 is a turnable accelerator. The accelerator operation amount Acc (see FIG. 5) is detected by an accelerator sensor 152 (see FIG. 5).

  A down pipe 18 is attached to the head pipe 14 rearward and downward, and an intermediate frame 20 extends substantially horizontally at the lower end of the down pipe 18. A rear frame 22 is provided at the rear end of the intermediate frame 20 rearward and upward.

  A part of a power unit 24 including a power source is connected to the rear end portion of the intermediate frame 20, and the power unit 24 has a rear wheel WR that is a drive wheel rotatably attached to a rear end portion side thereof. The suspension is suspended by a rear suspension attached to the rear frame 22.

  The outer periphery of the down pipe 18, the intermediate frame 20, and the rear frame 22 is covered with a vehicle body cover 26, and a seat 28 on which a passenger sits is fixed to the rear upper part of the vehicle body cover 26. On the upper part of the intermediate frame 20 between the seat 28 and the down pipe 18, a step floor 30 on which a passenger puts his / her foot is provided.

  Next, the configuration of the power unit 24 will be described with reference to FIGS. 2 and 3 are a cross-sectional plan view and a partially enlarged cross-sectional view of the power unit 24. The left-right direction corresponds to the vehicle width direction, the upper direction corresponds to the front of the vehicle, and the lower direction corresponds to the rear of the vehicle.

  As shown in FIG. 2, the power unit 24 includes an engine 32 and a drive motor 34 that generate travel driving force, a starter motor 36 that starts the engine 32, a centrifugal clutch 40 provided on a crankshaft 38 of the engine 32, A CVT (Continuously Variable Transmission, transmission) 42 that continuously changes the rotation of the crankshaft 38 via the centrifugal clutch 40, and a one-way clutch that transmits supplied power only in one direction (rotation direction during forward movement). 44 and a speed reducer 46 that decelerates the rotation and transmits it to the rear wheel WR. The starter motor 36 is not limited to the use for starting the engine 32 but may also be used for assisting driving.

  A piston 52 connected to the crankshaft 38 of the engine 32 via a connecting rod 50 is provided. The piston 52 is slidable within the cylinder 54, and the cylinder block 56 is disposed so that the axis of the cylinder 54 is substantially horizontal. A cylinder head 58 is fixed to the front surface of the cylinder block 56, and a combustion chamber 32a in which the air-fuel mixture is combusted is formed by the cylinder head 58, the cylinder 54, and the piston 52.

  The cylinder head 58 is provided with a valve (not shown) for controlling intake or exhaust of the mixer to the combustion chamber 32a and a spark plug 60. The opening and closing of the valve is controlled by the rotation of the cam shaft 62 that is pivotally supported by the cylinder head 58. The cam shaft 62 includes a driven sprocket 64 on one end side, and an annular cam chain 68 is stretched between the driven sprocket 64 and a drive sprocket 66 provided at one end of the crank shaft 38. A water pump 70 that cools the engine 32 is provided at one end of the cam shaft 62. The water pump 70 is attached so that the rotating shaft 70a rotates integrally with the cam shaft 62, and the water pump 70 can be operated when the cam shaft 62 rotates.

  An intake pipe 71 (see FIG. 5) communicating with the combustion chamber 32a includes a throttle valve 72 for adjusting the intake air amount, a negative pressure sensor 73 for detecting a pressure downstream of the throttle valve 72, and a combustion chamber. An injector 74 for injecting fuel to 32a is provided.

  A stator case 76 is connected to the right side in the vehicle width direction of the crankcase 80 that supports the crankshaft 38, and the starter motor 36 is accommodated therein. The starter motor 36 is a so-called outer rotor type motor, and its stator includes a coil 82 in which a conducting wire is wound around a tooth 78 fixed to a stator case 76. On the other hand, the outer rotor 84 is fixed to the crankshaft 38 and has a substantially cylindrical shape covering the outer periphery of the stator. A magnet 86 is disposed on the inner peripheral surface of the outer rotor 84.

  A fan 88 a for cooling the starter motor 36 is attached to the outer rotor 84, and when the fan 88 a rotates in synchronization with the crankshaft 38, a cooling wind draft formed on the side surface of the cover 92 of the stator case 76. Cooling air is taken from the inlet 92a.

  A case 94 is connected to the left side of the crankcase 80 in the vehicle width direction, and a driving side is connected to the crankshaft 38 via a fan 88b fixed to the left end portion of the crankshaft 38 and the centrifugal clutch 40 therein. The CVT 42 and the drive motor 34 connected to the driven side of the CVT 42 are accommodated. The fan 88b cools the CVT 42 and the drive motor 34 accommodated in the case 94, and is arranged on the same side as the drive motor 34 with respect to the CVT 42, that is, on the left side in the vehicle width direction.

  A cooling air intake 96 is formed on the front left side of the vehicle body of the case 94. When the fan 88b rotates in synchronization with the crankshaft 38, the cooling air intake 96 located in the vicinity of the fan 88b enters the case 94. The outside air is taken in, and the drive motor 34 and the CVT 42 are forcibly cooled.

  The CVT 42 is supported by the case 94 with a drive-side transmission pulley 98 mounted on the left end portion of the crankshaft 38 protruding from the crankcase 80 in the vehicle width direction via the centrifugal clutch 40 and an axis parallel to the crankshaft 38. And a driven transmission pulley 102 mounted on the drive shaft 100 via a one-way clutch 44. The CVT 42 further includes an annular V-belt 106 wound between the drive-side transmission pulley 98 and the driven-side transmission pulley 102, and constitutes a so-called belt converter.

  In the CVT 42, when the rotation speed of the crankshaft 38 (that is, the engine rotation speed N0) increases, centrifugal force acts on the weight roller 98b, and the driving side movable pulley half 98c moves toward the driving side fixed pulley half 98a. The drive-side movable pulley half 98c approaches the drive-side fixed pulley half 98a by this amount of movement, and the groove width of the drive-side transmission pulley 98 decreases, so that the contact position between the drive-side transmission pulley 98 and the V belt 106 is reduced. Shifts outward in the radial direction of the drive-side transmission pulley 98, and the winding diameter of the V-belt 106 increases. Accordingly, in the driven transmission pulley 102, the width of the groove formed by the driven fixed pulley half 102a and the driven movable pulley half 102b increases. That is, in the CVT 42, the diameter around which the V-belt 106 is wound is continuously changed by the action of the centrifugal force according to the engine speed N0, and the gear ratio is automatically and continuously variable.

  As shown in FIG. 3, the centrifugal clutch 40 includes a cup-shaped outer case 40a fixed to the sleeve 98d, an outer plate 40b fixed to the left end portion of the crankshaft 38, and a weight 40c on the outer line portion of the outer plate 40b. And a spring 40e for urging the shoe 40d radially inward. Centrifugal clutch 40 has its power transmission between crankshaft 38 and CVT 42 cut off when engine speed N0 is equal to or lower than a predetermined value. When the engine speed N0 rises and exceeds a predetermined value, the centrifugal force acting on the weight 40c resists the elastic force acting radially inward by the spring 40e, and the weight 40c moves radially outward, thereby causing the shoe 40d to move. The inner peripheral surface of the outer case 40a is pressed with a force equal to or greater than a predetermined value. Thereby, the rotation of the crankshaft 38 is transmitted to the sleeve 98d through the outer case 40a, and the drive side transmission pulley 98 fixed to the sleeve 98d is driven.

  Next, the one-way clutch 44 transmits power in only one direction from the inner clutch 44b to the outer clutch 44a, the cup-shaped outer clutch 44a, the inner clutch 44b inserted coaxially with the outer clutch 44a. And a roller 44c. The outer clutch 44a also serves as an inner rotor body of the drive motor 34 and is composed of the same member as the inner rotor body. Further, the inner periphery of the inner clutch 44b and the left end portion of the boss portion 102c in the driven side fixed pulley half 102a are spline-coupled to each other.

  According to such a one-way clutch 44, the power of the engine 32 or the drive motor 34 is transmitted to the rear wheel WR via the drive shaft 100 and the speed reducer 46. On the other hand, the power from the rear wheel WR side during vehicle pushing and regenerative operation or the like is not transmitted to the CVT 42 or the engine 32 because the outer clutch 44a idles with respect to the inner clutch 44b. Is efficiently absorbed by the drive motor 34.

  The drive motor 34 is provided on the rear side of the vehicle body in the case 94 so that the drive shaft 100 serves as a motor output shaft. The drive motor 34 is a so-called inner rotor type, and the inner rotor 112 is spline-coupled to the drive shaft 100 by a drive shaft 100 that is also an output shaft of the CVT 42 and a boss portion 112b that is formed in the center of the cup. The inner rotor main body, that is, the inner clutch 44b, and a magnet 112c disposed on the outer peripheral surface of the inner clutch 44b on the opening side are provided. The stator 114 is constituted by a coil 114c in which a conducting wire is wound around a tooth 114b fixed to the stator case 114a in a case 94.

  The speed reducer 46 is provided in a transmission chamber 120 connected to the right side of the rear end portion of the case 94, and includes an intermediate shaft 124 supported in parallel with the drive shaft 100 and the axle 122 of the rear wheel WR, and is driven. A first reduction gear pair 126 formed at the right end portion of the shaft 100 and the center portion of the intermediate shaft 124, and a second reduction gear pair 128 formed at the right end portion of the intermediate shaft 124 and the left end portion of the axle 122, respectively. And is configured. According to the speed reducer 46, the rotation of the drive shaft 100 is decelerated at a predetermined reduction ratio, and is transmitted to the axle 122 of the rear wheel WR that is pivotally supported in parallel therewith.

  A first rotor sensor 108a is provided in the vicinity of the crankshaft 38, and an engine whose rotational speed is on the input side by detecting the teeth of the gear 108b as a detected body provided on the crankshaft 38 in a non-contact manner. The rotational speed N0 is detected. The case 94 in the vicinity of the centrifugal clutch 40 is provided with a second rotor sensor 110a, and the output of the centrifugal clutch 40 is detected in a non-contact manner by detecting a plurality of detected bodies 110b that are annularly arranged on the outer periphery of the shoe 40d. The intermediate rotation speed Nc on the side can be detected.

  A third rotor sensor 116a is provided in the vicinity of the driven-side fixed pulley half 102a in the case 94, and the third rotor sensor 116a is a plurality of annularly arranged on the outer periphery of the driven-side fixed pulley half 102a. The input rotational speed Ni in the one-way clutch 44 is detected by detecting the detected object 116b (see FIG. 4) without contact.

  A fourth rotor sensor 118a is provided in the vicinity of the one-way clutch 44 in the case 94, and the one-way clutch is detected in a non-contact manner by detecting a plurality of detected bodies 118b arranged annularly on the outer periphery of the outer clutch 44a. The output rotation speed No at 44 is detected. The output rotational speed No detected by the fourth rotor sensor 118a changes proportionally to the vehicle speed of the hybrid vehicle 10 based on the speed ratio of the reduction gear 46 and the diameter of the rear wheel WR. Also serves as a vehicle speed sensor.

  Next, the configuration of the torque assist control device 150 according to the present embodiment will be described with reference to the block diagram of FIG.

  The torque assist control device 150 adjusts the rotation angle of the throttle valve 72, an accelerator sensor 152 that detects an accelerator operation amount Acc, a first inverter 153 and a second inverter 154 that control the starter motor 36 and the drive motor 34, and the like. A DBW (Drive By Wire, control unit) 156 and an ECU (Electric Control Unit, control unit) 158 that performs integrated control of the hybrid vehicle 10. Further, the torque assist control device 150 includes the first rotor sensor 108a, the second rotor sensor 110a, the third rotor sensor 116a, and the fourth rotor sensor 118a.

  The first inverter 153 and the second inverter 154 perform drive control and regenerative control of the starter motor 36 and the drive motor 34 under the action of the ECU 158, and supply and charge power to the battery 160 when performing regenerative control. Can do. Battery 160 detects remaining power SOC by a predetermined sensor and supplies it to ECU 158. The DBW 156 controls the amount of intake air to the engine 32 by adjusting the rotation angle of the throttle valve 72 under the action of the ECU 158.

  As shown in FIG. 6, the ECU 158 includes a mode control unit 170 that determines a travel mode according to a travel state determined from the remaining power SOC, the vehicle speed V, the accelerator operation amount Acc, and the like, and an engine based on the travel mode and the like. A starter motor control unit 172 that determines a start timing of 32 and gives a start instruction of the starter motor 36 to the first inverter 153, and a drive motor that calculates a drive torque of the drive motor 34 based on the vehicle speed V and the accelerator operation amount Acc And a control unit 174. The ECU 158 further includes an injector control unit 176 that sets the fuel injection amount and fuel injection timing by the injector 74 based on the engine speed N0, the engine speed N0, the intermediate speed Nc, the input speed Ni, and the output speed No. And a throttle control unit 179 that obtains the throttle target opening degree Th based on the accelerator operation amount Acc and supplies the throttle target opening degree Th to the DBW 156. The speed input processing unit 178 obtains the vehicle speed V by multiplying the output rotational speed No by a coefficient and supplies the vehicle speed V to the drive motor control unit 174. In the speed input processing unit 178, the centrifugal clutch 40 and the one-way clutch 44 are connected based on the speed difference between the engine speed N0 and the intermediate speed Nc and the speed difference between the output speed No and the input speed Ni. The state, the transmission ratio of the CVT 42, and the like are obtained, and these pieces of information are supplied to the mode control unit 170.

  The travel mode selected by the mode control unit 170 includes an EV travel mode (or an electric travel mode) that travels only with the driving force of the drive motor 34, an engine travel mode that travels only with the drive force of the engine 32, the drive motor 34, and the engine A hybrid travel mode in which both the vehicle 32 and the vehicle travel are driven. Among these, the EV travel mode is selected when the remaining power SOC is large and the travel load is small, and the engine travel mode is selected when the remaining power SOC is small or the travel load is large. The hybrid driving mode is selected when the remaining power SOC is large and it is necessary to assist the engine 32 with the drive motor 34 at a high load, or when the output of the engine 32 is reduced to reduce fuel consumption. Is done. The mode control unit 170 gives predetermined operation instructions to the starter motor control unit 172, the drive motor control unit 174, and the injector control unit 176 according to the selected travel mode.

  Based on the accelerator operation amount Acc, the throttle control unit 179 obtains the throttle target opening degree Th that drives the throttle valve 72 while referring to the negative pressure Pb supplied from the negative pressure sensor 73, and supplies it to the DBW 156. The throttle target opening Th obtained by the throttle control unit 179 is basically obtained in proportion to the accelerator operation amount Acc in the engine travel mode, and the negative pressure Pb obtained from the negative pressure sensor 73 and other parameters. It is corrected by.

  The drive motor control unit 174 includes a motor output determination unit 180 that sets an output command reference value Com0 for the drive motor 34 based on the accelerator operation amount Acc, a change rate calculation unit 182 that calculates a change rate ΔAcc of the accelerator operation amount Acc, A threshold value determination unit 186 that calculates a threshold value X (X> 0) based on the vehicle speed V, an additional value determination unit 188 that calculates an additional value Ad that is a correction value for the output command reference value Com0, an output command reference value Com0 and an additional value Ad. And an output correction unit 184 that obtains a corrected output command value Com1 and supplies it to the second inverter 154. The output correction unit 184 sets the corrected output command value Com1 by adding the additional value Ad to the output command reference value Com0.

  The motor output determination unit 180 defines the output command reference value Com0 by referring to the assist map (reference value setting unit) 190 shown in FIG. 7 based on the accelerator operation amount Acc. The output command reference value Com0 in the assist map 190 is 0 when the accelerator operation amount Acc is Acc = 0, and increases proportionally as the accelerator operation amount Acc increases, and the accelerator operation amount Acc is greater than or equal to a predetermined value. When it becomes, the torque value Tmax which is 100% output is shown. The assist map 190 is set based on the travel characteristics of the hybrid vehicle 10, the electrical characteristics of the drive motor 34, and the like.

  Further, as parameters for determining the output command reference value Com0, for example, the vehicle speed V, the torque value, the accelerator operation amount Acc, and the like may be used.

  Based on the vehicle speed V, the threshold determination unit 186 defines the threshold X by referring to a threshold determination map 192 (see FIG. 8) that shows the relationship of the threshold X to the vehicle speed V. The threshold value X is defined in the threshold value determination map 192 to be a small value X0 when the vehicle speed V is V = 0 and to increase in a quadratic curve as the vehicle speed V increases. This threshold value judgment map 192 is set to the output command reference value Com0 only when the change rate ΔAcc exceeds the threshold value X, for example, by setting the threshold value X at a point where it is judged that the maximum output of the engine 32 is exceeded. A process of adding the additional value Ad is performed, and the drive power deficient in the engine 32 can be compensated by the drive motor 34.

  Note that the assist map 190 and the threshold determination map 192 are not necessarily limited to the map format, and may be any map that can define the output command reference value Com0 and the threshold X based on the reference parameters. Or an empirical formula (reference value setting unit).

  As shown in FIG. 9, the additional value determination unit 188 increases in proportion to the difference ΔAcc−X between the change rate ΔAcc and the threshold value X when the change rate ΔAcc at the time point exceeds the threshold value X at that time point. If the change rate ΔAcc is less than or equal to the threshold value X, ΔAcc ← 0 is set. Further, ΔAcc ← 0 is also set when the change rate ΔAcc is ΔAcc <0.

  The ECU 158 includes a CPU (Central Processing Unit) as a main control unit, a RAM (Random Access Memory) and a ROM (Read Only Memory) as a storage unit, a driver, and the like. Is realized by reading a program and executing software processing in cooperation with a storage unit or the like. Further, the assist map 190 and the threshold determination map 192 are stored in a storage unit such as a ROM.

  Next, the operation of the torque assist control device 150 configured as described above will be described with reference to FIGS. 10 to 11D. The processing shown in FIG. 10 is continuously executed every minute time while the respective functional units in the drive motor control unit 174 cooperate. Further, as a specific operation situation, as shown in FIG. 11A, the accelerator operation amount Acc is constant in the interval from time t0 to t1, time t4 to t5 and time t8, and time t1 to t4 and time t5 to t8. The case where it increases substantially proportionally in the section of will be described. The traveling mode is assumed to be a hybrid traveling mode or an EV traveling mode.

  First, in step S1, signals such as the engine speed N0, the input rotational speed Ni, and the accelerator operation amount Acc are read from the first rotor sensor 108a, the fourth rotor sensor 118a, the accelerator sensor 152, and the like. Further, the vehicle speed V is obtained based on the output rotation speed No.

  In step S2, the motor output determination unit 180 obtains the output command reference value Com0 (see FIG. 11C) by referring to the assist map 190 (see FIG. 7) based on the read accelerator operation amount Acc, and the output correction unit. 184.

In step S3, the change rate calculation unit 182 obtains the difference between the accelerator operation amount Acc read this time and the corresponding previous value Acc _OLD as a change rate ΔAcc (← Acc−Acc _OLD ). The process in step S3 is a so-called differentiation process. Further, in order to use the accelerator operation amount Acc read this time for the next calculation, it is substituted and stored as Acc _OLD ← Acc, and the obtained change rate ΔAcc is supplied to the additional value determination unit 188.

  As shown in FIG. 11A, the obtained change rate ΔAcc indicates a substantially trapezoidal shape corresponding to the accelerator operation amount Acc in a section where the accelerator operation amount Acc is increasing, that is, a section between time t1 to t4 and time t5 to t8. In other sections, ΔAcc = 0.

  In step S <b> 4, the threshold determination unit 186 obtains the threshold X by referring to the threshold determination map 192 (see FIG. 8) based on the vehicle speed V, and supplies it to the additional value determination unit 188. By the process of step S4, as shown in FIG. 11B, the threshold value X changes corresponding to the vehicle speed V (see FIG. 11D), and corresponds to the vehicle speed V in the sections from time t1 to t4 and time t5 to t8. And increases to a constant value in other sections.

  By setting the threshold value X in this way, the change rate ΔAcc is changed from time t2 (immediately after time t1) to time t3 (immediately before time t4) and from time t6 (immediately after time t5) to time t7. The threshold value X will be exceeded during Since the threshold value X is defined so as to increase in a quadratic curve (see FIG. 8), after the time t5 when the vehicle speed V is relatively high, a rate of increase in a quadratic curve is shown. Therefore, the time t7 at which the threshold value X and the change rate ΔAcc coincide with each other is set to a time slightly after the time t6, and thereafter, the threshold value X exceeds the change rate ΔAcc.

  In step S5, the additional value determination unit 188 checks whether or not the rate of change ΔAcc exceeds the threshold value X. If ΔAcc> X, as shown in FIG. 9, it is proportional to the value of ΔAcc−X. The additional value Ad that increases gradually is obtained. If ΔAcc ≦ X, then Ad ← 0. The obtained additional value Ad is supplied to the output correction unit 184.

  As is apparent from the hatched portion shown in FIG. 11B, the value of ΔAcc−X is the largest immediately after time t2, gradually decreases thereafter, and becomes 0 at time t3. Moreover, it becomes a very small value between the time t6-t7. As shown in FIG. 11C, the additional value Ad shows a tendency corresponding to the value of ΔAcc−X.

  In step S6, the output correction unit 184 adds the additional value Ad supplied from the additional value determination unit 188 to the output command reference value Com0 supplied from the motor output determination unit 180, thereby correcting the corrected output command value Com1. Ask for. In this case, as shown in FIG. 11C, the corrected output command value Com1 is greater than the output command reference value Com0 between time t2 and time t3 and between time 6 and time t7, and is equal in other sections.

  Further, the corrected output command value Com1 is particularly large immediately after time t2, compared with the output command reference value Com0, and thereafter the difference between them (ie, the additional value Ad) becomes small and coincides at time t3. Between time t6 and time t7, the difference between the corrected output command value Com1 and the output command reference value Com0 is small.

  In step S6, if the corrected output command value Com1 exceeds the command value input range of the drive motor 34, it is natural to limit the corrected output command value Com1 to the value of the command value input range. .

  In step S7, the corrected output command value Com1 is supplied to the drive motor 34 as a torque command value. As a result, the drive motor 34 generates torque corresponding to the corrected output command value Com1 to drive the rear wheels WR, and the hybrid vehicle 10 travels at a vehicle speed V as shown in FIG. 11D.

  In this case, the acceleration (that is, the slope value of the vehicle speed V) a is particularly large immediately after the time t2, and gradually decreases as the vehicle speed V increases. If the additional value Ad corresponding to the change rate ΔAcc is not added to the output command reference value Com0, the hybrid vehicle 10 travels at the vehicle speed V ′ corresponding to the output command reference value Com0, and the acceleration a 'Becomes a substantially constant small value. In contrast, the torque assist control device 150 supplies the drive motor 34 with the corrected output command value Com1 obtained by adding the additional value Ad to the output command reference value Com0, so that a large acceleration a is obtained. The vehicle speed V is considerably faster than the vehicle speed V ′.

  Further, after time t5 when the speed is relatively high, the additional value Ad is suppressed to be small by the action of the threshold value X, and the vehicle speed V and the vehicle speed V ′ show substantially the same tendency, and in particular, after time t7, the same acceleration. It becomes.

  Generally, it can be inferred that the driver intends to accelerate quickly when the vehicle is traveling at a low speed and a sudden accelerator operation is performed. In the torque assist control device 150, when the vehicle is traveling at a low speed and the change rate ΔAcc of the accelerator operation amount Acc is large, an appropriate large acceleration can be obtained, and a traveling performance according to the driver's intention is realized.

  Furthermore, as shown in FIGS. 11A and 11B, when the change in the accelerator operation amount Acc ′ is moderate, the change rate ΔAcc ′ corresponding thereto is below the threshold value X ′ at that time, and the additional value Ad becomes Ad = 0. Accordingly, the corrected output command value Com1 is equal to the output command reference value Com0, the acceleration a is suppressed, and the normal traveling feeling is maintained.

  As described above, according to the torque assist control device 150 according to the present embodiment, the output command reference value Com0 is obtained as the command reference value for the drive motor 34 by the assist map 190, and the accelerator is compared with the output command reference value Com0. The corrected output command value Com1 is obtained by adding the additional value Ad corresponding to the change rate ΔAcc of the operation amount Acc. By controlling the drive motor 34 based on the corrected output command value Com1, the output of the engine 32 can be supplemented, and appropriate acceleration according to the driver's accelerator operation can be obtained.

  In this case, there is no concept of “control mode” in controlling the drive motor 34, and the driver does not need to grasp the control mode characteristics or perform the control mode switching operation, so that the operation is simple. Further, the torque assist control device 150 does not require switches for performing a control mode switching operation, and can be configured simply. The “travel mode” is a mode related to the EV travel mode, the engine travel mode, and the hybrid travel mode, and of course represents a mode having a property different from the “control mode” for controlling the drive motor 34. It is.

  In the above description, the throttle target opening degree Th is set based on the accelerator operation amount Acc, and the accelerator operation amount Acc and the throttle target opening degree Th do not coincide in a strict sense but show substantially the same tendency. Therefore, the drive motor control unit 174 may set the output command reference value Com0, the corrected output command value Com1, and the additional value Ad based on the throttle target opening degree Th instead of the accelerator operation amount Acc.

  The torque assist control device according to the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted without departing from the gist of the present invention.

It is a side view of a hybrid vehicle carrying a torque assist control device. It is a cross-sectional top view of a power unit. It is an expanded sectional view of CVT and its circumference in a power unit. It is a side view of the driven side fixed pulley half body by which the to-be-detected body was cyclically arranged by the outer peripheral part. It is a block block diagram of the torque assist control apparatus which concerns on this Embodiment. It is a functional block diagram of ECU. It is a figure which shows the content of an assist map. It is a figure which shows the content of the threshold value judgment map. It is a graph which shows the relationship between a threshold value and the additional value calculated | required in the additional value determination part. It is a flowchart which shows the procedure of the motor control processed by a torque assist control apparatus. 11A is a time chart of the accelerator operation amount, FIG. 11B is a time chart of the change rate and the threshold, FIG. 11C is a time chart of the corrected output command value, and FIG. 11D is a time chart of the vehicle speed. is there.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Hybrid vehicle 24 ... Power unit 32 ... Engine 34 ... Drive motor 156 ... DBW 158 ... ECU
174 ... Drive motor control unit 178 ... Speed input processing unit 179 ... Throttle control unit 180 ... Motor output judgment unit 182 ... Change rate calculation unit 184 ... Output correction unit 186 ... Threshold judgment unit 188 ... Addition value judgment unit 190 ... Assist map 192 ... Threshold determination map Acc ... Accelerator operation amount Ad ... Additional value a ... Acceleration Com0 ... Output command reference value Com1 ... Correction output command value V ... Vehicle speed X ... Threshold

Claims (5)

An engine and a drive motor that generate driving force; and
A vehicle speed sensor for detecting the vehicle speed;
An accelerator sensor for detecting an accelerator operation amount;
A control unit comprising a reference value setting unit that defines an output command reference value for the motor based on the vehicle speed supplied from the vehicle speed sensor and the accelerator operation amount supplied from the accelerator sensor;
A torque assist control device in a hybrid vehicle having
The control unit outputs a corrected output command value obtained by adding an additional value corresponding to a change rate of the accelerator operation amount to the output command reference value obtained from the reference value setting unit to the drive motor. A torque assist control device characterized by that. The torque assist control device according to claim 1,
The control unit adds the additional value to the output command reference value and outputs the corrected output command value when a change rate of the accelerator operation amount exceeds a threshold value. Control device. The torque assist control device according to claim 2, wherein
The said control part makes the said additional value 0 when the change rate of the said accelerator operation amount is below the said threshold value, The torque assist control apparatus characterized by the above-mentioned. In the torque assist control device according to claim 2 or 3,
The said control part changes the said threshold value based on the said vehicle speed, The torque assist control apparatus characterized by the above-mentioned. The torque assist control device according to claim 4, wherein
The said control part increases the said threshold value with the increase in the said vehicle speed, The torque assist control apparatus characterized by the above-mentioned.

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