JP7112889B2 - Vehicle with motor - Google Patents

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a motor-equipped vehicle equipped with a driving prime mover including an electric motor.

An electric vehicle or a hybrid vehicle is known as a vehicle equipped with an electric motor for running. An electric vehicle is not equipped with an engine (internal combustion engine), but is equipped with an electric motor as a prime mover for running. A hybrid vehicle is equipped with both an engine and an electric motor (see, for example, Patent Document 1). A hybrid vehicle can take three states: a state in which the engine is stopped and the electric motor is driven, a state in which the electric motor is stopped and the engine is driven, and a state in which both the electric motor and the engine are driven.

JP 2005-247247 A

By the way, a hybrid vehicle is programmed in advance so that the operating conditions of the engine and the electric motor are appropriately selected according to the vehicle conditions (for example, accelerator demand, remaining battery capacity, etc.). can be selected by the user. However, if there are many choices to be provided to the user, the input work load on the user becomes high, it takes time to start driving, and erroneous input is likely to occur. On the other hand, if the number of options provided to the user is small, the user's input work load is reduced, but the user's convenience is reduced because the variation of the driving state is limited.

In addition, since a change in driving state may involve a large change in driving feeling, it is required that the user is surely aware of the start of execution of the change. On the other hand, if the user is forced to perform excessive confirmation work when starting to change the driving state, there is a problem that the user's convenience is reduced.

Therefore, the present invention provides the user with a variety of operation state selection candidates, prevents the number of operation mode program options to be selected by the user at the time of start-up, and improves user confirmation and convenience of operation state changes. It is intended to be compatible with the prevention of deterioration.

A motor-equipped vehicle according to an aspect of the present invention is a motor-equipped vehicle equipped with a driving prime mover including an electric motor, and includes an accelerator sensor that detects an operation amount of an accelerator operator operated by a user, It has an input device for inputting, a first operator and a second operator operated by a user, the processor and the memory, and when the first operator is operated and then the second operator is operated, a controller for starting control of the electric motor in response to a detection signal from the accelerator sensor, wherein the memory stores a plurality of types of operation modes in which at least one of whether or not to operate the electric motor and an operation mode is determined. The program is stored, the input device receives a mode selection input for selecting one operation mode program from the plurality of types of operation mode programs, and after the mode selection input, in the selected operation mode program receiving a setting adjustment input for adjusting a setting; and when the mode selection input is made with the input device, the processor suspends the selected operation mode program until the second operating device is operated, When the operation device is operated, the selected operation mode program is determined, the electric motor is controlled according to the determined operation mode program, and the setting adjustment input in the determined operation mode program is performed by the input device. Then, regardless of whether or not the second manipulator is operated, the adjusted setting is determined, and the electric motor is controlled according to the determined setting.

According to the above configuration, after the user selects one of a plurality of types of operation mode programs, the user is allowed to adjust the settings of the selected operation mode program as necessary, so that the user can select a variety of operation state candidates. However, it is possible to prevent the number of operation mode program options selected by the user at startup from increasing, thereby reducing the user's input load and preventing erroneous input. In addition, since the operation mode program selected by the mode selection input is not confirmed unless the second manipulator is operated, it is possible to make the user aware of the start of execution of a large change in the operation state. On the other hand, since the settings adjusted by the setting adjustment input are immediately fixed without the operation of the second operating device, a small change in the operating state is immediately executed, and the user's convenience can be prevented from deteriorating.

The processor may be configured to prohibit or withhold determination of the adjusted settings when a predetermined running condition is established, even if the setting adjustment input is performed by the input device.

According to the above configuration, the setting adjusted by the setting adjustment input is prohibited or suspended when the predetermined running condition is satisfied, thereby preventing the setting change from being performed when the change in the vehicle behavior is not desired. can be realized. Conversely, when a change in vehicle behavior is not desired, the setting adjusted by the setting adjustment input is prohibited or suspended. It can be fixed immediately without the operation of .

The motor-equipped vehicle is a lean vehicle that turns by tilting the vehicle body. It is determined that at least one specific state has occurred among a rapid acceleration state in which the rotational deceleration or running deceleration of the prime mover is a predetermined value or more, and a braking state in which the brake pressure is a predetermined value or more. When the occurrence of the specific state is determined, the processor prohibits or suspends confirmation of the adjusted setting even if the setting adjustment input is made with the input device. good.

According to the above configuration, in a lean vehicle that is relatively lightweight and has a large influence on the rider by the behavior of the vehicle body, the setting adjusted by the setting adjustment input is prohibited or withheld in a specific state in which the rider is sensitive to changes in the behavior of the vehicle body. Therefore, it is possible to ensure good vehicle operability in the specific state. Conversely, in certain states in which the rider is sensitive to changes in vehicle behavior, the settings adjusted by the setting adjustment input are prohibited or withheld. It is possible to realize a configuration in which the determination is immediately made even without the operation of the second manipulator.

The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover, and the plurality of types of driving mode programs satisfy a predetermined first driving condition. the engine is stopped and the power generated by the electric motor is transmitted to the drive wheels when a second running condition is established, and the power generated by the engine is transmitted to the drive wheels when a predetermined second running condition is satisfied. A configuration may include a mode program and an engine priority mode program for transmitting power generated by the engine to the driving wheels when any of the first running condition and the second running condition is satisfied.

According to the above configuration, it is possible to provide the user with selection candidates for various operating states by setting adjustment input after the mode selection input, while making it possible to select the fuel consumption priority mode or the engine priority mode as the operation mode program. can.

The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the driving wheels is further mounted as the prime mover, and the plurality of types of driving mode programs satisfy a predetermined third driving condition. an engine drive mode program for transmitting the power generated by the engine to the drive wheels and stopping the electric motor when the third running condition is satisfied; and a power generation priority mode program for causing the electric motor to regenerate the power generated by the engine.

According to the above configuration, it is possible to select the engine drive mode or the power generation priority mode as the operation mode program, and to provide the user with selection candidates for various operation states by setting adjustment input after the mode selection input. can.

The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the driving wheels is further mounted as the prime mover, and the setting adjustment input is set when a predetermined acceleration condition is satisfied. a first setting for increasing the torque applied to the drive wheels from the above and switching the electric motor from the regenerative state to the driving support state for applying the driving force; and an operation different from the first setting when the acceleration condition is satisfied. A second setting to be performed may be selectively input.

According to the above configuration, the torque of the electric motor is increased by switching the electric motor from the negative torque state (regenerative state) to the positive torque (driving state) by the setting adjustment input after roughly selecting the mode by the mode selection input. It is possible to select between a setting that realizes rapid acceleration using positive/negative change and a setting that does not perform the driving support state, thereby realizing various driving states.

In the first setting, when the acceleration condition is satisfied, the power generated by accelerating the engine is transmitted to the driving wheels, and the power generated by the electric motor is switched from the regenerative state to the driving state. is transmitted to the drive wheels, and in the second setting, when the acceleration condition is satisfied, the state of the electric motor is maintained or stopped and the torque applied from the engine to the drive wheels is increased.

According to the above configuration, the electric motor is switched from the negative torque state to the positive torque state by the setting adjustment input after the rough mode selection is made by the mode selection input, thereby performing rapid acceleration using the positive/negative change of the torque of the electric motor. It is possible to select a setting to be realized or a setting to realize normal acceleration without performing the driving support state, and various driving states can be realized.

The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover, and the engine is also provided so as to be able to drive a generator that charges a battery, The setting adjustment input starts the engine with the power transmission path between the engine and the driving wheels disconnected when the remaining amount of the battery becomes less than a predetermined threshold value while the vehicle is stopped. A charge priority setting for driving a generator, and maintaining the same state as before the remaining amount of the battery becomes less than the threshold even if the remaining amount of the battery becomes less than the threshold while the vehicle is stopped. and a noise prevention setting.

According to the above configuration, it is possible to select charging priority setting or noise prevention setting by setting adjustment input after rough mode selection by mode selection input, and various operating states can be realized.

The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the driving wheels is further mounted as the prime mover, and the setting adjustment input is set when a predetermined fourth driving condition is satisfied. a first parallel drive setting in which the power generated by the engine is transmitted to the drive wheels and the power generated by the electric motor is transmitted to the drive wheels in a first pattern; and when the fourth running condition is satisfied. and a second parallel drive setting for transmitting power generated by the engine to the drive wheels and setting the operation of the electric motor to a second pattern different from the first pattern.

According to the above configuration, the operation pattern of the electric motor can be selected by setting adjustment input after rough mode selection by mode selection input, and various operating states can be realized.

According to the present invention, while providing the user with a variety of operation state selection candidates, it is possible to prevent the number of operation mode program options to be selected by the user at the time of start-up, and to allow user confirmation and convenience of changing the operation state. can be compatible with the prevention of a decrease in

1 is a block diagram of a parallel hybrid motorcycle according to a first embodiment; FIG. 2 is a block diagram of a control system of the motorcycle shown in FIG. 1; FIG. 3A to 3C are drawings for explaining the power transmission state of the motorcycle shown in FIG. 1; FIG. (A) to (D) are maps showing the relationship between the required torque and the engine speed in each mode. (A) is a timing chart for the first acceleration setting, and (B) is a timing chart for the second acceleration setting. (A) is a timing chart for setting the first parallel drive, and (B) is a timing chart for setting the second parallel drive. FIG. 2 is a flowchart for explaining procedures for mode selection and setting adjustment of the motorcycle shown in FIG. 1; FIG.

Embodiments will be described below with reference to the drawings.

(First embodiment)
FIG. 1 is a block diagram of a parallel hybrid motorcycle 1 according to the first embodiment. In the present embodiment, a motorcycle, which is a type of lean vehicle that turns with its body tilted, will be described as an example of a motor-equipped vehicle, but a vehicle such as a utility vehicle may also be used. As shown in FIG. 1, the motorcycle 1 includes an engine E (internal combustion engine) as a drive source for running and a drive source for power generation, and an electric motor M as a drive source for running and a generator. That is, the engine E is a driving engine that generates driving power to be transmitted to the drive wheels 2, and the motorcycle 1 is of a parallel hybrid system.

The motorcycle 1 is provided with a transmission 3 that shifts power from the engine E and the electric motor M and transmits the power to the driving wheels 2 . The transmission 3 is, for example, a dog-clutch transmission and has an input shaft 4 and an output shaft 5 . Power is input from the engine E and the electric motor M to the input shaft 4 . The output shaft 5 transmits power to the drive wheels 2 via an output transmission mechanism C (eg, chain or belt). The input shaft 4 is coupled to the output shaft 5 via a plurality of sets of gear trains 6 having different reduction ratios so that power can be transmitted.

In the transmission 3 , shift forks 8 to 10 are slidably supported on a support shaft 7 provided parallel to the input shaft 4 and the output shaft 5 . One end of shift fork 8 is connected to dog gear 6 a of input shaft 4 , and one end of other shift forks 9 and 10 are connected to dog gears 6 b and 6 c of output shaft 5 . The other ends of the shift forks 8-10 are fitted into the guide grooves G of the shift drum 11. As shown in FIG.

When the shift drum 11 rotates in conjunction with the operation of a shift operator (not shown) by the user, the shift forks 8 to 10 guided by the guide grooves G slide the corresponding dog gears 6a to 6c along the output shaft 5. Then, one set of the gear train 6 having a desired reduction ratio is brought into the power transmission state, and the power transmission path of the desired gear stage is selected. The shift operator is, for example, a shift pedal operated by the user's foot. When the shift drum 11 is rotated to the neutral stage position, the transmission 3 enters a neutral state in which power transmission between the input shaft 4 and the output shaft 5 is cut off.

The electric motor M generates power from the power supplied from the battery 12 via the inverter 13 , and can also generate power from the power transmitted from the input shaft 4 of the transmission 3 to charge the battery 12 . The electric motor M is connected to the input shaft 4 of the transmission 3 via a power transmission mechanism (for example, gears or belts). That is, the electric motor M is connected to the input shaft 4 through a power transmission path different from that of the engine E.

A crankshaft Ea of the engine E is connected to the input shaft 4 of the transmission 3 via a main clutch 14 (for example, a multi-plate clutch) so as to be able to transmit power. A main clutch 14 is provided at one end of the input shaft 4 , and a hydraulic cylinder 15 is provided at the other end of the input shaft 4 . A hydraulic control unit 16 is connected to the hydraulic cylinder 15 . When a clutch actuation command is input to the hydraulic control unit 16, the hydraulic control unit 16 supplies hydraulic pressure of a predetermined value or more to the hydraulic cylinder 15, and the main clutch 14 is operated from the hydraulic cylinder 15 via a rod inserted through the input shaft 4. , and the main clutch 14 is disengaged. When a clutch release command is input to the hydraulic control unit 16, the hydraulic control unit 16 releases the hydraulic pressure to the hydraulic cylinder 15, and the main clutch 14 is brought into the engaged state. That is, the hydraulic cylinder 15 and hydraulic control unit 16 constitute a clutch actuator 17 .

FIG. 2 is a block diagram of the control system of the motorcycle 1 shown in FIG. As shown in FIGS. 1 and 2, the motorcycle 1 is provided with a controller 18 . The controller 18 receives output signals from the input device 21, the first operating device 22, the second operating device 23, the battery management unit 24, the accelerator sensor 25, the vehicle speed sensor 26, the engine speed sensor 27, and the like. The battery management unit 24 detects the remaining amount, voltage, and the like of the battery 12 .

The input device 21, the first operating device 22 and the second operating device 23 are provided, for example, on a bar handle (not shown) of the motorcycle 1 or in the vicinity thereof. The input device 21 is configured so that a plurality of types of instructions can be input to the controller 18 by the user's input, and can be configured by, for example, an input button, an input stick, a touch panel display, or the like. The first operating device 22 is configured to be capable of transmitting an ON signal to the controller 18 by being operated by a user, and can be configured by, for example, a master key cylinder, a keyless entry receiver, or the like. The second operating device 23 is configured to be capable of transmitting a confirmation signal to the controller 18 by being operated by the user, and may be configured by an input button or the like, for example. The input device 21, the first manipulator 22 and the second manipulator 23 may be different from each other. Input operations of the input device 21 and the second operating device 23 become effective after the first operating device 22 is operated (ON).

The accelerator sensor 25 detects the operation amount (that is, acceleration/deceleration request degree) of an accelerator operator (not shown) operated by the user. A vehicle speed sensor 26 detects the running speed of the motorcycle 1 . The engine rotation speed sensor 27 detects the rotation speed of the engine E crankshaft Ea.

The controller 18 has a processor 30, a memory 31 and I/O interfaces 32 and 33 in terms of hardware. The controller 18 has a mode program execution section 34 , a setting adjustment section 35 , a required torque calculation section 36 , a motor control section 37 , an engine control section 38 , a clutch control section 39 and a mode program storage section 40 in terms of functions. The mode program execution unit 34, the setting adjustment unit 35, the required torque calculation unit 36, the motor control unit 37, the engine control unit 38, and the clutch control unit 39 allow the processor 30 to receive information from the input device 21 via the I/O interface. It is realized by receiving and arithmetically processing according to a program stored in the memory 31 according to the information. Mode program storage unit 40 is implemented by memory 31 .

The mode program storage unit 40 preliminarily stores a plurality of types of operation mode programs in which whether or not to operate the electric motor M and the engine E and the operation modes are determined. For example, the driving mode program determines changes in the states of the electric motor M and the engine E according to vehicle conditions (for example, required torque, engine speed, etc.).

The mode program execution unit 34 reads a mode program corresponding to the mode selected by the user through the input device 21 from the mode program storage unit 40, and according to the read mode program, the required torque calculation unit An operation command value is output to a motor control unit 37, an engine control unit 38, and a clutch control unit 39 according to the required torque calculated in 36. The setting adjustment unit 35 changes the setting of the mode program executed by the mode program execution unit 34 in accordance with the content of the user's setting adjustment input to the input device 21 .

The required torque calculation unit 36 obtains the user's requested acceleration value (or deceleration requested value) from the output signal of the accelerator sensor 25, and also obtains the running state of the motorcycle 1 from the output signals of the vehicle speed sensor 26, the engine speed sensor 27, and the like. , the torque of the drive wheels 2 (that is, the required torque) required to match the running state of the motorcycle 1 with the acceleration/deceleration request value of the user is calculated.

The motor control section 37 controls the operation of the electric motor M by controlling the inverter 13 according to the command from the mode program execution section 34 . The engine control unit 38 controls the operation of the engine E by controlling the fuel injector 41 , the ignition device 42 and the throttle device 43 according to commands from the mode program execution unit 34 . Clutch control unit 39 controls clutch actuator 17 in accordance with a command from mode program execution unit 34 . In this embodiment, one controller 18 is used, but the functions may be distributed to a plurality of controllers.

FIGS. 3A to 3C are drawings for explaining the power transmission state of the motorcycle 1 shown in FIG. As shown in FIGS. 3A to 3C, the power transmission state of the motorcycle 1 includes an HEV state (engine/motor running state), an EG state (engine running state), and an EV state (motor running state). have. Each power transmission state is selected according to the mode program stored in the mode program storage unit 40 .

As shown in FIG. 3A, in the HEV state, the main clutch 14 is in the connected state, the electric motor M is in the driving state, and the engine E is in the driving state. That is, in the HEV state, driving power is transmitted from both the engine E and the electric motor M to the drive wheels 2 . As shown in FIG. 3B, in the EG state, the main clutch 14 is in the engaged state, the electric motor M is in the regenerative state, and the engine E is in the driving state. That is, in the EG state, the driving power is transmitted to the drive wheels 2 only from the engine E, and the power from the engine E is transmitted to the electric motor M via the input shaft 4 to generate electricity. In the EG state, the electric motor M may be in a free-running state (a state in which the motor circuit is open so as not to generate resistance due to electromotive force generation) instead of being in a regenerative state. As shown in FIG. 3C, in the EV state, the main clutch 14 is disengaged, the electric motor M is driven, and the engine E is stopped. That is, in the EV state, the driving power is transmitted to the drive wheels 2 only from the electric motor M.

FIGS. 4A to 4D are maps showing the relationship between the required torque and engine speed in each mode. Contour lines in the map indicate the thermal efficiency of the engine E, and the symbol X indicates the position where the efficiency is the highest. A line with the symbol RL in the map means a steady torque required when the vehicle is running, and is called a road load. The map is stored in the mode program storage unit 40 as part of the mode program, and the HEV area/EG area/EV area are assigned to the map.

Each mode program pre-stored in the mode program storage unit 40 includes selection of one state from the HEV state, the EG state, or the EV state, and how to determine the operation contents of the electric motor M/engine E in the selected state. Rules are written, and each mode program differs from each other in at least part of the rule contents. An example of rules written in each mode program is described below.

As shown in FIG. 4A, in mode 1, when a predetermined first running condition is satisfied, the engine E is stopped and the EV state is set in which the power generated by the electric motor M is transmitted to the drive wheels 2, and the predetermined driving condition is established. The HEV state is set in which the power generated by the engine E and the electric motor M is transmitted to the drive wheels 2 when the second running condition is satisfied, and the electric motor M is stopped or regenerated when the third running condition is satisfied. , the EG state in which the power generated by the engine E is transmitted to the driving wheels 2 .

Specifically, when the required torque calculated by the required torque calculation unit 36 is low torque less than the predetermined threshold value T (EV region), the thermal efficiency of the engine E is low, so regardless of the engine speed, the EV state and When the required torque is equal to or greater than the threshold T and lower than the load line RL (HEV region), the HEV state is set when the engine speed is greater than a predetermined value. When the required torque is equal to or greater than the threshold T and equal to or greater than the load line RL (EG region), the thermal efficiency of the engine E is good, so the EG state is set.

That is, since the mode 1 program has an EV region in which the engine E is not used, it is a fuel consumption priority mode program. In the fuel consumption priority mode program, since there is an EV region in which driving with the electric motor M is prioritized without using the engine E, the user can select mode 1 according to the usage environment, without generating engine noise. It can be realized to run. Further, the mode 1 program also serves as an engine drive mode program because the EG state is set when the required torque is equal to or higher than the load line RL.

As shown in FIG. 4B, mode 2 is the same as mode 1 in the EV region and HEV region, but differs in operation in the EG region. When the required torque calculated by the required torque calculator 36 is equal to or greater than the threshold value T and equal to or greater than the load line RL, the power generated by the engine E is transmitted to the driving wheels 2 and the power generated by the engine E is used to operate the electric motor M to regenerate (generate power). As a result, the engine E generates positive torque in an amount corresponding to the amount of negative torque generated by regeneration of the electric motor M, so that the engine E can be operated in a high thermal efficiency region. That is, the mode 2 program is a power generation priority mode program.

As shown in FIG. 4C, mode 4 has an HEV region and an EG region, but no EV region. The power generated by the engine E is transmitted to the drive wheels 2 under any running conditions. Specifically, even when the required torque is less than the threshold value T, the electric motor M is not driven. That is, mode 4 is an engine priority mode program.

As shown in FIG. 4(D), mode 5 is the same as mode 4 in that there is no EV region and the operation in the HEV region is the same as mode 4, but the operation in the EG region is different like mode 2. When the required torque calculated by the required torque calculator 36 is greater than or equal to the load line RL, the power generated by the engine E is transmitted to the drive wheels 2 and the power generated by the engine E is regenerated (generated) by the electric motor M. Let As a result, the engine E generates positive torque in an amount corresponding to the amount of negative torque generated by regeneration of the electric motor M, so that the engine E can be operated in a high thermal efficiency region. That is, the mode 5 program is a power generation priority mode program.

In each mode program described above, changes in the operation (for example, ON/OFF) of the electric motor M and the engine E are determined based on the required torque obtained by referring to the accelerator operation amount, vehicle speed, and engine speed. However, it may be determined based on other factors. For example, in each mode program, vehicle conditions include road conditions on which the motorcycle 1 travels (e.g., road gradient, road shape, etc.), number of passengers, road surface conditions (e.g., on-road, off-road, snow surface, etc.), IMU A change in the operation of the electric motor M and the engine E may be determined based on the acceleration rate sensor value, the remaining battery level, or other control commands (eg, ABS command, auto-cruise command, etc.).

Next, adjustment of settings in the selected mode program will be described. The settings in the mode program are determined according to the vehicle state (for example, information from the battery management unit 24, the vehicle speed sensor 26, the engine speed sensor 27, etc.) and the user's request (for example, information from the accelerator sensor 25). and/or variations in the engine E operating pattern. A setting adjustment input, which is an input for changing the setting, is input by the user using the input device 21 to the setting adjustment section 35, and the setting adjustment section 35 instructs the mode program execution section 34 to complete the setting. adjusted. An example of setting in the mode program will be described below.

FIG. 5A is a timing chart for the first acceleration setting, and FIG. 5B is a timing chart for the second acceleration setting. As shown in FIG. 5A, in the first acceleration setting, the power generated by the engine E is transmitted to the driving wheels 2 and the power generated by the engine E is used to regenerate the electric motor M. When a predetermined rapid acceleration condition is established in which the accelerator operation element is rapidly accelerated and the accelerator sensor 25 detects a rate of increase in the degree of opening greater than or equal to a predetermined value, the mode program execution unit 34 instructs the engine control unit 38 to start the engine While accelerating by increasing the torque of E, the motor controller 37 is instructed to change the electric motor M from the regenerative state to the stopped state (free-run state), or the electric motor M is maintained in the regenerative state. Alternatively, the torque of the engine E may be maintained or reduced, and the drive wheels 2 may be accelerated by torque transmission from the electric motor M to the drive wheels 2 when a predetermined rapid acceleration condition is satisfied.

On the other hand, as shown in FIG. 5B, in the second acceleration setting, the power generated by the engine E is transmitted to the driving wheels 2 and the power generated by the engine E is used to regenerate the electric motor M. When the rapid acceleration condition is satisfied, the torque applied from the engine E to the driving wheels 2 is increased to accelerate the vehicle, and the electric motor M is switched from the regenerative state to the driving support state (acceleration driving state) to apply the driving force. As described above, in the second acceleration setting, by switching the electric motor M from the negative torque state (regenerative state) to the positive torque (drive state), it is possible to realize rapid acceleration using the positive/negative change of the torque of the electric motor M. can. That is, the second acceleration setting is a setting that enables a steeper acceleration than the first acceleration setting with respect to the same acceleration request.

When the condition for rapid acceleration is satisfied while the electric motor M is in the regenerative state, the torque applied from the engine E to the driving wheels 2 is increased to accelerate the driving wheels 2, and the electric motor M is switched from the regenerative state to the driving state to drive the driving wheels. The operation of applying torque to 2 may be applied not only to hybrid vehicles having multiple types of mode programs, but also to general hybrid vehicles.

FIG. 6A is a timing chart for setting the first parallel drive, and FIG. 6B is a timing chart for setting the second parallel drive. As shown in FIG. 6(A), in the first parallel drive setting, when it is determined that the drive wheels 2 have slipped, for example, when it is detected that the difference in rotational speed between the front and rear wheels exceeds a predetermined threshold value, The torque of the engine E is reduced and corrected to promote recovery of traction. When it is determined that the slip has been eliminated, the reduction correction of the torque of the engine E is eliminated.

On the other hand, as shown in FIG. 6B, in the second parallel drive setting, when it is determined that the drive wheels 2 have slipped, the torque of the engine E is reduced and corrected, and the electric motor M is intermittently (or periodically) driven. ) to intermittently (or periodically) transmit power to the drive wheels 2 to promote early recovery of traction. When it is determined that the slip has been eliminated, the reduction correction of the torque of the engine E is eliminated, and the intermittent operation of the electric motor M is also stopped. In this way, it is possible to increase the options for driving feeling.

The operation pattern of the electric motor M in the first parallel drive setting and the operation pattern of the electric motor M in the second parallel drive setting may be different from each other under the same running conditions. good too. For example, in either the first parallel drive setting or the second parallel drive setting, the negative torque portion of the periodic torque fluctuation of the engine E is canceled by the positive torque of the electric motor M to reduce the total torque fluctuation. Alternatively, the positive torque of the electric motor M may be superimposed on the positive torque portion of the periodic torque fluctuation of the engine E to increase the total torque fluctuation.

FIG. 7 is a flowchart for explaining procedures for mode selection and setting adjustment of the motorcycle 1 shown in FIG. As shown in FIG. 7, first, when the first operating device 22 is turned ON (step S1: Y), the input device 21 performs a mode selection input for selecting one mode program from the plurality of types of mode programs described above. accept. When the user performs a mode selection input with the input device 21 (step S2: Y), the mode program execution unit 34 suspends the selected mode program until the second operating device 23 is operated next time (step S3). .

Next, when the second operating device 23 is turned ON (step S4), the suspended mode program is confirmed (step S5), and the mode program executing section 34 changes the confirmed mode program to the default setting. (step S6).

After the execution of the mode program is started (step S6), that is, even after the vehicle becomes ready to run, the input device 21 receives mode selection input (mode change) (step S7) and setting adjustment input (step S9). . After the execution of the mode program is started, when the user performs a mode selection input with the input device 21 (step S7: Y), it is determined whether or not a predetermined driving condition is satisfied in order to determine whether or not the mode can be changed (step S8). ). If the running condition is not satisfied (step S8: N), the mode program execution unit 34 proceeds to step S3 because the running state allows mode change. On the other hand, if the running condition is satisfied (step S8: Y), even if a new mode selection input is made, confirmation of the selected mode program is prohibited.

Various conditions are conceivable as the running condition for determining whether or not the mode can be changed. That is, while the vehicle is running, the mode program execution unit 34 prohibits confirmation of the selected mode program even if a mode change is input through the input device 21 . Note that the mode program executing unit 34 may suspend confirmation of the selected mode program while the vehicle is running, and confirm the selected mode program when the vehicle stops.

The input device 21 receives a setting adjustment input for adjusting settings in the mode program being executed (step S9). If the setting adjustment input is not performed (step S9: N), the process proceeds to step S6. When setting adjustment input is performed (step S9: Y), it is determined whether or not predetermined driving conditions are satisfied in order to determine whether setting adjustment is possible (step S10). When the setting adjustment unit 35 determines that the driving condition is not satisfied (step S10: N), the setting adjustment unit 35 confirms the input setting adjustment (step S11), and instructs the mode program execution unit 34 to perform the confirmed setting adjustment. . On the other hand, when the running condition for determining whether the setting adjustment is possible is satisfied (step S10: Y), the setting adjusting section 35 prohibits the setting adjustment even if the setting adjustment input is made.

For example, the running conditions for determining whether the setting adjustment is possible include a state in which the vehicle body is tilted by a predetermined angle or more compared to an upright posture, and a rotational acceleration or running acceleration of the prime mover (engine E and/or electric motor M) at a predetermined value. or above, a rapid deceleration state in which the rotational deceleration or travel deceleration of the prime mover (engine E and/or electric motor M) is equal to or greater than a predetermined value, and a braking state in which brake pressure is equal to or greater than a predetermined value. It is a condition under which it is determined that a specific state occurs. In other words, when the occurrence of the specific state is determined, the setting adjustment unit 35 prohibits the setting of the adjusted setting even if the input device 21 inputs the setting adjustment. Note that the setting adjustment unit 35 may suspend the determination of the adjusted settings when it is determined that the specific state has occurred, and then determine the adjusted settings after the specific state ends. .

If the driving conditions are not satisfied (step S8: N), the setting adjustment unit 35 confirms the settings adjusted in step S7, instructs the mode program execution unit 34 to make the settings, and the mode program execution unit 34 executes the mode program according to the determined settings (step S6). That is, when a setting adjustment input is made through the input device 21, the setting adjustment unit 35 confirms the adjusted setting regardless of whether or not the second operating device 23 is operated, and sends the confirmation to the mode program execution unit 34. Execute the mode program according to the settings you made.

According to the configuration described above, after the user selects one of a plurality of types of operation mode programs, the user is allowed to adjust the settings of the selected operation mode program as necessary, so that various operation states can be selected. While the candidates are provided to the user, it is possible to prevent the number of operation mode program options selected by the user at startup from increasing, thereby reducing the user's input load and preventing erroneous input. In addition, since the operation mode program selected by the mode selection input is not confirmed unless the second operation device 23 is operated, the user can be made aware of the start of execution of a large change in the operation state. On the other hand, since the settings adjusted by the setting adjustment input are immediately fixed without the operation of the second operating device 23, a small change in the operating state is immediately executed, and the user's convenience can be prevented from deteriorating.

In addition, since the setting adjusted by the setting adjustment input is prohibited or suspended when the predetermined running condition is satisfied, it is possible to prevent the setting change from being performed when the change in the behavior of the vehicle body is not desired. . Conversely, when a change in vehicle behavior is not desired, the setting adjusted by the setting adjustment input is prohibited or suspended. Even if there is no operation of 23, it can be fixed immediately.

The mode program selected by the mode selection input includes an EV mode program in which the engine E is stopped and the power generated by the electric motor M is transmitted to the drive wheels 2, and an EV mode program in which the power generated by the electric motor M is transmitted to the drive wheels 2. and an EG mode program for transmitting the power generated by the engine E and the electric motor M to the drive wheels 2 (HEV mode program for transmitting the power generated by the engine E and the electric motor M to the drive wheels 2). (/HEV mode) may be selected by a mode selection input, and detailed settings of these modes may be performed by a setting adjustment input. Also, the motor-equipped vehicle may be a series hybrid vehicle. Also, the motor-equipped vehicle may be an electric vehicle that uses an electric motor as a prime mover without being equipped with an engine. In that case, one mode is selected from modes with different operation patterns (for example, power mode, energy saving mode, etc.) by mode selection input, and detailed settings in the selected mode (for example, output level setting (power mode setting of intensity, setting of energy saving degree of energy saving mode, etc.) may be performed by setting adjustment input.

1 Motorcycles (vehicles equipped with motors)
2 drive wheel 18 controller 30 processor 31 memory 21 input device 22 first operating device 23 second operating device E engine M electric motor

Claims (9)

A motor-equipped vehicle equipped with a driving prime mover including an electric motor,
an accelerator sensor for detecting an operation amount of an accelerator operator operated by a user;
an input device for user input;
a first operating device and a second operating device operated by a user;
a controller having a processor and a memory, and starting control of the prime mover according to a detection signal of the accelerator sensor when the second operating device is operated after the first operating device is operated. ,
The memory stores a plurality of types of operation mode programs that determine at least one of whether or not to operate the prime mover and an operation mode,
The input device receives a mode selection input for selecting one operation mode program from the plurality of types of operation mode programs, and a setting adjustment input for adjusting settings in the selected operation mode program after the mode selection input. accept the
The processor
When the mode selection input is made by the input device, the selected operation mode program is suspended until the second operation device is operated, and when the second operation device is operated, the selected operation mode program and controlling the prime mover according to the determined operation mode program;
When the setting adjustment input in the fixed operation mode program is made by the input device, the adjusted setting is fixed regardless of whether the second operating device is operated, and the prime mover is operated according to the fixed setting. Motorized vehicle to control. 2. The motor-equipped vehicle according to claim 1, wherein when a predetermined running condition is satisfied, said processor prohibits or suspends confirmation of the adjusted setting even if said setting adjustment input is made through said input device. The motor-equipped vehicle is a lean vehicle that turns by tilting the vehicle body,
The driving conditions include a tilted posture in which the vehicle body is tilted at a predetermined angle or more compared to an upright posture, a rapid acceleration state in which the rotational acceleration or running acceleration of the prime mover is greater than or equal to a predetermined value, and rotational deceleration or running deceleration of the prime mover. is a condition under which it is determined that at least one specific state has occurred out of a rapid deceleration state in which the is a predetermined value or more and a braking state in which the brake pressure is a predetermined value or more,
3. The motor-equipped vehicle according to claim 2, wherein, when it is determined that the specific state has occurred, the processor prohibits or suspends confirmation of the adjusted setting even if the setting adjustment input is made through the input device. . The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover,
The plurality of types of operation mode programs are
When a predetermined first running condition is satisfied, the engine is stopped and the power generated by the electric motor is transmitted to the driving wheels, and when a predetermined second running condition is satisfied, the power generated by the engine is transmitted. a fuel consumption priority mode program to be transmitted to the drive wheels;
4. The engine priority mode program for transmitting the power generated by the engine to the drive wheels regardless of whether the first running condition or the second running condition is satisfied. Vehicle equipped with the motor described in . The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover,
The plurality of types of operation mode programs are
an engine drive mode program for transmitting power generated by the engine to the drive wheels and stopping the electric motor when a predetermined third running condition is satisfied;
and a power generation priority mode program for transmitting the power generated by the engine to the drive wheels when the third running condition is satisfied and causing the electric motor to regenerate the power generated by the engine. 5. The motor-equipped vehicle according to any one of 4. The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover,
The setting adjustment input is
a first setting for increasing the torque applied from the engine to the driving wheels and switching the electric motor from the regenerative state to the driving support state for applying driving force when a predetermined acceleration condition is satisfied;
6. The motor-equipped vehicle according to any one of claims 1 to 5, wherein a second setting for performing an operation different from the first setting can be selectively input when the acceleration condition is satisfied. In the first setting, when the acceleration condition is satisfied, the power generated by accelerating the engine is transmitted to the driving wheels, and the power generated by the electric motor is switched from the regenerative state to the driving state. is transmitted to the drive wheels,
7. The motor-equipped vehicle according to claim 6, wherein in the second setting, when the acceleration condition is satisfied, the state of the electric motor is maintained or stopped and the torque applied from the engine to the driving wheels is increased. The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover, and the engine is also provided so as to be able to drive a generator that charges a battery,
The setting adjustment input is
When the remaining amount of the battery becomes less than a predetermined threshold while the vehicle is stopped, the engine is started with the power transmission path between the engine and the drive wheels disconnected to drive the generator. priority setting and
and a noise prevention setting for maintaining the same state as before the remaining amount of the battery became less than the threshold even if the remaining amount of the battery became less than the threshold while the vehicle was stopped. 8. The motor-equipped vehicle according to any one of 1 to 7. The motor-equipped vehicle is a hybrid vehicle in which a driving engine that generates driving power to be transmitted to the drive wheels is further mounted as the prime mover,
The setting adjustment input is
a first parallel drive setting for transmitting power generated by the engine to the driving wheels and transmitting power generated by the electric motor to the driving wheels in a first pattern when a predetermined fourth running condition is satisfied; ,
a second parallel drive setting for transmitting the power generated by the engine to the drive wheels when the fourth running condition is satisfied and setting the operation of the electric motor to a second pattern different from the first pattern. The motor-equipped vehicle according to any one of claims 1 to 8.

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