JP6188637B2 - Driving force control device and automobile - Google Patents

Description

  The present invention relates to a driving force control device, and more particularly to driving force control during acceleration.

  In an automobile, setting of a target driving force may be determined by a map or the like made up of an accelerator opening and a vehicle speed. This map is set so that, for example, the maximum driving force is obtained when the accelerator is fully opened, and the driving force is reduced as the accelerator opening is reduced. When the accelerator opening is constant, the target driving force generally decreases as the vehicle speed increases.

  Patent Document 1 describes a control device that enhances the driver's feeling of acceleration by producing an acceleration waveform with a feeling of torque (G waveform) by controlling the acceleration at the time of falling after the acceleration peak. Yes. That is, the time series after the acceleration peak due to the accelerator depressing operation at the time of starting or accelerating is added to the control device of a hybrid vehicle having an engine capable of output control independently of the accelerator depressing operation and a drive motor for torque assisting the engine. Target vehicle acceleration setting means for setting the target vehicle acceleration, engine output control means for controlling the engine output so that the actual vehicle acceleration follows the target vehicle acceleration, and the target vehicle acceleration and the actual vehicle acceleration are a predetermined amount or more. It is described that a drive motor control means for controlling the drive motor when there is a difference is provided.

JP 2010-163020 A

  However, when the target driving force is uniformly determined using a map, the degree of reduction in driving force due to an increase in vehicle speed is determined by the specifications of the vehicle, and the acceleration feeling that the driver expects is that the reduction degree is excessive. May not be obtained.

  In the configuration in which the drive motor is appropriately controlled according to the difference between the target vehicle acceleration after the acceleration peak and the actual vehicle acceleration, a delay occurs in principle because of feedback control. Furthermore, when the actual vehicle acceleration is detected by the acceleration sensor, a problem of noise mixing occurs, and a delay occurs even if the sensor noise is removed by filtering.

  An object of the present invention is to provide an acceleration feeling (acceleration feeling) during acceleration by appropriately controlling a driving force without causing a delay in a hybrid vehicle (HV), an electric vehicle (EV), a fuel cell vehicle (FCV), and the like. Is to improve.

The present invention relates to a driving force control device for controlling the driving force of a power source based on an accelerator opening, and means for determining whether the accelerator opening is constant, and whether the vehicle acceleration has reached a peak value. Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force, and the vehicle acceleration reaches the peak value. and when the accelerator opening is constant in after, the driving force for achieving the acceleration and target, without using the map, the equation of motion of the driving force and the vehicle at the time of the vehicle acceleration reaches a peak value And calculating means for calculating based on the above.

In one embodiment of the present invention, the calculation means calculates a driving force using an equation of motion using a vehicle weight, a target acceleration, a driving shaft torque, and a running resistance as the equation of motion. Specifically, as an example,
m · α = K1 · τdrv−running resistance However,
m: Weight of vehicle α: Acceleration K1: Conversion coefficient from drive shaft torque to drive force τdrv: Drive shaft torque A target value of the drive shaft torque is calculated by the following equation.
τdrv = 1 / K1 (m · αref + running resistance)
However,
αref: target acceleration. In this case, a desired function or value can be set as the target acceleration αref. An example of a desired function is a function of time, but is not limited to this.

As another example, the calculation means includes:
τdrv = τo + 1 / K1 {m · (−f1 (t)) + running resistance (V) −running resistance (Vo)}
However,
τo: Driving force when the vehicle acceleration reaches the peak value t: Elapsed time since the vehicle acceleration reached the peak value f1 (t): Target acceleration as a function of the elapsed time t V: Vehicle speed Vo: Vehicle acceleration is The target value of the drive shaft torque may be calculated using the vehicle speed when the peak value is reached. The target acceleration in this case is a function of time.

In still another example, the computing means is
τdrv = τdrv (k−1) −ka
τdrv (1) = τo−ka
However,
k: Control sample parameter ka: Predetermined value τo: The target value of the drive shaft torque is calculated using the drive force when the vehicle acceleration reaches the peak value. In this case, the target acceleration changes linearly. As described above, the target acceleration in the present invention includes a case where the target acceleration is a function of time, a case where it is not a function of time, and a case where it changes linearly.

Further, the present invention is a driving force control device for controlling the driving force of a power source based on the accelerator opening, the means for determining whether or not the accelerator opening is constant, and the vehicle acceleration reaches a peak value. Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force, and the vehicle acceleration reaches the peak value. When the accelerator opening is constant after reaching the value, the driving force for achieving the target acceleration is calculated by using the driving force obtained using the map and the driving force calculated based on the vehicle equation of motion. And calculating means for making the larger driving force whichever is greater.

The automobile of the present invention includes means for detecting an accelerator opening, means for determining whether the accelerator opening is constant, and means for determining whether the vehicle acceleration has reached a peak value. Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force . After the vehicle acceleration reaches the peak value, the accelerator opening is constant. In this case, the calculation means for calculating the driving force for achieving the target acceleration based on the driving force at the time when the vehicle acceleration reaches the peak value and the equation of motion of the vehicle without using the map , And a control means for controlling the drive source with the calculated drive force.

  In one embodiment of the present invention, the calculation means calculates a driving force using an equation of motion using a vehicle weight, a target acceleration, a driving shaft torque, and a running resistance as the equation of motion.

The automobile of the present invention includes means for detecting an accelerator opening, means for determining whether the accelerator opening is constant, and means for determining whether the vehicle acceleration has reached a peak value. Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force. After the vehicle acceleration reaches the peak value, the accelerator opening is constant. In this case, the driving force for achieving the target acceleration is the driving force obtained by using the map or the driving force calculated based on the equation of motion of the vehicle, whichever is greater Means and control means for controlling the driving source with the calculated driving force.

  In still another embodiment of the present invention, the drive source is an engine and a motor or a motor, and includes a hybrid vehicle, an electric vehicle, and a fuel cell vehicle.

  The driving force control apparatus and the automobile of the present invention will be more clearly understood with reference to the following embodiments. However, the following embodiment is an exemplification, and the present invention is not limited to the following embodiment.

  According to the present invention, in a hybrid vehicle or the like, it is possible to appropriately control the driving force without causing a delay to improve the acceleration feeling (acceleration feeling) during acceleration. In particular, according to the present invention, an excessive decrease in acceleration can be suppressed under the condition that the accelerator opening is constant by calculating the driving force using the equation of motion of the vehicle.

1 is a configuration diagram of a hybrid vehicle (HV) of an embodiment. It is a functional block diagram of vehicle control ECU of an embodiment. It is a functional block diagram of the target driving force setting unit of the embodiment. It is a processing flowchart of an embodiment. It is map explanatory drawing which prescribes | regulates the relationship between a vehicle speed, an accelerator opening, and a torque. It is a graph which shows the time change of the vehicle acceleration, torque, and vehicle speed of embodiment. It is a block diagram of the hybrid vehicle of other embodiment. It is a block diagram of the hybrid vehicle of other embodiment. It is a block diagram of the hybrid vehicle of other embodiment. It is a functional block diagram of the target driving force setting part of other embodiment. It is a functional block diagram of the target driving force setting part of other embodiment. It is a functional block diagram of the target driving force setting part of other embodiment. It is a block diagram of the electric vehicle (EV) of other embodiment. It is a block diagram of the fuel cell vehicle (FCV) of other embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  FIG. 1 shows a configuration of a hybrid vehicle including two rotating electric machines. The hybrid vehicle is equipped with an ECU 10, an engine 12, a generator 20, a motor 24, and a battery (battery) 26. The engine 12, the generator 20, the motor 24, and the tire (drive wheel) 16 are connected via the power distribution mechanism 14.

  The power distribution mechanism 14 is configured by a known planetary gear mechanism. A generator 20 is connected to the sun gear, a motor 24 is connected to the ring gear, and the engine 12 is connected to a carrier that holds the pinion gear meshed with the sun gear and the ring gear so as to rotate and revolve. Further, a differential is connected to the ring gear via an output shaft, and power is transmitted from the differential to the left and right tires 16.

  The generator 20 and the motor 24 are connected to inverters 18 and 22, respectively, and the inverters 18 and 22 are electrically connected to a battery 26 for power transmission and reception. A converter may be provided between the battery 26 and the inverters 18 and 22. The generator 20 generates power using the power of the engine 12 and supplies the generated power to the battery 26 via the motor 24 and the inverter 18. The motor 24 generates driving force for driving using the electric power from the battery 26 and the electric power from the generator 20 to drive the tire 16. The generator 20 can also function as a motor for motoring (cranking) of the engine 12. Further, when the hybrid vehicle is coasting or decelerating, the motor 24 stops the fuel supply and ignition to the engine 12 and drives the motor 24 with torque transmitted from the output shaft to function as a generator. You can also. Since the engine 12 and the generator 20 are connected via the power distribution mechanism 14, when the generator 20 is caused to generate power, the rotational speed of the engine 12 can be changed according to the rotational speed of the generator 20. When the engine 12 is running while outputting power, negative torque such as running resistance acts on the ring gear, and positive torque outputted by the engine 12 acts on the carrier. At this time, if a negative torque is applied to the sun gear, a positive torque obtained by amplifying the engine torque is applied to the ring gear. The negative torque applied to the sun gear is generated by causing the generator 20 connected to the sun gear to perform a power generation function. If the rotational speed of the generator 20 is decreased, the rotational speed of the engine 12 is decreased, and if the rotational speed of the generator 20 is increased, the rotational speed of the engine 12 is also increased. The generator 20 and the motor 24 are driven and controlled via the inverters 18 and 22 by the ECU 10, particularly the vehicle control ECU 100. In addition to the vehicle control ECU 100, the ECU 10 includes an MG control ECU, an engine ECU, and a battery monitoring ECU. Of course, these ECUs do not necessarily have to be separate, and at least any one or more or all of them may be constituted by a single ECU.

  The vehicle control ECU 100 is configured by a microcomputer including a CPU and a memory, and controls the generator 20 and the motor 24 by inputting various detection signals. That is, the vehicle control ECU 100 inputs the accelerator opening from the accelerator opening sensor, the motor rotation speed from the motor 24, the charging rate SOC of the battery 26 from the battery monitoring ECU, and calculates the generator / motor command torque. Output to MG control ECU. The MG control ECU outputs drive signals (switching signals) to the inverters 18 and 22 to drive the generator 20 and the motor 24 with the supplied command torque. The states of the inverters 18 and 22 and the states of the generator 20 and the motor 24 are monitored by the MG control ECU. Further, vehicle control ECU 600 calculates a target output of engine 12 based on the accelerator signal, motor rotation speed, and SOC, and outputs the target output to engine ECU. The engine ECU performs control to drive the engine 12 with the supplied target output. Here, the vehicle control ECU 100 calculates the vehicle speed from the motor rotation number proportional to the vehicle speed, and calculates the target output of the engine 12. Further, the charging rate (SOC) of the battery 26 is calculated by the battery monitoring ECU based on the integrated value of the charging / discharging current of the battery 26 detected by a current sensor or the like.

  FIG. 2 shows a functional block diagram of the vehicle control ECU 100. The vehicle control ECU 100 includes a target driving force setting unit 102, a charge amount setting unit 104, and a unit distribution unit 106 as functional blocks. Each functional block includes a single or a plurality of processors, a memory, and an input / output interface.

  The target driving force setting unit 102 functions as a calculation unit, and sets the target driving force of the hybrid vehicle based on the accelerator opening and the vehicle speed (vehicle speed calculated from the motor rotation speed). The target driving force setting unit 102 basically sets the target driving force using a map made up of the accelerator opening and the vehicle speed, but the target driving force after the acceleration reaches the peak has a map value and a predetermined value. The larger one of the calculated values based on the equation of motion of the vehicle drive system is set.

  The charge amount setting unit 104 calculates and outputs a charge amount based on the charge rate (SOC) of the battery 26 from the battery monitoring ECU. Usually, in order to prevent the battery 26 from being deteriorated due to overcharge or overdischarge, charge / discharge control is performed so as to be in an intermediate region between the upper limit value and the lower limit value according to the use state, temperature, and the like.

  The unit distribution unit 106 sets the operating points of the engine 12, the generator 20, and the motor 24 so as to satisfy the charge promotion degree while realizing the target drive force based on the target drive force and the charge promotion degree. Output. That is, the engine 12 is operated and controlled so that the power corresponding to the sum of the power corresponding to the target driving force and the power corresponding to the charge acceleration degree of the battery 26 is output from the engine 12, and the battery 26 is charged and discharged. Accordingly, the generator 20 and the motor 24 are driven and controlled so that all or part of the power output from the engine 12 is output with torque conversion by the power distribution mechanism 14, the generator 20 and the motor 24.

  FIG. 3 is a functional block diagram of the target driving force setting unit 102 of FIG. The target driving force setting unit 102 includes a basic driving force calculation unit 108, a corrected driving force calculation unit 110, a target driving force selection unit 112, and an acceleration peak determination unit 114 as functional blocks.

  The basic driving force calculator 108 calculates a basic target driving force using a map based on the vehicle speed and the accelerator opening. The vehicle speed is calculated from the motor rotational speed as described above.

  The corrected driving force calculation unit 110 calculates a target driving force for realizing a target acceleration after the acceleration reaches a peak using an equation of motion. Before the acceleration reaches its peak, the corrected driving force calculation unit 110 outputs 0 as the target driving force. Whether or not the acceleration is a peak is determined by a signal from the acceleration peak determination unit 114.

  The acceleration peak determination unit 114 determines whether or not the acceleration reaches a peak based on the accelerator opening and the target driving force. Specifically, the acceleration occurs when the target driving force (the target driving force calculated by the basic driving force calculation unit 108) starts to decrease even though the accelerator opening is not decreasing (the accelerator opening is constant). Is determined to have reached the peak. Of course, such a determination method is an example, and other determination methods may be used.

  The target driving force selection unit 112 switches between the basic target driving force from the basic driving force calculation unit 108 and the corrected target driving force from the corrected driving force calculation unit 110 and outputs the result as the final target driving force. Specifically, the larger one of the basic target driving force and the corrected target driving force is output. As will be described later, in this embodiment, the corrected target driving force is basically calculated such that (basic target driving force) <(corrected target driving force), and as a result, the acceleration reaches a peak. After that, the corrected target driving force is always selected and output. This can be said that the target driving force is calculated based on the map before the acceleration reaches the peak, and is calculated by the equation of motion after the acceleration reaches the peak. Of course, instead of comparing the magnitudes in this way, the basic target driving force is always selected and output before the acceleration reaches a peak, and the corrected target driving force is always selected after the acceleration reaches a peak. May be output.

  FIG. 4 shows a process flowchart of the vehicle control ECU 100 (particularly, the target driving force setting unit 102) in the present embodiment. The vehicle control ECU 100 determines whether or not the acceleration reaches a peak (S101). This determination is made based on the change in the accelerator opening and the change in the target driving force as described above, but may be determined by other methods.

  If the acceleration has not yet reached the peak, the target driving force is calculated from the basic target driving force, that is, the map of the vehicle speed and the accelerator opening (S104).

  FIG. 5 is an example of a map showing the relationship among the vehicle speed, the accelerator opening, and the target driving force (required torque), which is stored in advance in the memory of the vehicle control ECU 100. Several cases are shown as examples of the accelerator opening (Acc). When the accelerator is fully open (100%), the maximum driving force is obtained, and the driving force decreases as the accelerator opening decreases. When the accelerator opening is constant, the driving force decreases as the vehicle speed increases. However, if the decrease degree is remarkable or excessive as shown by A in the figure, the target acceleration cannot be realized. This means that if the target driving force is always calculated from the map of the vehicle speed and the accelerator opening, the target acceleration cannot be realized under the condition that the accelerator opening is constant.

Returning to FIG. 4 again, when the acceleration reaches a peak, it is further determined whether or not the accelerator opening is constant (S102). Whether or not the accelerator opening is constant is determined by, for example, the amount of change from the accelerator opening at the time of peak acceleration. If the accelerator opening at the peak of acceleration is Pacco and the subsequent accelerator opening is Pacc, and the difference Pacc-Pacco is less than or equal to a predetermined threshold value δ, the accelerator opening is determined to be constant. If the accelerator opening is not constant, the target driving force corresponding to the accelerator opening is similarly calculated based on the vehicle speed and the accelerator opening (S104). If the accelerator opening is constant, the vehicle speed increases. In order to eliminate the excessive reduction of the driving force due to the correction, the corrected target driving force is calculated (S103). This corrected target driving force is calculated using a motion equation of a predetermined driving system. This will be described below.
The equation of motion of the vehicle is
m · α = K1 · τdrv−running resistance (V) (1)
Running resistance (V) = rolling resistance + air resistance + gradient coefficient
= Rolling resistance coefficient ・ m
+ Air resistance coefficient, front projected area, V ²
+ M · sinθ
Given in.
here,
m: Weight of vehicle α: Acceleration K1: Conversion coefficient from drive shaft torque to drive force τdrv: Drive shaft torque (command value)
V: Vehicle speed θ: The inclination angle of the road surface.

Therefore, assuming that the driving force at the time when the acceleration reaches the peak is τo, the vehicle speed is Vo, and the decrease component of the target acceleration is f1 (t), from the equation (1), after the acceleration reaches the peak,
τdrv = τo + 1 / K1 {m · (−f1 (t)) + running resistance (V)
-Running resistance (Vo)} (2)
Calculated by

  Here, t is an elapsed time after the acceleration reaches a peak. By calculating the corrected driving force using the formula (2), the basic driving force calculated by the map is continuously connected, and an excessive decrease in the basic driving force calculated by the map is suppressed. The target acceleration can be realized.

When the target acceleration decreases linearly, the driving torque proportional to the acceleration may be decreased linearly, so that the target torque is gradually decreased from the driving torque one sample before. You may calculate simply using a chemical formula. That is,
τdrv (k) = τdrv (k−1) −ka
τdrv (1) = τo−ka (3)
It is.

  In this embodiment, as can be seen from the equation (2), the driving force after the acceleration reaches the peak value is the vehicle weight m of the vehicle, the running resistance (V), the peak driving force τo, and the peak time. Is set according to the vehicle speed Vo. Accordingly, the driving force is not uniform as in the case of the map, but is adaptively set according to the characteristics of the vehicle. Therefore, the driving force in this embodiment can change according to the specification of the vehicle. Further, since the driving force in the present embodiment is set as shown in the equation (2), the problem of delay due to feedback control does not occur.

  FIG. 6 shows temporal changes in acceleration, driving force (driving torque), and vehicle speed in the present embodiment. FIG. 6A shows a change in acceleration with time, and is a case where the driver starts an accelerator operation at time t1. It is assumed that the acceleration starts to increase from time t1 and reaches the peak value α0 at time t2. FIG. 6B shows a change in the driving torque with time. Similarly, the driving torque starts increasing at time t1, and reaches the peak value τo at time t2. Until the acceleration reaches the peak value, the drive torque is set based on the map of the accelerator opening and the vehicle speed as described above. When the acceleration reaches the peak value at time t2 (= when the driving torque reaches the peak value), the corrected driving torque is obtained according to the equation of motion expressed by the equation (2) on condition that the accelerator opening is constant. Is calculated. The corrected drive torque is a torque that causes the decrease component of the target acceleration to be −f1 (t), and is a torque that suppresses an excessive decrease in the drive torque when set on the map. 6A and 6B, the time change of acceleration and drive torque in the present embodiment is indicated by a solid line, and the time change when set on a map is indicated by a broken line. The acceleration gradually decreases from the peak value αo at a rate of −f1 (t). That is, the acceleration gradually decreases with acceleration after the peak value αo = αo−f1 (t). On the other hand, when the map is set, as shown in FIG. 5, when the accelerator opening is constant, the driving torque sharply decreases as the vehicle speed increases, so that the acceleration also decreases excessively. . FIG. 6C shows the time change of the vehicle speed. After the vehicle speed Vo when the acceleration reaches the peak value αo, the vehicle speed increases smoothly compared to the case where the accelerator opening is constant even when the map is set on the map. Go. Therefore, the driver can obtain a better acceleration feeling compared to the case where the driver sets the map.

The target acceleration decreasing component -f1 (t) can be an arbitrary function of time t after the acceleration reaches the peak value, and may be a linear function (linear function) of time t. Further, the decreasing component -f1 (t) may be configured so that the driver can appropriately change, in addition to being stored in advance in the memory of the vehicle control ECU 100. -F1 (t) is an arbitrary time t3 after the acceleration reaches the peak value,
αo−f1 (t3)> set to satisfy the acceleration set in the map, but if the driver changes −f1 (t),
Even if αo−f1 (t3) <acceleration set in the map, as described above, the target driving force selection unit 112 finally determines the larger one of the basic driving force and the corrected driving force. Since the target driving force is output, at least the same driving force (driving torque) as that in the conventional case can always be secured.

  As described above, according to the present embodiment, after the acceleration reaches the peak value, the driving force (driving torque) is not set based on the preset map of the vehicle speed and the accelerator opening, Since the driving force (driving torque) is set based on the equation of motion that reflects various vehicle characteristics (vehicle weight, rolling resistance, air resistance, running resistance, etc.), the driving torque decreases excessively even if the vehicle speed increases. The vehicle can be driven at a desired acceleration.

  In the present embodiment, as shown in FIG. 4, it is first determined whether or not the acceleration has reached a peak, and then it is determined whether or not the accelerator opening is constant. It may be determined whether or not the acceleration is constant, and then it may be determined whether or not the acceleration has reached a peak. Further, it may be determined whether or not the acceleration has reached a peak at the same time as determining whether or not the accelerator opening is constant. In short, in this embodiment, when the acceleration reaches a peak under the condition that the accelerator opening is constant, the driving force after the acceleration reaches the peak is expressed by an equation of motion that reflects the characteristics of the vehicle. Is to be calculated. Of course, after the acceleration reaches the peak, if the driver performs the accelerator operation again and the accelerator opening changes, the driving force corresponding to the changed accelerator opening (and vehicle speed) is based on the map. Can be set. Further, whether or not the accelerator opening is constant and whether or not the acceleration reaches a peak are determined by the acceleration peak determination unit 114, but may be determined by different functional blocks. Prior to the processing of FIG. 4, it is determined whether or not the vehicle is accelerating, and it is determined whether or not the accelerator opening is constant and whether or not the acceleration reaches a peak when accelerating. Good.

  Further, in the present embodiment, when the acceleration reaches a peak under the condition that the accelerator opening is constant, the calculation method of the target driving force thereafter is changed from the calculation method before that, and the acceleration accompanying the increase in the vehicle speed is increased. It can be said that the degree of decrease is mitigated.

  FIG. 7 shows a configuration block diagram of a hybrid vehicle in another embodiment. The difference from FIG. 1 is that the wheel speed detected by the wheel speed sensor provided on the tire 16 is supplied to the vehicle control ECU 100 instead of the motor rotation speed. The vehicle control ECU 100 calculates a target driving force using the wheel speed as the vehicle speed instead of the motor rotation speed, and outputs a command to the MG control ECU and the engine ECU.

  FIG. 8 shows a configuration block diagram of a hybrid vehicle in still another embodiment. A difference from FIG. 1 is that an acceleration sensor 28 is provided in the vehicle in addition to the configuration of FIG. 1, and the detected acceleration is supplied to the vehicle control ECU 100. The vehicle control ECU 100 determines whether or not the acceleration has reached the peak based on the acceleration detected by the acceleration sensor 28, and after reaching the peak value, the target driving force is switched from the setting based on the map to the calculation based on the equation of motion. Output. In this example, the acceleration sensor 28 is used, but the detected acceleration is used to determine whether or not the peak value has been reached. As in the prior art, the target acceleration and the actual acceleration are not less than a predetermined amount. Since the drive motor is not controlled when there is a difference, the control signal does not become noisy.

  FIG. 9 shows a configuration block diagram of a hybrid vehicle in still another embodiment. The difference from FIG. 1 is that the wheel speed detected by the wheel speed sensor provided on the tire 16 is supplied to the vehicle control ECU 100 instead of the motor speed, and the acceleration detected by the acceleration sensor 28 is supplied to the vehicle control ECU 100. Is a point.

  FIG. 10 is a functional block diagram of the target driving force selection unit 102 in still another embodiment. This corresponds to the entire configuration of FIG. 1 or FIG. The difference from FIG. 3 is that a differentiator 116 is provided to calculate the derivative of the vehicle speed and supply it to the acceleration peak determination unit 114. The acceleration peak determination unit 114 determines that the acceleration has reached the peak at the timing when the acceleration calculated as the derivative of the vehicle speed starts to decrease although the accelerator opening is not decreasing.

  FIG. 11 is a functional block diagram of the target driving force setting unit 102 in still another embodiment. This corresponds to the overall configuration of FIG. 8 or FIG. The difference from FIG. 3 is that the acceleration detected by the acceleration sensor 28 is supplied to the acceleration peak determination unit 114. The acceleration peak determination unit 114 determines that the acceleration has reached a peak at the timing when the acceleration starts to decrease although the accelerator opening is not decreasing.

  FIG. 12 is a functional block diagram of the target driving force setting unit 102 in still another embodiment. This corresponds to the overall configuration of FIG. 1 or FIG. A difference from FIG. 3 is that a differentiator 118 is provided to calculate the derivative of the motor rotational speed and supply it to the acceleration peak determination unit 114. The acceleration peak determination unit 114 determines that the acceleration reaches the peak at the timing when the angular acceleration calculated as the derivative of the motor rotation speed starts to decrease although the accelerator opening is not decreased.

  FIG. 13 shows a configuration block diagram of an electric vehicle (EV) in still another embodiment. The difference from FIG. 1 is that the engine 12 is not present and the tire 16 is driven only by the motor 24. The motor 24 drives the tire 16 via a transmission (T / M) 30. The motor 24 is connected to the inverter 22, and the inverter 22 is electrically connected to the battery 26. The motor control ECU in the ECU 10 outputs a torque command to the inverter 22 to control the motor 24. The rotation speed of the motor 24 is supplied to the vehicle control ECU 100 and the motor control ECU. In addition, the battery monitoring ECU monitors the state of the battery 26, calculates the charging rate (SOC) of the battery 26, and supplies the calculated rate to the vehicle control ECU 100. The vehicle control ECU 100 calculates the vehicle speed from the motor rotation speed, and calculates the driving torque of the motor 24 based on the accelerator opening and the vehicle speed. The required torque is set using a map based on the accelerator opening and the vehicle speed until the acceleration reaches the peak value, and after the acceleration reaches the peak value, the required torque is calculated based on the equation of motion of the vehicle.

  Even in the case of the electric vehicle shown in FIG. 13, the wheel speed may be detected by using a wheel speed sensor instead of the motor rotation speed as in the case of the hybrid vehicle, and an acceleration sensor is provided to detect the acceleration. It may be determined whether or not a peak has been reached.

  FIG. 14 shows a configuration block diagram of a fuel cell vehicle (FCV) in still another embodiment. In addition to the configuration of FIG. 13, a fuel cell (FC) stack 32 is provided, and the FC control ECU controls the operation of the FC stack 32. A battery 26 and an FC stack 32 are electrically connected to the inverter 22, and electric power from the FC stack 32 and / or electric power from the battery 26 is supplied. The vehicle control ECU 100 is supplied with the rotational speed of the motor 24 and outputs a command to the motor control ECU and the FC control ECU. The required torque is set using a map based on the accelerator opening and the vehicle speed until the acceleration reaches the peak value, and after the acceleration reaches the peak value, the required torque is calculated based on the equation of motion of the vehicle.

  Even in the case of the fuel cell vehicle shown in FIG. 14, the wheel speed may be detected using a wheel speed sensor instead of the motor rotation speed as in the case of the hybrid vehicle, and an acceleration sensor is provided to detect the acceleration. It may be determined whether or not has reached a peak.

  As shown in FIG. 1, FIG. 13 and FIG. 14, the present invention can be applied to an arbitrary vehicle including a power source (engine and motor or only a motor) that adjusts a driving force by an accelerator operation.

DESCRIPTION OF SYMBOLS 10 ECU, 12 Engine, 14 Power distribution mechanism, 16 Tire, 18, 22 Inverter, 20 Generator, 24 Motor, 26 Battery, 28 Acceleration sensor, 30 Transmission (T / M), 32 FC stack, 100 Vehicle control ECU.

Claims (9)

A driving force control device that controls the driving force of a power source based on an accelerator opening,
Means for determining whether or not the accelerator opening is constant;
Means for determining whether the vehicle acceleration has reached a peak value;
Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force . After the vehicle acceleration reaches the peak value, the accelerator opening is constant. in this case, a calculating means a driving force for achieving the acceleration and target, without using the map, for calculating based on the equation of motion of the driving force and the vehicle at the time of the vehicle acceleration reaches a peak value,
A driving force control apparatus comprising: The driving force control apparatus according to claim 1,
The calculation means calculates a driving force using an equation of motion using a vehicle weight, a target acceleration, a driving shaft torque, and a running resistance as the equation of motion. The driving force control apparatus according to claim 2, wherein
The driving means is configured to calculate a driving force by setting the target acceleration as a function of time. The driving force control apparatus according to claim 2, wherein
The driving means is configured to calculate a driving force by setting the target acceleration so as to change linearly. A driving force control device that controls the driving force of a power source based on an accelerator opening,
Means for determining whether or not the accelerator opening is constant;
Means for determining whether the vehicle acceleration has reached a peak value;
Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force. After the vehicle acceleration reaches the peak value, the accelerator opening is constant. In some cases, the driving force for achieving the target acceleration is the driving force obtained by using the map or the driving force calculated based on the equation of motion of the vehicle, whichever is greater Means,
Driving force control apparatus comprising: a. Means for detecting the accelerator opening;
Means for determining whether or not the accelerator opening is constant;
Means for determining whether the vehicle acceleration has reached a peak value;
Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force . After the vehicle acceleration reaches the peak value, the accelerator opening is constant. In this case, a calculation means for calculating the driving force for achieving the target acceleration based on the driving force at the time when the vehicle acceleration reaches the peak value and the equation of motion of the vehicle without using the map ,
Control means for controlling the drive source with the calculated drive force;
An automobile characterized by comprising: The automobile according to claim 6.
The said calculating means calculates a driving force using the equation of motion using the weight of a vehicle, target acceleration, a drive shaft torque, and driving resistance as said equation of motion. Means for detecting the accelerator opening;
Means for determining whether or not the accelerator opening is constant;
Means for determining whether the vehicle acceleration has reached a peak value;
Until the vehicle acceleration reaches the peak value, the driving force is set based on a predetermined map that defines the relationship between the accelerator opening, the vehicle speed, and the driving force. After the vehicle acceleration reaches the peak value, the accelerator opening is constant. In this case, the calculation means for setting the driving force for achieving the target acceleration as the driving force, which is the larger one of the driving force obtained using the map and the driving force calculated based on the equation of motion of the vehicle. When,
Control means for controlling the drive source with the calculated drive force;
Automobile, characterized in that it comprises a. The automobile according to any one of claims 6 to 8,
The driving source is an engine and a motor or a motor.

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