JP6198036B2 - Vehicle control device - Google Patents

Vehicle control device Download PDF

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JP6198036B2
JP6198036B2 JP2013035622A JP2013035622A JP6198036B2 JP 6198036 B2 JP6198036 B2 JP 6198036B2 JP 2013035622 A JP2013035622 A JP 2013035622A JP 2013035622 A JP2013035622 A JP 2013035622A JP 6198036 B2 JP6198036 B2 JP 6198036B2
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vehicle
road surface
amount
torque
creep torque
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JP2014166053A (en
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隼人 飯野
隼人 飯野
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Suzuki Motor Co Ltd
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Suzuki Motor Co Ltd
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Priority to DE102014002851.8A priority patent/DE102014002851B4/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B60L15/2018—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking for braking on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2063—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2072—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off
    • B60L15/2081—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for drive off for drive off on a slope
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/60—Navigation input
    • B60L2240/64—Road conditions
    • B60L2240/642—Slope of road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Description

この発明は、車両用制御装置に係り、特にハイブリッド車や電気自動車等の電動車両において坂道等でのずり下がりを防止する車両用制御装置に関する。   The present invention relates to a vehicle control device, and more particularly to a vehicle control device that prevents a vehicle from sliding down on a slope or the like in an electric vehicle such as a hybrid vehicle or an electric vehicle.

従来、自動変速機（ＡＴ）を搭載した車両においては、その機構上、アクセルペダルを踏まなくても車両が進むクリープトルクが発生している。
また、ハイブリッド車や電気自動車等の電動車両においては、モータトルクを制御することにより、クリープトルクが発生をしないように設定できる構造を採っている。
しかしながら、電動車両でも、一般的に、自動変速機（ＡＴ）を搭載した車両に慣れた運転者に対してクリープトルクが発生しないことによる違和感を与えないために、クリープトルクを発生するようなセッティングを施す場合が多い。ただし、ブレーキペダルを踏んでいる車両停止時にクリープトルクを発生させることは、駆動エネルギを無駄に消費することになり、好ましい状況ではない。この状況を鑑み、ブレーキペダルの踏み込み状態に応じてクリープトルクを制御することが提案されている。
さらに、電動車両においては、車両停止中、クリープトルクを零（０）にすることが、燃費上好ましいものであるが、登坂中に車両停止している場合においては、クリープトルクを減少又は零（０）にすると、ブレーキリリースからクリープトルクの発生までの間で、車両がずり下がる懸念があった。
このような車両用制御装置としては、以下のような先行技術文献がある。 Conventionally, in a vehicle equipped with an automatic transmission (AT), due to its mechanism, a creep torque is generated that the vehicle travels without stepping on the accelerator pedal.
In addition, electric vehicles such as hybrid vehicles and electric vehicles adopt a structure in which creep torque is not generated by controlling motor torque.
However, even in an electric vehicle, in general, a setting that generates creep torque is not given to a driver who is accustomed to a vehicle equipped with an automatic transmission (AT) because the creep torque is not generated. Is often applied. However, generating a creep torque when the vehicle is depressed while the brake pedal is depressed consumes drive energy unnecessarily, which is not a preferable situation. In view of this situation, it has been proposed to control the creep torque according to the depression state of the brake pedal.
Further, in an electric vehicle, it is preferable from the viewpoint of fuel consumption that the creep torque is set to zero (0) while the vehicle is stopped. However, when the vehicle is stopped during climbing, the creep torque is reduced or zero ( In the case of 0), there was a concern that the vehicle would slide between the brake release and the generation of creep torque.
As such a vehicle control device, there are the following prior art documents.

特開２００４−３２０８５０号公報JP 2004-320850 A 特開２０１１−２３０５５１号公報JP 2011-230551 A 特開２０１１−２２９３４８号公報JP2011-229348A

特許文献１に係る車両のモータトルク制御装置は、クリープトルクを減少させた場合に起こる懸念として坂道発進時のずり下がることを回避する構成であって、ブレーキ力が増加させる方向である場合に、モータトルク（クリープトルク）を速やかに零（０）とし、ブレーキ力が減少させる方向である場合に、ブレーキペダルの踏み込み量に応じてモータトルク（クリープトルク）を発生させるものである。
特許文献２に係る車両発進補助制御システムは、車両がある路面勾配を検出又は推定し、勾配と発進からの経過時間、又はアクセル操作からの経過時間とに応じて発進時の目標車速を設定し、発進時に目標車速となるように駆動装置等を制御するものである。
特許文献３に係るヒルスタートアシスト制御装置及びその制御方法は、登坂路停車時にプレーキペダルが戻された場合に、登坂路の路面勾配と戻される前のブレーキ力とに基づいて、クリープトルクの低減量を算出し、この算出されたクリープトルクの低減量に基づいてクリープトルクを設定するものである。 The motor torque control device for a vehicle according to Patent Document 1 is a configuration that avoids slipping down when starting a slope as a concern that occurs when the creep torque is reduced, and when the braking force is in a direction to increase. When the motor torque (creep torque) is promptly set to zero (0) and the braking force is in a decreasing direction, the motor torque (creep torque) is generated according to the depression amount of the brake pedal.
The vehicle start assist control system according to Patent Document 2 detects or estimates a certain road surface gradient, and sets a target vehicle speed at the start according to the gradient and the elapsed time from the start or the elapsed time from the accelerator operation. The drive device and the like are controlled so that the target vehicle speed is reached when starting.
The hill start assist control device and the control method thereof according to Patent Document 3 reduce the creep torque based on the road surface gradient of the uphill road and the brake force before being returned when the brake pedal is returned when the uphill road stops. The amount is calculated, and the creep torque is set based on the calculated reduction amount of the creep torque.

ところで、上記の引用文献１では、電力消費を抑えつつ、坂道において車両停止から発進する場合に、ブレーキリリースに応じてクリープトルクを発生して、坂道でのずり下がりを防止できるが、クリープトルクを零（０）にするかどうかの判定に、現在坂道で停車しているかどうかの判断をしていないため、運転者が、ブレーキペダルを、徐々にではなく、瞬間的に離してしまうと、クリープトルクの発生が間に合わず、車両のずり下がりが発生してしまうおそれがあり、改善が望まれていた。   By the way, according to the above cited document 1, when starting from a vehicle stop on a slope while suppressing power consumption, a creep torque can be generated according to a brake release to prevent a slip on the slope. Since it is not determined whether the vehicle is currently parked on a slope or not when determining whether to set it to zero (0), if the driver releases the brake pedal momentarily rather than gradually, creep will occur. There is a risk that the generation of torque will not be in time and the vehicle will slip down, and an improvement has been desired.

そこで、この発明の目的は、無駄に電力を消費させることなく、車両のずり下がりを防止することができる車両用制御装置を提供することにある。   SUMMARY OF THE INVENTION An object of the present invention is to provide a vehicle control device that can prevent a vehicle from sliding down without wasting power.

この発明は、車両を駆動する駆動モータで発生させるクリープトルクのトルク量を制御する制御手段を備える車両用制御装置において、車両速度を検出する車速検出手段と、ブレーキ操作を検出するブレーキ操作検出手段と、アクセル開度を検出するアクセル開度検出手段と、車両が停止している路面の傾斜量を算出または取得する路面状態取得手段と、前記路面状態取得手段により算出または取得された路面の傾斜量に応じて前記クリープトルクのトルク量を変更するトルク量変更手段とを備え、前記車速検出手段により検出された車両速度が所定値以下となり、前記ブレーキ操作検出手段によりブレーキ操作が検出され、且つ前記アクセル開度検出手段により検出されたアクセル開度が所定値以下となった場合に、前記クリープトルクを発生させ、前記車速検出手段により検出された車両速度により車両が停止状態であり、且つ前記ブレーキ操作検出手段によりブレーキの操作が検出された場合に、前記クリープトルクのトルク量を前記路面状態取得手段により算出または取得された路面の傾斜量に応じて変更するとともに、前記路面状態取得手段により算出または取得された路面の傾斜量がしきい値以下の場合に、前記クリープトルクを発生させないことを特徴とする。 The present invention relates to a vehicle control apparatus including a control unit that controls a torque amount of a creep torque generated by a drive motor that drives a vehicle, a vehicle speed detection unit that detects a vehicle speed, and a brake operation detection unit that detects a brake operation. When the accelerator opening detection means for detecting an accelerator opening, the vehicle and the road surface condition acquisition unit that calculates or obtains the inclination amount of the road surface that is stopped, the slope of the road surface which is calculated or acquired by the road surface condition acquisition unit Torque amount changing means for changing the amount of the creep torque according to the amount, the vehicle speed detected by the vehicle speed detecting means becomes a predetermined value or less, the brake operation detecting means detects the brake operation, and When the accelerator opening detected by the accelerator opening detecting means becomes a predetermined value or less, the creep torque is reduced. When the vehicle is stopped by the vehicle speed detected by the vehicle speed detecting means and the brake operation is detected by the brake operation detecting means, the amount of creep torque is obtained as the road surface state acquiring means. And the creep torque is not generated when the road slope calculated or acquired by the road condition acquisition means is equal to or less than a threshold value. And

この発明は、無駄に電力を消費させることなく、車両のずり下がりを防止することができる。   The present invention can prevent the vehicle from sliding down without consuming electric power wastefully.

図１は車両用制御装置のブロック図である。（実施例）FIG. 1 is a block diagram of a vehicle control device. (Example) 図２は傾斜量（傾斜角）に応じたクリープトトルクを設定したテーブルを示す図である。（実施例）FIG. 2 is a diagram showing a table in which a creep torque is set according to the amount of inclination (inclination angle). (Example) 図３は車両停止時のクリープトルク制御のフローチャートである。（実施例）FIG. 3 is a flowchart of creep torque control when the vehicle is stopped. (Example) 図４は平坦路における制御のタイムチャートである。（実施例）FIG. 4 is a time chart of control on a flat road. (Example) 図５は坂道における制御のタイムチャートである。（実施例）FIG. 5 is a time chart of control on a slope. (Example)

この発明は、無駄に電力を消費させることなく、車両のずり下がりを防止する目的を、路面の傾斜状態に応じてトルク量を変更して実現するものである。   The present invention achieves the object of preventing the vehicle from sliding down without consuming electric power wastefully by changing the amount of torque in accordance with the state of inclination of the road surface.

図１〜図５は、この発明の実施例を示すものである。
図１に示すように、ハイブリッド車や電気自動車等の電動車両（以下「車両」という）には、車両を駆動させるための駆動モータ１と、この駆動モータ１を制御するための制御装置２とが搭載される。
制御装置２は、駆動モータ１で発生させるクリープトルクのトルク量を制御する制御手段３を備える。
この制御手段３には、車両速度（以下「車速」という）を検出する車速検出手段４と、ブレーキペダルの踏み込み状態であるブレーキ操作をオン・オフで検出するブレーキ操作検出手段５と、アクセルペダルの踏み込み状態であるアクセル開度を検出するアクセル開度検出手段６とが接続している。
また、制御手段３には、車両が停止している路面の傾斜量を算出または取得する路面状態取得手段７として、加速度（Ｇ）センサ８が接続している。 1 to 5 show an embodiment of the present invention.
As shown in FIG. 1, an electric vehicle (hereinafter referred to as “vehicle”) such as a hybrid vehicle or an electric vehicle includes a drive motor 1 for driving the vehicle, and a control device 2 for controlling the drive motor 1. Is installed.
The control device 2 includes control means 3 that controls the amount of creep torque generated by the drive motor 1.
The control means 3 includes a vehicle speed detection means 4 for detecting a vehicle speed (hereinafter referred to as “vehicle speed”), a brake operation detection means 5 for detecting a brake operation in a depressed state of the brake pedal by on / off, and an accelerator pedal. The accelerator opening detecting means 6 for detecting the accelerator opening that is in the depressed state is connected.
The control unit 3, as the road surface condition acquisition unit 7 the vehicle is also calculated inclination amount of the road surface it is stopped acquires acceleration (G) sensor 8 is connected.

制御手段３は、車速検出手段４により検出された車速により車両が停止状態であり且つブレーキ操作検出手段５によりブレーキの操作が検出された場合に、路面状態取得手段７により取得した路面の傾斜量（傾斜角）に応じてトルク量を変更するトルク量変更手段３Ａを備える。
このトルク変更手段３Ａは、車両の停止状態が一定時間継続した場合に実行される。
このため、制御手段３には、図２に示すように、傾斜量（傾斜角（％））に応じたクリープトルク（Ｎｍ）が設定されている。なお、この図２において、傾斜量（傾斜角（％））がしきい値（２％）以下ではクリープトルクが不要と判断している。 The control means 3 is the amount of road surface inclination acquired by the road surface condition acquisition means 7 when the vehicle is stopped by the vehicle speed detected by the vehicle speed detection means 4 and the brake operation is detected by the brake operation detection means 5. Torque amount changing means 3A for changing the torque amount according to (inclination angle) is provided.
This torque changing means 3A is executed when the stop state of the vehicle continues for a certain time.
Therefore, a creep torque (Nm) corresponding to the amount of inclination (inclination angle (%)) is set in the control means 3 as shown in FIG. In FIG. 2, it is determined that creep torque is not required when the amount of inclination (inclination angle (%)) is equal to or less than the threshold value (2%).

即ち、この実施例では、路面状態取得手段７としての加速度（Ｇ）センサ８で路面の傾斜量（傾斜角）を認識して坂道を検知し、坂道の検知では、クリープトルクを零（０）とせずに、傾斜量（傾斜角）に応じてクリープトルクを残しておき、一方、平坦路の検知では、クリープトルクを零（０）とすることで、電力消費量の低減と、車両のずり下がり防止との両者を成立させる。また、坂道の検知では、瞬間的にブレーキペダルを離した場合においても、クリープトルクが予め残っているようにして、車両のずり下がりが発生することを防止している。   That is, in this embodiment, the acceleration (G) sensor 8 serving as the road surface condition acquisition means 7 recognizes the amount of road surface inclination (inclination angle) to detect a slope, and in detecting a slope, the creep torque is zero (0). Instead, the creep torque is left in accordance with the amount of inclination (inclination angle). On the other hand, in the detection of a flat road, the creep torque is set to zero (0), thereby reducing power consumption and vehicle shear. Both fall prevention is established. Further, in detecting a slope, even when the brake pedal is released momentarily, creep torque remains in advance to prevent the vehicle from falling down.

次に、この実施例に係る車両停止時のクリープトルク制御を、図３のフローチャートに基づいて説明する。
図３に示すように、制御手段３のプログラムがスタートすると（ステップＡ０１）、先ず、車両が停止状態にあるかどうかを判定、つまり、車速検出手段４により検出された車速が、車速≦ａ（所定値）か否かを判断する（ステップＡ０２）。
このステップＡ０２がＹＥＳの場合には、ブレーキペダルを踏んでいるかどうかを判定、つまり、ブレーキ操作検出手段５がオンか否かを判断する（ステップＡ０３）。
このステップＡ０３がＹＥＳの場合には、アクセルペダルを踏んでいるかを判定、つまり、アクセル開度検出手段６で検出されたアクセル開度が、アクセル開度≦ｂ（所定値）か否かを判断する（ステップＡ０４）。
このステップＡ０４がＹＥＳの場合には、クリープトルク制御条件成立のためのカウンタインクリメントを開始する（ステップＡ０５）。
一方、前記ステップＡ０２がＮＯの場合、前記ステップＡ０３がＮＯの場合、又は前記ステップＡ０４がＮＯの場合には、本制御を利用する状況でないと判断し、カウンタをリセットする（ステップＡ０６）。
前記ステップＡ０５の処理後は、カウンタが所定値（一定時間）ｄを経過したか否かを判断する（ステップＡ０７）。
このステップＡ０７がＹＥＳの場合には、クリープトルク制御条件が成立し（ステップＡ０８）、そして、傾斜量（傾斜角）に応じて指令トルクを算出する（ステップＡ０９）。
このステップＡ０９においては、図２のテーブルに基づいてクリープトルク量が設定され、傾斜量（傾斜角）がしきい値（２％）以下では、クリープトルクが不要と判断して零（０）とする。一方、傾斜量（傾斜角）がしきい値（２％）以上の坂道においては、プレーキリリースにおいて車両がずり下がらない程度のクリープトルクを発生させることで、車両発進時の車両のずり下がりを防止できる。
一方、ステップＡ０７がＮＯの場合、又は、前記ステップＡ０６の処理後は、クリープトルク制御条件が不成立であり（ステップＡ１０）、通常制御で指令トルクを算出する（ステップＡ１１）。
前記ステップＡ０９の処理後、又は前記ステップＡ１１の処理後は、このプログラムをリターンする（ステップＡ１２）。 Next, creep torque control when the vehicle is stopped according to this embodiment will be described based on the flowchart of FIG.
As shown in FIG. 3, when the program of the control means 3 is started (step A01), first, it is determined whether or not the vehicle is in a stopped state, that is, the vehicle speed detected by the vehicle speed detection means 4 is vehicle speed ≦ a ( It is determined whether or not (a predetermined value) (step A02).
If this step A02 is YES, it is determined whether or not the brake pedal is depressed, that is, whether or not the brake operation detecting means 5 is on (step A03).
If this step A03 is YES, it is determined whether or not the accelerator pedal is depressed, that is, whether or not the accelerator opening detected by the accelerator opening detecting means 6 is accelerator opening ≦ b (predetermined value). (Step A04).
When this step A04 is YES, the counter increment for satisfying the creep torque control condition is started (step A05).
On the other hand, when step A02 is NO, when step A03 is NO, or when step A04 is NO, it is determined that this control is not being used, and the counter is reset (step A06).
After the process of step A05, it is determined whether or not the counter has passed a predetermined value (a fixed time) d (step A07).
When step A07 is YES, the creep torque control condition is satisfied (step A08), and the command torque is calculated according to the amount of inclination (inclination angle) (step A09).
In this step A09, the creep torque amount is set based on the table of FIG. 2, and when the inclination amount (inclination angle) is equal to or less than the threshold value (2%), it is determined that the creep torque is unnecessary, and is zero (0). To do. On the other hand, on slopes where the amount of tilt (tilt angle) is more than the threshold (2%), creep torque is generated to the extent that the vehicle does not slide down during brake release, thereby preventing the vehicle from falling down when the vehicle starts. it can.
On the other hand, when step A07 is NO or after the processing of step A06, the creep torque control condition is not established (step A10), and the command torque is calculated by the normal control (step A11).
After the process of step A09 or after the process of step A11, this program is returned (step A12).

図４、図５には、平坦路の停車時の場合と坂道の停車時の場合との制御のタイムチャートを示す。
図４には、平坦路の停車時の場合を示す。図５には、坂道の停車時の場合を示す
平坦路の停車時の場合には、図４に示すように、地点Ａにおいて、車速が所定値ａ以下、ブレーキ操作検出手段５がオン、アクセル開度が所定値ｂ以下となり、クリープトルク制御の成立のためにカウンタをインクリメントする。
そして、地点Ｂにおいて、カウンタが所定値（一定時間）ｄ以上となり、クリープトルク制御条件が成立すると、傾斜量（傾斜角）に応じて、図２のテーブルで設定されたクリープトルクへと移行する。このとき、クリープトルクが零（０）になるため、無駄な電力の消費を防ぐことができる。
一方、坂道の停車時の場合には、図５に示すように、クリープトルクを零（０）にすると、次回の発進時に車両のずり下がりが発生してしまうため、任意の値Ｈのクリープトルクを発生させることにより、車両のずり下がりを防ぐことができる。 4 and 5 show time charts of control when the flat road is stopped and when the hill is stopped.
FIG. 4 shows a case of stopping on a flat road. FIG. 5 shows a case of stopping on a hill. In a case of stopping on a flat road, as shown in FIG. 4, at a point A, the vehicle speed is a predetermined value a or less, the brake operation detecting means 5 is turned on, The opening degree becomes equal to or less than the predetermined value b, and the counter is incremented to establish the creep torque control.
Then, at the point B, when the counter becomes a predetermined value (a certain time) d or more and the creep torque control condition is satisfied, the creep torque set in the table of FIG. 2 is shifted according to the amount of inclination (inclination angle). . At this time, since the creep torque becomes zero (0), wasteful power consumption can be prevented.
On the other hand, when the vehicle is stopped on a slope, as shown in FIG. 5, if the creep torque is set to zero (0), the vehicle will slip down at the next start. By generating the vehicle, it is possible to prevent the vehicle from sliding down.

この結果、この実施例において、制御手段３は、車速検出手段４により検出された車速により車両が停止状態であり且つブレーキ操作検出手段５によりブレーキの操作が検出された場合に、路面状態取得手段７により取得した路面の傾斜量に応じてトルク量を変更するトルク量変更手段３Ａを備える。
このような構成により、車両の停止状態を維持できる程度のトルク量を発生するだけであるため、無駄に電力を消費することがない。これにより、クリープトルクのためだけに必要な発電量（あるいは充電量）を低減させることが可能である。
また、路面状態取得手段７は、加速度センサ８である。トルク量変更手段３Ａは、車両の停止状態が一定時間継続した場合に実行される。
このような構成により、路面状態取得に加速度センサ８を用いた場合でも、精度の高いトルク量の変更制御を実現できる。 As a result, in this embodiment, when the vehicle is stopped by the vehicle speed detected by the vehicle speed detecting means 4 and the brake operation is detected by the brake operation detecting means 5, the control means 3 is the road surface condition acquiring means. Torque amount changing means 3 </ b> A for changing the amount of torque according to the amount of road surface inclination obtained by 7.
With such a configuration, only a torque amount that can maintain the stop state of the vehicle is generated, so that power is not wasted. Thereby, it is possible to reduce the electric power generation amount (or charge amount) required only for creep torque.
The road surface condition acquisition means 7 is an acceleration sensor 8. The torque amount changing means 3A is executed when the stop state of the vehicle continues for a certain time.
With such a configuration, even when the acceleration sensor 8 is used to acquire the road surface state, it is possible to realize highly accurate torque amount change control.

この発明に係る車両用制御装置を、各種車両に適用可能である。   The vehicle control device according to the present invention can be applied to various vehicles.

１ 駆動モータ
２ 制御装置
３ 制御手段
３Ａ トルク量変更手段
４ 車速検出手段
５ ブレーキ操作検出手段
６ アクセル開度検出手段
７ 路面状態取得手段
８ 加速度（Ｇ）センサ DESCRIPTION OF SYMBOLS 1 Drive motor 2 Control apparatus 3 Control means 3A Torque amount change means 4 Vehicle speed detection means 5 Brake operation detection means 6 Accelerator opening degree detection means 7 Road surface condition acquisition means 8 Acceleration (G) sensor

Claims (2)

車両を駆動する駆動モータで発生させるクリープトルクのトルク量を制御する制御手段を備える車両用制御装置において、
車両速度を検出する車速検出手段と、
ブレーキ操作を検出するブレーキ操作検出手段と、
アクセル開度を検出するアクセル開度検出手段と、
車両が停止している路面の傾斜量を算出または取得する路面状態取得手段と、
前記路面状態取得手段により算出または取得された路面の傾斜量に応じて前記クリープトルクのトルク量を変更するトルク量変更手段とを備え、
前記車速検出手段により検出された車両速度が所定値以下となり、前記ブレーキ操作検出手段によりブレーキ操作が検出され、且つ前記アクセル開度検出手段により検出されたアクセル開度が所定値以下となった場合に、前記クリープトルクを発生させ、
前記車速検出手段により検出された車両速度により車両が停止状態であり、且つ前記ブレーキ操作検出手段によりブレーキの操作が検出された場合に、前記クリープトルクのトルク量を前記路面状態取得手段により算出または取得された路面の傾斜量に応じて変更するとともに、
前記路面状態取得手段により算出または取得された路面の傾斜量がしきい値以下の場合に、前記クリープトルクを発生させないことを特徴とする車両用制御装置。 In a vehicle control device comprising control means for controlling the amount of creep torque generated by a drive motor that drives a vehicle,
Vehicle speed detecting means for detecting the vehicle speed;
Brake operation detecting means for detecting the brake operation;
An accelerator opening detecting means for detecting the accelerator opening;
Road surface condition acquisition means for calculating or acquiring the amount of inclination of the road surface on which the vehicle is stopped;
Torque amount changing means for changing the torque amount of the creep torque according to the road surface inclination amount calculated or acquired by the road surface state acquiring means,
When the vehicle speed detected by the vehicle speed detecting means is less than a predetermined value, the brake operation is detected by the brake operation detecting means, and the accelerator opening detected by the accelerator opening detecting means is less than a predetermined value. And generating the creep torque,
When the vehicle is stopped by the vehicle speed detected by the vehicle speed detection means and the brake operation is detected by the brake operation detection means, the torque amount of the creep torque is calculated by the road surface condition acquisition means or While changing according to the acquired slope amount of the road surface,
The vehicle control apparatus according to claim 1, wherein the creep torque is not generated when a road surface inclination amount calculated or acquired by the road surface state acquisition unit is equal to or less than a threshold value. 前記路面状態取得手段は、加速度センサであり、
前記トルク量変更手段は、車両の停止状態が一定時間継続した場合に実行されることを特徴とする請求項１に記載の車両用制御装置。 The road surface state acquisition means is an acceleration sensor,
The vehicle control device according to claim 1, wherein the torque amount changing unit is executed when a stop state of the vehicle continues for a predetermined time.
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