JPH09242579A - Prime mover control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce the burden of a driver for coping with the traveling road condition. SOLUTION: In a prime mover control device 21, an accel open degree sensor 13 detects the accel operating condition and outputs it to a ECU 23. A road gradient detecting unit 25 detects the road gradient and outputs it to the ECU 23. The ECU 23 decides the motor torque command value on the basis of the input information, and drives an inverter 7 on the basis of the decided value. Output torque of a motor 1 is thereby controlled, At this stage, the motor torque command value is adjusted in response to the road gradient so that the traveling of a vehicle corresponding to the accel operating condition in a flat road is maintained in a slope. Instead of detecting the road gradient, curvature radius of a bent road can be detected so as to reduce the speed to the safety speed corresponding to the curvature radius. Instead of controlling the output of the motor 1, output torque of the engine 1 can be controlled.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a prime mover control device, and more particularly to a prime mover control device for controlling an output torque of the prime mover based on an accelerator operation of a vehicle driver.

[0002]

2. Description of the Related Art Conventionally, the output torque of a prime mover mounted on a vehicle has been controlled by using a prime mover control device as described below.

"Prior Art 1" First, a control device for an electric vehicle equipped with a motor as a prime mover will be described as an example. FIG. 15 is a block diagram showing an example of a conventional electric vehicle system. In the figure, the motor 1
Are sequentially connected to the transmission 3 and the wheels 5, and the output torque of the motor 1 is transmitted to the wheels 5 via the transmission 3. Further, the motor 1 is connected to the battery 9 via the inverter 7.
Is connected to The inverter 7 is a current adjusting unit that adjusts the current supplied to the motor 1, and the direct current supplied from the battery 9 to the inverter 7 is converted into an alternating current by the switching operation of the inverter 7. Motor 1
Is driven by receiving the supply of this alternating current.

In the electric vehicle shown in FIG. 15, a prime mover control device 11 includes an accelerator opening sensor 13 and an electronic control device (hereinafter referred to as ECU) 15. The accelerator opening sensor 13 is an accelerator operation detecting unit that detects an accelerator operation state, and detects an accelerator opening A% by a driver's operation. The accelerator opening degree A% is set to be 100% when the accelerator operation amount by the driver is the maximum and 0% when the accelerator operation amount is 0. The detected accelerator opening A% is output to the ECU 15.

The ECU 15 uses, for example, the following equation (1)
A motor torque command value T * corresponding to accelerator opening A% is determined.

[0006]

## EQU1 ## T * = Tmax × A / 100 (1) where Tmax is the maximum torque value of the motor 1 at the motor rotation speed at that time. FIG. 16 shows the accelerator opening A
% And motor torque command value T * determined by equation (1)
It is explanatory drawing which shows the relationship. The ECU 15 generates a switching signal according to the current command value set corresponding to the motor torque command value T *, and outputs the switching signal to the inverter 7. The generation of the switching signal is performed by the vector control unit, the PWM control unit, etc. provided in the ECU 15.

As described above, the motor control device 11 generates a switching signal based on the motor torque command value T * corresponding to the accelerator operation and outputs the switching signal to the inverter 7. The inverter 11 performs a switching operation according to the switching signal to convert the direct current from the battery 9 into an alternating current and supply the alternating current to the motor 1. Therefore, the motor 1
Generates and outputs an output torque corresponding to the accelerator operation. By operating the accelerator, the driver can drive the vehicle while adjusting the output torque of the motor 1.

An electric vehicle equipped with a motor as a prime mover has been described above as an example. On the other hand, also in an engine vehicle equipped with an engine as a prime mover, the output torque of the prime mover is similarly controlled based on the accelerator operation by the driver. In the case of an engine vehicle, the throttle opening of the throttle is adjusted according to the accelerator operation. Then, the output torque of the engine increases or decreases according to the throttle opening.

As described above, the prime mover mounted on the vehicle is
In many cases, it is controlled to output an output torque corresponding to the accelerator operation by the driver. The present invention is not limited to the type of prime mover, and is intended for all control devices that control the output torque of the prime mover based on accelerator operation.

[Prior Art 2] Control for variably setting the relationship between the accelerator opening A% and the motor torque command value T * shown in FIG. 16 in the prime mover control device for an electric vehicle of "Prior Art 1". Various devices have been proposed. For example, the control device disclosed in Japanese Patent Laid-Open No. 61-4406 stores a plurality of data tables representing the relationship between the accelerator opening and the chopper conduction rate. In this conventional device, the driver selects a data table corresponding to a desired driving feeling. Then, according to the selected data table, the chopper is controlled so that the conduction rate corresponds to the accelerator opening.

Further, Japanese Patent Application Laid-Open No. 5-122809 discloses a control device for controlling the conduction ratio of a chopper based on the accelerator opening degree, accelerator operation speed (angular speed when the accelerator is depressed), and the like. In this conventional device, the conduction rate corresponding to the accelerator opening is variably controlled according to the accelerator operation speed and the like. For example, when the accelerator operation speed is high, control is performed such that the conductivity of the chopper is increased and the output torque of the motor is “significantly increased”.

[0012]

On an actual road, the road conditions change as the vehicle travels. Here, the traveling road conditions refer to various conditions that affect the traveling of the vehicle, such as the shape of the road. Here, the road gradient and the radius of curvature of the curved road are taken as the road conditions. The driver
Detecting changes in the road conditions, perform the following accelerator operation.

"Accelerator Operation Corresponding to Road Gradient" When comparing a flat road and an uphill road, the slope resistance acts on the uphill road due to the weight of the vehicle. In order to drive the vehicle in the same way as on a flat road, it is necessary to increase the output of the prime mover according to the road gradient. Therefore, when the vehicle enters an uphill road from a flat road, the driver operates the accelerator so that the accelerator opening becomes large. As a result, the output torque of the prime mover increases,
The vehicle can be driven at the same speed as a flat road.
On the contrary, in order to drive the vehicle on a downhill road in the same manner as on a flat road, it is necessary to reduce the output torque of the prime mover. Therefore, when the vehicle enters a downhill road from a flat road, the driver operates the accelerator so that the accelerator opening becomes smaller. As a result, the output torque of the prime mover decreases, and the vehicle can run at the same speed as on a flat road.

The adjustment of the accelerator opening degree by the above-mentioned accelerator operation is similarly performed when the road gradient changes in the middle of the gradient road (for example, change from a gentle uphill to a steep uphill). As described above, the driver has to detect a change in the road gradient and frequently operate the accelerator so that the vehicle travels according to the road gradient.

"Accelerator Operation Corresponding to Curvature Radius of Curved Road" In a curved road, a centrifugal force corresponding to the curvature radius acts, so that the speed at which the vehicle can safely travel is limited. When entering a curved road from a straight road, when the driver determines that the vehicle speed is higher than the safe speed, the driver operates the accelerator so that the accelerator opening becomes smaller. As a result, the vehicle speed decreases to a safe speed according to the radius of curvature. In this way, the driver must detect the change in the radius of curvature of the curved road and frequently operate the accelerator so that the vehicle runs at a safe speed adapted to the radius of curvature.

[Problem] As described above, in the prior art, the vehicle driver perceives the traveling conditions such as the road gradient and the radius of curvature of the curved road, and the accelerator is operated so that the vehicle traveling is adapted to the traveling conditions. Must be operated frequently. That is, the driver performs an accelerator operation work (such as changing the accelerator operation amount for adjusting the accelerator opening degree) of adjusting the accelerator operation amount according to the road condition. This is because the output torque of the prime mover is determined based on the accelerator opening, and the output torque corresponding to the road condition is not adjusted at all.

Japanese Unexamined Patent Application Publication No. Sho 61-61 shown in "Prior Art 2" above
In the control devices described in Japanese Patent Laid-Open No. -4406 and Japanese Patent Laid-Open No. 5-122809, the relationship between the accelerator opening and the output torque is variably set. However, even in these devices, the road condition is not taken into consideration at all. Therefore, the driver is required to frequently operate the accelerator while sensing the road condition.

On the other hand, if the accelerator operation work to be performed according to the road condition is reduced, the burden on the driver is reduced and the driver can drive more easily. For example, if you enter an uphill road from a flat road,
Driving is facilitated by reducing the amount of accelerator operation required according to the road gradient. Further, when the vehicle enters a curved road from a straight road, driving becomes easier due to a reduction in accelerator operation work according to the radius of curvature. Further, if the vehicle travels in accordance with the road condition without changing the accelerator operation state by the driver, the accelerator operation work by the driver is further reduced and the driving is further facilitated.

It is an object of the present invention to provide a prime mover control device capable of adjusting the output torque of the prime mover so as to solve the above-mentioned problems and reduce the driver's accelerator operation work for dealing with the road condition. . It is an object of the present invention to reduce the burden on the driver and facilitate the driving of the vehicle by providing such a motor control device.

It is an object of the present invention to provide a prime mover control device that can be controlled so that the vehicle travels in accordance with the road gradient as a road condition. Another object of the present invention is to provide a prime mover control device capable of performing control so that the vehicle travels according to the radius of curvature of a curved road as a road condition.

A further object of the present invention is to provide a motor control device for controlling the output torque of a motor mounted on an electric vehicle, which is a control device achieving the above object. It is another object of the present invention to provide a control device that achieves the above object, and a prime mover control device that controls the output torque of an engine mounted on an engine vehicle.

[Related Art: Auto Drive Device] Conventionally, in an engine vehicle, an auto drive device has been used which maintains the vehicle speed even if the driver does not operate the accelerator. This automatic drive device is related to the present invention in that the vehicle speed is maintained regardless of changes in road gradient and the like. However, the auto-drive device differs from the present invention in the following points and does not solve the above-mentioned problems of the present invention.

The control device provided by the present invention is a device that operates when the driver is operating the accelerator, and is a device that reduces the accelerator operation work of the driver. on the other hand,
The auto-drive device controls the vehicle speed at a constant level by completely eliminating the driver's accelerator operation. Therefore, the operating conditions of the two devices are completely different.

Further, the control device provided by the present invention is a device for performing output control corresponding to the traveling road condition. On the other hand, the automatic drive device is a device that controls the vehicle speed to a constant value regardless of the road conditions. Therefore, the conditions under which the two devices are controlled are completely different.

The control device provided by the present invention is a device for adjusting the relationship between the output torque and the accelerator opening, as will be described later. On the other hand, the auto drive device is a device that adjusts the accelerator opening itself, not a device that adjusts the relationship between the accelerator opening and the output torque. Therefore, the two devices are completely different in the specific configuration related to control.

[0026]

According to the present invention, there is provided a prime mover control device for controlling an output torque of a prime mover based on an accelerator operation by a vehicle driver, an accelerator operation detecting means for detecting an accelerator operation state, and a predetermined traveling path. A drive condition value detecting means for detecting a condition, a drive control value of the output torque adjusting means is determined based on the accelerator operating state and a detected value of the drive condition, and the output torque adjusting means is operated in accordance with the drive control value. A control means for controlling the output torque of the prime mover by driving, and the drive control value determined by the control means is a reference control value corresponding to an accelerator operation state in a reference traveling road condition, It is characterized in that the drive control value is adjusted so that the vehicle travels in accordance with the road condition.

According to the above construction, the control means determines the drive control value of the output torque adjusting means based on the detected values of the accelerator operation state and the road condition. At this time, the drive control value determined by the control means is a drive control value obtained by adjusting the reference control value corresponding to the accelerator operating state under the reference road condition so that the vehicle travels in accordance with the road condition. is there. The control means controls the output torque of the prime mover by driving the output torque adjusting means according to the drive control value. The above-mentioned traveling road conditions are, for example, the following road gradients and radii of curvature on curved roads.

That is, in one aspect of the present invention, the traveling road condition detecting means is a gradient detecting means for detecting a road gradient, and the control means adjusts the reference control value based on a detected value of the road gradient. Then, the drive control value is determined. In this case, control by the prime mover control device is performed so that the vehicle travels according to the road gradient.

Further, in a preferred aspect of the present invention, the reference traveling road condition is a flat road, and the control means is configured to maintain the vehicle traveling corresponding to the accelerator operation state on the flat road on the slope road. , A drive control value obtained by adjusting the reference control value according to the road gradient is determined. According to this configuration, when the vehicle travels on the sloped road in the same accelerator operation state as the flat road, the road traveling on the flat road is maintained even on the sloped road. Therefore, the driver can drive the vehicle so as to adapt to the road gradient with fewer accelerator operations.

Further, in one aspect of the present invention, the traveling road condition detecting means is a radius of curvature detecting means for detecting a radius of curvature of a curved road, and the control means is based on a detected value of the radius of curvature, and the reference is based on the reference value. The drive control value adjusted with the control value is determined. In this case, the prime mover control device controls the vehicle so that the vehicle travels according to the radius of curvature of the curved road.

Further, in a preferred aspect of the present invention, the reference traveling condition is a straight road, and the control means sets the reference control value so that the vehicle speed becomes a safe speed according to the radius of curvature of the curved road. Determine the adjusted drive control value. According to this configuration, when the vehicle travels on the curved road in the same accelerator operation state as the straight road, the vehicle travels at a safe speed according to the radius of curvature of the curved road. Therefore, the driver can drive the vehicle so as to adapt to the radius of curvature of the curved road with less accelerator operation.

According to still another aspect of the present invention, in the above prime mover control device, the prime mover is a motor, the output torque adjusting means is a current adjusting means for adjusting a current supplied to the motor, and the drive control value is Is a motor torque command value for controlling the current adjusting means. The above configuration is an aspect applied to motor control of an electric vehicle equipped with a motor as a prime mover. According to this prime mover control device, the motor torque command value is determined so that the vehicle travels in accordance with the road condition, and the current adjusting means is driven in accordance with the motor torque command value. The electric vehicle includes a hybrid vehicle equipped with a motor and an engine as a prime mover.

In the above, the "motor torque command value" is a control value for controlling the current adjusting means.
For example, the motor torque command value may be the value of the required torque for the motor, and the control signal corresponding to the required torque may be output to the current adjusting means.
Further, for example, the motor torque command value may be configured to be a current command value supplied to the circuit for generating the control signal.

According to another aspect of the present invention, in the above prime mover control device, the prime mover is an engine,
The output torque adjusting means is a throttle for adjusting the intake air amount to the engine, and the drive control value is a throttle opening. The above configuration is an aspect applied to engine control of an engine vehicle equipped with an engine as a prime mover.
According to this prime mover control device, the throttle opening is determined so that the vehicle travels in accordance with the road condition, and the throttle is driven according to the throttle opening. Here again, the engine vehicle includes a hybrid vehicle.

[0035]

BEST MODE FOR CARRYING OUT THE INVENTION Hereinafter, a prime mover control device according to an embodiment of the present invention will be described with reference to the drawings.

[Embodiment 1] Embodiment 1 is a form in which the present invention is applied to the electric vehicle described in Prior Art 1,
This is a mode in which a road gradient is detected and determined as a traveling road condition. In the following description, the elements denoted by the same reference numerals as the elements shown in FIG. 15 have the same function and will not be described.

FIG. 1 shows a motor control device 21 of this embodiment.
It is a block diagram which shows the system of the electric vehicle which applies. The prime mover control device 21 includes an accelerator opening sensor 13, an ECU 23, and a road gradient detector 25.

The accelerator opening sensor 13 is an accelerator operation detecting means similar to the prior art 1, and detects the accelerator opening A% corresponding to the accelerator operation by the driver and outputs it to the ECU 23.

The road gradient detector 25 is a gradient detecting means for detecting the road gradient θ (rad) of the traveling road. Here, the “road slope θ” is an angle formed by the horizontal plane and the traveling road, and is 0 on a flat road, an upward slope is positive, and a downward slope is negative.
A motor torque command value T * ′, which will be described later, is fed back and input to the road gradient detector 25 from the ECU 23.
Also, a speed sensor pulse is input from a speed sensor (not shown). Then, the road gradient detector 25 obtains the road gradient θ based on these input information, and the ECU 23
Output to

The road gradient detector 25 obtains the road gradient θ according to the flowchart shown in FIG. In the figure, in step S1, the actual vehicle speed V of the vehicle is calculated based on the speed sensor pulse (S1). Then, based on the actual vehicle speed V and the motor torque command value T * ′, the reference acceleration α
* Is obtained (S3). The reference acceleration α * is a vehicle acceleration when it is assumed that the vehicle is traveling on a flat road under the conditions of the actual vehicle speed V and the motor torque command value T * ′. The road gradient detector 25 stores a map showing the reference acceleration α * corresponding to the actual vehicle speed V and the motor torque command value T * ′ as shown in FIG. 3, and the reference acceleration α * is obtained from this map. Desired. In step S5, the actual acceleration α of the vehicle is calculated based on the speed sensor pulse. The step S5 may be performed by changing the order of the steps S1 and S3 or simultaneously. And the reference acceleration α *
And the actual acceleration α, the road gradient θ (ra
d) is calculated (S7) and output to the ECU 23 (S
9).

[0041]

[Equation 2] Next, the configuration of the ECU 23 will be described. ECU23
Is a control unit that controls the switching operation of the inverter 7, and includes a torque command value determination unit and a switching signal generation unit (not shown). The torque command value determination unit
The motor torque command value T * ′ is determined based on the accelerator opening A% and the road gradient θ. The switching signal generator includes a vector controller and a PWM controller, and generates a switching signal for controlling the inverter 7 according to the current command value set corresponding to the motor torque command value T * '. The generated switching signal is output to the inverter 7.

In the configuration of the ECU 23 described above, the determination of the motor torque command value T * 'by the torque command value determination unit is performed according to the flowchart shown in FIG. In the figure, in step S21, the accelerator opening A% is input. Then, in step S23, the motor torque reference command value T * is calculated by the above equation (1). here,
The motor torque reference command value T * is a motor torque command value T * ′ corresponding to the accelerator opening A% on a flat road.

On the other hand, in step S25, the road gradient θ is input from the road gradient detector 25. And the following equation (3)
Thus, the correction torque command value Tm is calculated (S2
7).

[0044]

(Equation 3) In the equation (3), W is the vehicle weight, g is the gravitational acceleration, r is the tire radius, i is the gear ratio between the motor 1 and the wheels 5, and k is the correction coefficient. The meaning of the correction torque command value Tm will be described later.

In step S29, the above step S23 is performed.
The motor torque command value T * ′ is determined by the following equation (4) from the motor torque reference command value T * calculated in step S25 and the correction torque command value Tm calculated in step S25.

[0046]

(4) T * ′ = T * + Tm (4) FIG. 5 shows the motor torque command value T determined by the above.
* 'Is shown. In the figure, when the road is flat and the road gradient θ is 0, and when it is an uphill road and the road gradients θ1 and θ2 are
A case of (θ1>θ2> 0) and a case of a downhill road with road gradients θ3 and θ4 (0>θ3> θ4) are illustrated.

The correction torque command value Tm calculated by the equation (3) will be described. For example, in the case of an uphill road having a road gradient θ, the vehicle is subjected to a gradient resistance F represented by the following equation (5) due to the vehicle weight as shown in FIG.

[0048]

F = W × g × sin θ (5) Tma in the equation (3) is a motor output torque that gives the wheel 5 a driving force that cancels the gradient resistance F. Therefore, if Tma is added to the motor torque reference command value T * to determine the motor torque command value T * ', the same vehicle operation as on a flat road is performed by an accelerator operation similar to that on a flat road. On the downhill road, gravity acts so as to accelerate the vehicle contrary to the uphill road, but in this case, it can be considered as in the case of the uphill road. In the downhill road, the above T
ma is negative and acts to decrease the motor torque command value T * '.

Here, in the present embodiment, as shown in equation (3), Tma is multiplied by the correction coefficient k to determine the correction torque command value Tm. The correction coefficient k is set to the accelerator opening A% so that a more natural driving feeling can be obtained.
Is a coefficient determined in association with. The correction coefficient k is 0
It is set to 0 at 100% and 0% of the accelerator opening. The accelerator opening is set to be smaller as it approaches 100% and 0%. The setting of the correction coefficient k is as follows.
It is based on the empirical rule that a natural driving feeling can be obtained by setting ax to 0 at an accelerator opening of 0%.

In FIG. 5 described above, the motor torque command value T * ′ obtained by using the above-described correction torque command value Tm.
It is shown. Therefore, in the figure, the road gradient θ1
The motor torque command value T * ′ in the range of up to θ4 approaches the motor torque reference command value T as the accelerator opening approaches 100% and 0%.
It is close to *.

Next, the output torque control operation by the control device of this embodiment will be described with reference to FIG. When the vehicle is traveling on a flat road at the accelerator opening A1% shown in FIG. 5, the accelerator opening sensor 13 detects the accelerator opening A1% and the road gradient detector 25 follows the road gradient θ according to the flowchart of FIG. = 0 is detected, and each ECU 23
Is output to In the ECU 23, the motor torque command value T * ′ ₀ is determined according to the flowchart of FIG. When the road gradient θ = 0, the correction torque command value Tm is 0, as is clear from the above equation (3). Therefore, the motor torque command value T * ′ ₀ is the motor torque reference command value T * at the accelerator opening A1%. Then, a switching signal corresponding to the motor torque command value T * ′ ₀ is generated and output to the inverter 7. Inverter 7
Adjusts the current supplied to the motor 1 by performing a switching operation according to this switching signal.
As a result, the output torque of the motor 1 is a value corresponding to the motor torque command value T * ′ ₀ .

When the vehicle enters an uphill road having a road gradient θ1 from a flat road while traveling at the accelerator opening A1%, the road gradient detector 25 detects the road gradient θ1 and outputs it to the ECU 23. The ECU 23 determines the motor torque command value T * ′ _{1 according} to the flowchart of FIG. 4 based on the accelerator opening A1% and the road gradient θ1. Then, the switching operation of the inverter 7 is controlled according to the motor torque command value T * ′ ₁ . As a result, the accelerator opening is A1%, which is the same as when traveling on a flat road, but the output torque of the motor ₁ becomes a value corresponding to the motor torque command value T * ′ ₁ .

When the road gradient changes to θ2 to θ4 shown in FIG. 5, similarly, the motor torque command values T * ' _{2 to} T *' ₄ corresponding to the respective road gradients θ2 to θ4 are determined, Control according to the motor torque command values T * ' _{2 to} T *' ₄ is performed. Further, it is needless to say that similar control is performed according to the road gradient even on the gradient roads other than the road gradients θ1 to θ4.

The effects obtained by the prime mover control device 21 of the first embodiment described above will be described below. When entering an uphill road with a road gradient θ1 from a flat road, the driver has to operate the accelerator to increase the accelerator opening from A1% to A2% in order to maintain the vehicle speed in the conventional device. . On the other hand, in the first embodiment, the motor torque command value corresponding to the accelerator opening A1% is adjusted from T * ' ₀ to T *' ₁ based on the detected value of the road gradient θ1. Here, the correction coefficient described above is close to 1 at the accelerator opening A1%. As described above, the driver can maintain the vehicle speed on the flat road on the uphill road even if the accelerator opening is hardly adjusted during traveling on the flat road.

As described in the above example, in the present embodiment, the motor torque reference command value T * corresponding to the accelerator opening A% on the flat road is determined by the correction torque command value Tm corresponding to the road gradient θ. The motor torque command value T * 'is adjusted and determined. As a result, the accelerator operation work that must be performed in response to changes in the road gradient θ is reduced,
The driver can drive more easily.

In the first embodiment, the current adjusting means is the inverter 7 and the motor 1 is of the AC type.
On the other hand, the types of the current adjusting means and the motor are not limited to the above. The prime mover control device may be configured to output a control signal corresponding to the types of the current adjusting means and the motor based on the determined motor torque command value T * '. Such changes in the current adjusting means and the motor can also be made in the second embodiment described later.

In the first embodiment, the gradient detecting means is
The road gradient detector 25 shown in FIGS. The road gradient detector 25 may be provided integrally with the ECU 23. The gradient detecting means may be a known gradient sensor. Furthermore, the road gradient θ may be obtained from the traveling position by adding information on the road gradient θ to a navigation system such as a GPS system. According to the configuration using the navigation system, it is possible to further optimize the output torque control by detecting the change in the road gradient in advance. Such a modification of the gradient detecting means is
The same is possible in the third embodiment described later.

Further, in the first embodiment, the motor torque command value T * 'shown in FIG. 5 is determined according to the flowchart of FIG. On the other hand, the motor torque command value T * ′ corresponding to FIG. 5 may be obtained in advance and stored in the form of a map or the like in association with the accelerator opening A% and the road gradient θ. In this case, the motor torque command value T * ′ can be obtained from the above stored information based on the input values of the accelerator opening A% and the road gradient θ. It should be noted that such a modification is also possible in the second embodiment described below.

[Second Embodiment] A second embodiment is a form in which the present invention is applied to the electric vehicle described in the prior art 1.
This is a mode in which the radius of curvature R of a curved road (hereinafter, appropriately referred to as “corner radius”) R is detected and determined as the traveling road condition. In the following description, the description of the elements having the same functions as those in the first embodiment will be omitted.

FIG. 7 shows a prime mover control device 31 of this embodiment.
It is a block diagram which shows the system of the electric vehicle which applies. The prime mover control device 31 includes the same accelerator opening degree sensor 13 as in the first embodiment, and further includes an ECU 33 and a corner radius detector 35.

The corner radius detector 35 is a curvature radius detecting means for detecting a corner radius R of a traveling road on a curved road. To the corner radius detector 35, a steering steering angle δ is input from a steering steering angle sensor (not shown), and a speed sensor pulse is input from a speed sensor (not shown). And the corner radius detector 35
Calculates the actual vehicle speed V of the vehicle based on the speed sensor pulse, and further obtains the corner radius R of the traveling road based on the actual vehicle speed V and the steering steering angle δ. Here, the corner radius detector 35 stores a map showing the corner radius R corresponding to the actual vehicle speed V and the steering angle δ as shown in FIG. 8, and the corner radius R is obtained from this map. . The detected corner radius R is output to the ECU 33.

Next, the configuration of the ECU 33 will be described. The ECU 33 is a control unit that controls the switching operation of the inverter 7, as in the first embodiment, and includes a torque command value determination unit and a switching signal generation unit. E
The CU 33 is different from the first embodiment in the torque command value determination unit for determining the motor torque command value T * ′. The torque command value determination unit determines the motor torque command value T * 'based on the accelerator opening A% and the corner radius R.

The motor torque command value T * 'is determined by
This is performed according to the flowchart shown in FIG. In the figure, step S21 and step S23 are the same as those in FIG. However, in the present embodiment, the motor torque reference command value T * is a motor torque command value corresponding to the accelerator opening A% on the straight road.

In step S31, the corner radius R and the actual vehicle speed V are input from the corner radius detector 35. Then, based on the corner radius R, the safe vehicle speed V * is obtained from the map shown in FIG. 10 (S33). Here, FIG. 10 is a map showing the safe vehicle speed V * corresponding to the corner radius R, which is stored in the ECU 33 in advance. Safe vehicle speed V *
Is set to a speed at which the vehicle can travel safely even if a centrifugal force corresponding to each corner radius R acts, and is set with a margin with respect to the limit speed at which the vehicle can travel safely.

In step 35, the correction torque command value Tm is obtained from the safe vehicle speed V * and the actual vehicle speed V as follows. The safe vehicle speed V * and the actual vehicle speed V are compared, and V * ≧
If V, Tm = 0. This is because if the actual vehicle speed V is equal to or lower than the safe speed V *, it is not necessary to adjust the motor torque reference command value T * by the correction torque command value Tm described later. Note that Tm = 0 even when the corner radius R is infinite, that is, when the road is a straight road. On the other hand, when V * <V, the correction torque command value Tm is calculated by the following equation (6).

[0066]

(Equation 6) In Expression (6), W is the vehicle weight, r is the tire radius, i is the gear ratio between the motor 1 and the wheels 5, and t is the deceleration time. Then, from the motor torque reference command value T * calculated in step S23 and the correction torque command value Tm calculated in step S35, the motor torque command value T * is calculated by the following equation (7), as in the first embodiment. ′ Is determined (S37).

[0067]

[Equation 7] T * ′ = T * + Tm (7) In the above, the corrected torque command value T obtained by the equation (6)
m acts to decelerate the vehicle from the actual vehicle speed V to the safe vehicle speed V * over the deceleration time t.

Next, the output torque control operation by the control device of this embodiment will be described. The vehicle has accelerator opening A
When traveling on a straight road at 1%, the accelerator opening sensor 13 detects the accelerator opening A1%, and the corner radius detector 35 detects that the corner deformation R is infinite, and each is output to the ECU 33. ing. The ECU 33 determines the motor torque command value T * ′ ₀ according to the flowchart of FIG. Here, in the case of a straight road, the correction torque command value Tm is 0 as described above. Therefore,
The motor torque command value T * ′ ₀ is the motor torque reference command value T * at the accelerator opening A1%. Then, a switching signal corresponding to the motor torque command value T * ′ ₀ is output to the inverter 7. The inverter 7 adjusts the supply current to the motor 1 by performing a switching operation according to this switching signal. As a result, the output torque of the motor 1 is the motor torque command value T * ′.
_The value corresponds to ₀ .

When the vehicle enters a curved road having a corner radius R1 from a flat road while traveling at the accelerator opening A1%, the corner radius detector 35 detects the corner radius R1 and E
Output to CU33. In the ECU 33, the accelerator opening A
The motor torque command value T * ′ ₁ is determined based on 1% and the corner radius R1 according to the flowchart of FIG. Then, the motor torque command value T * 'switching operation of the inverter 7 in accordance with ₁ is controlled, the output torque of the motor 1 is a motor torque command value T *' becomes a value corresponding to _1. As a result, the vehicle spends the deceleration time t on the safe vehicle speed V.
Decelerate to *.

The effects obtained by the prime mover control device 31 of the second embodiment described above will be described below. In the conventional device, when entering a curved road with a corner radius R1 from a straight road, the driver must detect the corner radius R1 and operate the accelerator to reduce the vehicle speed to a safe vehicle speed V * or less. On the other hand, in the second embodiment, the motor torque command value corresponding to the accelerator opening A1% is adjusted from T * ' ₀ to T *' ₁ based on the detected value of the corner radius R. As a result, the vehicle decelerates to the safe speed V * even if the driver does not adjust the accelerator opening degree while traveling on a straight road. As described above, according to the present embodiment, the accelerator operation work that must be performed corresponding to the corner radius of the curved road is reduced, so that the driver can more easily drive.

In the second embodiment, the radius of curvature detection means is the corner radius detector 35. The corner radius detector 35 may be provided integrally with the ECU 23. Further, the radius-of-curvature detecting means is configured to obtain the corner radius R from the following equation (8) based on the detector of the actual acceleration V and the normal direction a of the curved road detected by the lateral G sensor. May be.

[0072]

[Equation 8] R = V ² / a (8) Further, the information of the corner radius R is added to the navigation system such as the GPS system, and the corner radius R is obtained from the traveling position. Good. According to the configuration using the navigation system, it is possible to further optimize the output torque control by detecting the change in the corner radius R in advance. Such a modification of the radius-of-curvature detection means is also possible in Embodiment 4 described later.

[Embodiment 3] Embodiment 3 is a form in which the present invention is applied to an engine vehicle equipped with an engine as a prime mover, and is a form in which a road gradient is detected and judged as a traveling road condition similarly to Embodiment 1. is there.

FIG. 11 shows a prime mover control device 4 of this embodiment.
1 is a block diagram showing a system of an engine vehicle to which No. 1 is applied. In the figure, the engine 43 is sequentially connected to the transmission 3 and the wheels 5, and the output torque of the engine 43 is transmitted to the wheels 5 via the transmission 3. The throttle device 45 is an output torque adjusting unit that adjusts the output torque of the engine 43 by increasing or decreasing the intake air amount of the engine 43. The throttle device 45 is driven by receiving a current supply from a current supply device (not shown), and changes the throttle opening B% of the built-in throttle from 0% to 100%. The intake air amount of the engine 43 increases or decreases according to the throttle opening B%, and the engine 43 generates an output torque according to the intake air amount. The output torque becomes maximum when the throttle opening is 100%.

As shown in FIG. 11, the prime mover control device 41 of this embodiment includes an accelerator opening sensor 13, a road gradient detector 47, and a throttle controller 49. The accelerator opening sensor 13 is an accelerator operation detecting unit having a configuration similar to that of the first embodiment, and detects the accelerator opening A% according to the accelerator operation of the driver to detect the throttle controller 49.
Output to The road gradient detector 47 is also a gradient detecting means having the same configuration as that of the first embodiment, and detects the road gradient θ according to the flowchart of FIG.
Output to However, unlike the case where the motor torque command value T * ′ is input from the ECU 23 in the first embodiment, the throttle controller 4 is included in the road gradient detector 47 of the present embodiment.
Engine torque T corresponding to throttle opening B% from 9
Is entered. Then, the road gradient θ is obtained by using this engine torque T instead of the motor torque command value T * ′.

The throttle controller 49 is a control means for controlling the driving amount of the throttle device 45 and adjusting the throttle opening B%. The throttle controller 49 determines the throttle opening B% based on the input accelerator opening A% and road gradient θ. Then, the throttle device 45 generates a control signal for driving the throttle device 45 so that the throttle opening degree B% is achieved, and outputs the control signal to the throttle device 45.

In the above, the throttle opening B% in the throttle controller 49 is determined as follows. The throttle controller 49 has a throttle opening B in advance.
The set value of% is stored in association with the accelerator opening A% and the road gradient θ. FIG. 12 shows the relationship between the accelerator opening A%, the road gradient θ, and the throttle opening B% set value. In the figure, the horizontal axis represents accelerator opening A% and the vertical axis represents throttle opening B%. The throttle opening degree B% corresponding to the accelerator opening degree A% is shown by a different curve for each road gradient. In the figure, the case of a flat road (road slope θ = 0), the case of an uphill road with road slopes θ1, θ2 (θ1>θ2> 0), and the case of a downhill road with road slopes θ3, θ4 (0 >Θ3> θ4). The throttle controller 49 obtains the accelerator opening A% and the throttle opening B% corresponding to the road gradient θ input from the stored information shown in FIG.

Next, the throttle opening B% in FIG.
The setting will be described. As shown in the figure, at the road gradient θ1, the throttle opening B% is set to be ΔB1% larger than that on the flat road (θ = 0). According to this ΔB1%, the output torque of the engine 43 becomes ΔT higher than that when traveling on a flat road. ΔB1% is set so that this ΔT cancels out the gradient resistance caused by the road gradient θ1. Similarly in the case of the road gradient θ2 in FIG.
The throttle opening B% is set using B2%.

In the case of a downhill road (θ = θ3, θ4), the throttle opening B% is set based on the same idea. That is, gravity acts on the downhill road so as to accelerate the vehicle. The illustrated adjustment amounts ΔB3% and ΔB4% are set so that the decrease in the output of the engine 43 corresponding to the adjustment amounts ΔB3% and ΔB4% cancels out the action of gravity.

In FIG. 12, the set value of the throttle opening B% is corrected in order to obtain a natural driving feeling, as in the first embodiment. That is, as the accelerator opening A% approaches 100% and 0%, the throttle opening B% on the road gradients θ1 to θ4 is set to approach the throttle opening B% on the flat road. When the accelerator opening is 100% and 0%, the throttle opening is 100% regardless of the road gradient.
% And 0%.

Next, the output torque control operation by the control device of this embodiment will be described with reference to FIG. When traveling on a flat road with the accelerator opening A1%, the accelerator opening sensor 13 detects the accelerator opening A1%, and the road gradient detector 47 detects the road gradient θ = 0 according to the flowchart of FIG. Each is output to the throttle controller 49. In the throttle controller 49, the throttle opening B0% is determined from the stored information shown in FIG. Then, a control signal corresponding to the determined throttle opening B0% is generated and output to the throttle device 45. By being driven according to this control signal, the throttle opening in the throttle device 45 is B0%. In the engine 43, intake is performed according to the throttle opening B0%, and output torque is generated according to this intake amount.

When the vehicle enters an uphill road with a road gradient θ1 from a flat road while traveling at an accelerator opening A1%, the road gradient detector 4
7 detects the road gradient θ1 and detects the throttle controller 4
Output to 9. The throttle controller 49 determines the throttle opening to be B1% according to FIG. 12 based on the accelerator opening A1% and the road gradient θ1. Then, according to the control signal corresponding to the throttle opening B1%, the throttle device 45
Is driven. As a result, the output torque of the engine 43 becomes a value corresponding to the throttle opening B1%. Further, the same control as above is performed when the road gradient becomes θ2 to θ4 or any other value.

In the above example, when the vehicle enters an uphill road having a road gradient θ1 from a flat road, the vehicle speed on the flat road is maintained without the driver adjusting the accelerator opening. in this way,
According to the present embodiment, the accelerator operation work that the driver has to perform in response to the change in the road gradient θ is reduced. Therefore, as in the case of the above-described first embodiment, the effect of facilitating the driving of the vehicle can be obtained.

[Fourth Embodiment] The fourth embodiment is a form in which the present invention is applied to an engine vehicle equipped with an engine as a prime mover, and similarly to the second embodiment, a radius of curvature of a curved road is detected and judged as a traveling road condition. It is a form to do. In the following description, description of elements having the same functions as those of the above-described second and third embodiments will be omitted.

FIG. 13 shows a prime mover control device 5 of this embodiment.
1 is a block diagram showing a system of an engine vehicle to which No. 1 is applied. The prime mover control device 51 includes the accelerator opening sensor 1
3, corner radius detector 35 and throttle controller 5
3 is provided. The accelerator opening sensor 13 and the corner radius detector 35 have the same configurations as those in the second embodiment, and detect the accelerator opening A% and the corner radius R, respectively, and output them to the throttle controller 53.

The throttle controller 53 is a control means for controlling the driving amount of the throttle device 45 and adjusting the throttle opening B%, as in the third embodiment. The throttle controller 53 of the present embodiment differs from that of the third embodiment in the configuration for determining the throttle opening B%. In the throttle controller 53, the set value of the throttle opening B% is stored in association with the accelerator opening A% and the corner radius R. FIG. 14 shows the relationship between the accelerator opening A%, the corner radius R, and the throttle opening B% set value. In the figure, the horizontal axis represents accelerator opening A% and the vertical axis represents throttle opening B%. The throttle opening B% corresponding to the accelerator opening A% is illustrated for a straight road and a curved road having corner radii R1 and R2 (R1> R2). The throttle controller 49 is shown in FIG.
From the stored information shown in 4, the accelerator opening A% input
And the throttle opening B% corresponding to the corner radius R is obtained.

Next, the throttle opening B% in FIG.
The setting will be described. As shown in the figure, at the corner radius R1, the throttle opening B% is on a flat road (θ = 0).
It is set so as to be smaller by ΔB1% than in the case of. According to this ΔB1%, the output torque of the engine 43 becomes lower than that when traveling on a flat road, and as a result, the vehicle speed decreases to V1 after time t. For ΔB1%, the vehicle speed V1 after deceleration due to the decrease in engine output is the safe vehicle speed (the second embodiment described above.
The vehicle speed is set according to the corner radius R described above. Similarly, in the case of the corner radius R in FIG. 14, the throttle opening B% is set using ΔB2%. Note that, also in FIG. 14, as in the third embodiment, the set value of the throttle opening B% is corrected to obtain a natural driving feeling.

Next, the output torque control operation by the control device of this embodiment will be described. The vehicle has accelerator opening A
When traveling on a straight road at 1%, the accelerator opening sensor 13 detects the accelerator opening A1%, and the corner radius detector 35 detects that the corner radius is infinity. It is being output. In the throttle controller 53, the throttle opening B0% is determined from the stored information shown in FIG. Then, a control signal corresponding to the throttle opening B0% is generated and output to the throttle device 45, and the throttle opening in the throttle device 45 is B0%. Engine 43
Then, intake is performed according to the throttle opening B0%, and output torque corresponding to the intake amount is generated.

When the vehicle enters a curved road having a corner radius R1 from a straight road while traveling with the accelerator opening A1%, the corner radius detector 35 detects the corner radius R1 and outputs it to the throttle control device 53. In the throttle controller 53, based on the accelerator opening A1% and the corner radius R,
According to 2, the throttle opening is determined to be B1%. Then, according to the throttle opening B1%, the throttle device 45
Is controlled. As a result, the output torque generated by the engine 43 decreases, and the vehicle decelerates to the safe vehicle speed after the deceleration time.

In the above example, the corner radius R from the straight road
When the vehicle enters a curved road, the vehicle decelerates to a safe vehicle speed without the driver having to adjust the accelerator opening. As described above, according to the present embodiment, the operation amount of the accelerator operation that the driver has to perform corresponding to the corner radius R is reduced. Therefore, as in the case of the second embodiment described above, it is possible to obtain the effect that driving of the vehicle becomes easier.

As described above, in the first to fourth embodiments, the accelerator operation work to be performed by the driver in order to perform the driving corresponding to the road condition is reduced, and as a result, the driving becomes easier. The effect was obtained. With this effect,
Further, the following effects can be obtained.

According to the prime mover control device of the above embodiment,
In a situation where it is difficult to determine the road condition, the motor control device assists the driver in driving. As a road condition, for example, a situation where it is difficult to determine the road gradient includes running on a gentle downhill road, a gentle uphill road, a tunnel, a place where it is easy to get an optical illusion,
The situation is such as driving at night or when fatigued. In the above, for example, a situation in which the vehicle speed becomes too high without being noticed because the road gradient changes in the tunnel is assumed. In addition, it is assumed that the speed may have decreased without being noticed on a gentle uphill road. According to the above embodiment, the vehicle traveling state is maintained in such a situation. That is, the driver is assisted by the prime mover control device, and can more easily drive.

In general, natural traffic is likely to occur on an uphill road. One of the causes of this traffic congestion is that the vehicle speed decreases due to the delay in the driver's coping with the change in the road gradient. According to the above-mentioned embodiment, since the decrease in vehicle speed is avoided, it becomes possible to alleviate the traffic congestion on the uphill road.

Further, in the vehicle provided with the prime mover control device of the above-described embodiment, the vehicle travels in accordance with the change in the road condition. Therefore, for example, sudden acceleration for returning the vehicle speed that has decreased on an uphill road to the vehicle speed on a flat road is avoided. Further, for example, a sudden deceleration that is performed because the vehicle speed is too fast on a curved road is avoided. By reducing such rapid acceleration / deceleration, the electric power consumption of the battery is reduced and the battery life is extended in the electric vehicle, and the fuel consumption is improved in the engine vehicle.

In addition, Embodiments 1 and 2 above are embodiments in which the present invention is applied to an electric vehicle, and Embodiments 3 and 4 are embodiments in which the present invention is applied to an engine vehicle.
On the other hand, the present invention can be applied to a hybrid vehicle equipped with an engine and a motor as a prime mover. In this case, the control device is configured to control both or either of the engine and the motor.

[0096]

According to the prime mover control device of the present invention, the control means adapts, as the drive control value of the output torque adjusting means, the reference control value corresponding to the accelerator operation state under the reference road condition to the road condition. The drive control value adjusted so that the vehicle travels as described above is performed is determined. Therefore, the driver's accelerator operation work for dealing with the road condition is reduced. As a result, it is possible to reduce the burden on the driver in order to cope with the road condition, and it is possible to drive more easily.

Further, according to the present invention, by using the traveling road condition detecting means as a gradient detecting means for detecting a road gradient, the driver's accelerator operation work for coping with changes in the road gradient is reduced. Therefore, driving on a traveling road where the road gradient changes can be facilitated.

Further, according to the present invention, the reference road condition is set to a flat road, and the control means sets a reference according to the road slope so that the vehicle running corresponding to the accelerator operation state on the flat road is maintained on the slope road. The configuration that determines the drive control value by adjusting the control value reduces the accelerator operation work performed by the driver in accordance with the road gradient in order to keep the vehicle running, and thus facilitates driving on a traveling road where the road gradient changes. Become.

According to the present invention, the traveling road condition detecting means is a radius of curvature detecting means for detecting the radius of curvature of the curved road, so that the driver's accelerator operation work for coping with the radius of curvature of the curved road. Is reduced. Therefore, driving on a curved road is facilitated.

Further, according to the present invention, the reference traveling condition is a straight road, and the control means determines the drive control value by adjusting the reference control value so as to be the safe speed according to the radius of curvature of the curved road. Since the driver decelerates to a safe speed on the curved road, the operation work on the accelerator is reduced, so that driving on the curved road is facilitated.

Further, according to the present invention, by applying the motor control device to the motor output torque control of the electric vehicle, the operation of the electric vehicle becomes easier.

Further, according to the present invention, by applying the prime mover control device to the engine output torque control of the engine vehicle, the operation of the engine vehicle becomes easier.

[Brief description of drawings]

FIG. 1 is a block diagram showing a system of an electric vehicle to which a motor control device according to a first embodiment of the present invention is applied.

FIG. 2 is a flowchart for calculating a road gradient θ in a road gradient detector.

FIG. 3 is an explanatory diagram showing a map showing a reference acceleration α * corresponding to an actual vehicle speed V and a motor torque command value T * ′.

FIG. 4 is a flowchart for determining a motor torque command value T * ′ in the ECU.

FIG. 5 is a motor torque command value T determined by the ECU.
It is explanatory drawing which shows * '.

FIG. 6 is an explanatory diagram showing a gradient resistance F acting on a vehicle due to a vehicle weight.

FIG. 7 is a block diagram showing a system of an electric vehicle to which a motor control device according to a second embodiment of the present invention is applied.

FIG. 8 is an explanatory diagram showing a map for obtaining a corner radius R from an actual vehicle speed V and a steering angle δ.

FIG. 9 is a flowchart for determining a motor torque command value T * ′ in the ECU.

FIG. 10 is an explanatory diagram showing a map for obtaining a safe vehicle speed V * from a corner radius R.

FIG. 11 is a block diagram showing a system of an engine vehicle to which a prime mover control device according to a third embodiment of the present invention is applied.

FIG. 12 is an explanatory diagram showing a relationship between accelerator opening A%, road gradient θ, and throttle opening B% set value.

FIG. 13 is a block diagram showing a system of an engine vehicle to which a prime mover control device of a fourth embodiment of the present invention is applied.

FIG. 14 is an explanatory diagram showing a relationship between accelerator opening A%, corner radius R, and throttle opening B% set value.

FIG. 15 is a block diagram showing a system of a conventional electric vehicle.

16 is an explanatory diagram showing a relationship between an accelerator opening degree A% and a motor torque command value T * in the prime mover control device of FIG.

[Explanation of symbols]

1 motor, 7 inverter, 9 battery, 11 and 2
1, 31, 41, 51 Motor control device, 13 Accelerator position sensor, 15, 23, 33 Electronic control device (EC
U), 25, 47 Road slope detector, 35 Corner radius detector, 43 Engine, 45 Throttle device, 4
9,53 Throttle controller.

Claims (7)

[Claims] 1. A prime mover control device for controlling an output torque of a prime mover based on an accelerator operation by a vehicle driver, an accelerator operation detecting means for detecting an accelerator operation state, and a traveling road condition detection for detecting a predetermined traveling road condition. Means, the drive control value of the output torque adjusting means is determined based on the detected values of the accelerator operation state and the road condition, and the output torque of the prime mover is driven by driving the output torque adjusting means according to the drive control value. The drive control value determined by the control means is a reference control value corresponding to an accelerator operating state under a reference road condition, and the vehicle travel adapted to the road condition. A motor control device, wherein the drive control value is adjusted so that 2. The prime mover control device according to claim 1, wherein the traveling road condition detecting means is a gradient detecting means for detecting a road gradient, and the control means is based on a detected value of the road gradient. A prime mover control device, characterized in that the drive control value is determined by adjusting a reference control value. 3. The prime mover control device according to claim 2, wherein the reference traveling road condition is a flat road, and the control means maintains the vehicle traveling corresponding to an accelerator operation state on the flat road on a slope road. Thus, the prime mover control device is characterized in that the drive control value obtained by adjusting the reference control value is determined according to the road gradient. 4. The prime mover control device according to claim 1, wherein the traveling road condition detecting means is a radius of curvature detecting means for detecting a radius of curvature of a curved road, and the controlling means detects a detected value of the radius of curvature. A prime mover control device, characterized in that the drive control value is adjusted based on the reference control value. 5. The prime mover control device according to claim 4, wherein the reference traveling condition is a straight road, and the control means performs the reference control such that a vehicle speed is a safe speed according to a radius of curvature of a curved road. A prime mover control device characterized by determining a drive control value, the value of which is adjusted. 6. The prime mover control device according to claim 1, wherein the prime mover is a motor, the output torque adjusting means is a current adjusting means for adjusting a current supplied to the motor, and the drive is provided. The motor control device is characterized in that the control value is a motor torque command value for controlling the current adjusting means. 7. The prime mover control device according to claim 1, wherein the prime mover is an engine, the output torque adjusting means is a throttle for adjusting an intake air amount to the engine, and the drive control is provided. A prime mover control device characterized in that the value is a throttle opening.