WO2014112050A1 - Système de commande pour véhicule - Google Patents

Système de commande pour véhicule Download PDF

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Publication number
WO2014112050A1
WO2014112050A1 PCT/JP2013/050657 JP2013050657W WO2014112050A1 WO 2014112050 A1 WO2014112050 A1 WO 2014112050A1 JP 2013050657 W JP2013050657 W JP 2013050657W WO 2014112050 A1 WO2014112050 A1 WO 2014112050A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
deceleration
ecu
shift range
motor generator
Prior art date
Application number
PCT/JP2013/050657
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English (en)
Japanese (ja)
Inventor
祐希 早川
Original Assignee
トヨタ自動車株式会社
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Publication date
Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
Priority to PCT/JP2013/050657 priority Critical patent/WO2014112050A1/fr
Publication of WO2014112050A1 publication Critical patent/WO2014112050A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/105—Infinitely variable gearings of electric type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/30—Control strategies involving selection of transmission gear ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21—Providing engine brake control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/06—Ignition switch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0234—Adapting the ratios to special vehicle conditions
    • F16H2061/0237—Selecting ratios for providing engine braking
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the present invention relates to a vehicle control system, and in particular, in a vehicle in which deceleration can be changed by changing a shift range, the shift range when a restart operation is performed after a stop operation of a control device is performed during traveling. It relates to the technology to control.
  • An ECU Electronic Control Unit
  • An ECU Electronic Control Unit
  • an ignition switch or start switch
  • the ECU is started, and when the driver turns it off, the ECU is stopped.
  • Patent Document 1 Japanese Patent Application Laid-Open No. 2004-92623
  • the automatic transmission is set to the neutral state when the engine is started, and the gear stage for forward traveling is automatically selected after the start. Returned.
  • gear stage is automatically selected, a gear stage different from the gear stage expected by the driver may be selected, and the deceleration expected by the driver may not be obtained.
  • the present invention has been made in view of the above-described problems, and an object thereof is to realize the deceleration expected by the driver.
  • the vehicle control system capable of changing the deceleration by changing the shift range includes a control device for controlling the power train of the vehicle, and a driver for starting and stopping the control device. And a switch to be operated.
  • the control device stops the control of the power train.
  • the switch is operated again when the switch is operated again while the vehicle is running.
  • a request for deceleration is determined from the running conditions at the time, and the shift range is controlled according to the request for deceleration.
  • the deceleration expected by the driver can be realized by controlling the shift range in consideration of the demand for deceleration.
  • the control device determines a request for deceleration based on at least one of an operation amount of the brake pedal, a gradient, and a distance to a vehicle ahead, and requests for deceleration. The larger the is, the larger the shift range that can be obtained is selected.
  • the driver can determine the demand for deceleration based on the driver's intention to decelerate, the tendency to accelerate or decelerate, the necessity of deceleration, and the like. Further, as the demand for deceleration increases, a desired deceleration can be realized by selecting a shift range in which a larger deceleration can be obtained.
  • control device determines that the greater the amount of operation of the brake pedal, the greater the slope of the downhill road, or the shorter the distance to the vehicle ahead, the greater the demand for deceleration. .
  • control device determines that there is a request for deceleration, at least one of the operation amount of the accelerator pedal, the gradient on the uphill road, and the distance to the vehicle behind the vehicle. To limit the selection of the shift range based on the demand for deceleration.
  • the control device operates when the power train is controlled in the manual shift mode in which the shift range can be changed manually, and the control device is powered by operating the switch while the vehicle is running.
  • the shift range is controlled in response to a request for deceleration when the switch is operated again while the vehicle is running.
  • the driver In the manual shift mode, the driver expects to obtain a desired deceleration by arbitrarily changing the shift range. Therefore, by realizing the deceleration desired by the driver in such a manual shift mode, Can meet the driver's request.
  • the hybrid vehicle includes an engine 100, a first motor generator 110, a second motor generator 120, a power split mechanism 130, a speed reducer 140, and a battery 150.
  • the power train of the vehicle includes an engine 100, a first motor generator 110, and a second motor generator 120.
  • the hybrid vehicle travels by driving force from at least one of the engine 100 and the second motor generator 120.
  • an electric vehicle or a fuel cell vehicle that travels only by the driving force from the motor may be used. You may use the vehicle which has only an engine as a drive source.
  • Engine 100, first motor generator 110, and second motor generator 120 are connected via power split mechanism 130.
  • the power generated by the engine 100 is divided into two paths by the power split mechanism 130.
  • One is a path for driving the front wheels 160 via the speed reducer 140.
  • the other is a path for driving the first motor generator 110 to generate power.
  • the first motor generator 110 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil.
  • First motor generator 110 generates power using the power of engine 100 divided by power split mechanism 130.
  • the electric power generated by the first motor generator 110 is selectively used according to the traveling state of the vehicle and the state of charge (SOC) of the battery 150. For example, during normal traveling, the electric power generated by first motor generator 110 becomes electric power for driving second motor generator 120 as it is. On the other hand, when the SOC of battery 150 is lower than a predetermined value, the electric power generated by first motor generator 110 is stored in battery 150.
  • the second motor generator 120 is a three-phase AC rotating electric machine including a U-phase coil, a V-phase coil, and a W-phase coil. Second motor generator 120 is driven by at least one of the electric power stored in battery 150 and the electric power generated by first motor generator 110.
  • the driving force of the second motor generator 120 is transmitted to the front wheels 160 via the speed reducer 140.
  • the second motor generator 120 assists the engine 100 or causes the vehicle to travel by the driving force from the second motor generator 120.
  • the rear wheels may be driven instead of or in addition to the front wheels 160.
  • the second motor generator 120 is driven by the front wheels 160 via the speed reducer 140, and the second motor generator 120 operates as a generator. Accordingly, second motor generator 120 operates as a regenerative brake that converts braking energy into electric power.
  • the electric power generated by second motor generator 120 is stored in battery 150.
  • the power split mechanism 130 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear.
  • the pinion gear engages with the sun gear and the ring gear.
  • the carrier supports the pinion gear so that it can rotate.
  • the sun gear is connected to the rotation shaft of first motor generator 110.
  • the carrier is connected to the crankshaft of engine 100.
  • the ring gear is connected to the rotation shaft of second motor generator 120 and speed reducer 140.
  • the engine 100, the first motor generator 110, and the second motor generator 120 are connected via a power split mechanism 130 that is a planetary gear, so that the rotational speeds of the engine 100, the first motor generator 110, and the second motor generator 120 are increased. As shown in FIG. 2, the relationship is connected by a straight line in the alignment chart.
  • the ratio of the rotation speed of the second motor generator 120 as the output rotation speed to the engine rotation speed as the input rotation speed can be changed steplessly.
  • the hybrid system including engine 100, first motor generator 110, second motor generator 120, and power split mechanism 130 is also referred to as an electric continuously variable transmission.
  • the battery 150 is an assembled battery composed of a plurality of cells.
  • the battery 150 is configured, for example, by further connecting a plurality of battery modules in which a plurality of cells are integrated in series.
  • Battery 150 is, for example, a lithium ion battery.
  • the voltage of the battery 150 at the time of full charge is, for example, about 200V.
  • engine 100 is controlled by EFI (Electronic Fuel Injection) -ECU 170.
  • First motor generator 110 and second motor generator 120 are controlled by MG (Motor Generator) -ECU 172.
  • the EFI-ECU 170 and the MG-ECU 172 are connected to a PM (Power train Manager) -ECU 174 so as to be capable of bidirectional communication.
  • PM Power train Manager
  • PM-ECU 174 has a function of managing EFI-ECU 170 and MG-ECU 172. For example, activation (power on) and stop (power off) of EFI-ECU 170 and MG-ECU 172 are controlled by a command signal from PM-ECU 174.
  • PM-ECU 174 instructs EFI-ECU 170 on the target output and target torque of engine 100, and MG-ECU 172 generates power from first motor generator 110, drive power from second motor generator 120, and the like. Is commanded. Therefore, the PM-ECU 174 corresponds to a control device that comprehensively controls the power train of the vehicle. As an example, the PM-ECU 174 determines the driving torque of the vehicle in accordance with the amount of operation of the accelerator pedal 180 by the driver (also referred to as the accelerator opening), and the EFI-ECU 170 and the MG so as to realize the determined driving torque. A command is given to the ECU 172. The accelerator opening is detected by an accelerator opening sensor 182. The starting and stopping of PM-ECU 174 is managed by power supply ECU 176.
  • the PM-ECU 174 determines a target deceleration of the vehicle according to the amount of operation of the brake pedal 190 by the driver, and the EFI-ECU 170 and the MG-ECU 172 so as to realize the determined deceleration. Give a directive.
  • the second motor generator 120 is controlled so that a braking force capable of realizing a predetermined deceleration is obtained.
  • the operation amount of the brake pedal 190 is detected by the position sensor 192.
  • the power supply ECU 176 determines whether or not the driver (driver) has operated the start switch 178, generates an IG on signal or an IG off signal in accordance with the operation of the start switch 178 by the driver, and the PM-ECU 174 Output for. As an example, the power supply ECU 176 determines whether or not the driver has operated the start switch 178 based on a voltage that changes as the driver operates the start switch 178.
  • the method for determining whether or not the driver has operated the start switch 178 may be a general method for determining whether or not the switch has been operated. Will not repeat.
  • PM-ECU 174 when the driver operates start switch 178 while PM-ECU 174 is stopped, power supply ECU 176 generates an IG on signal. PM-ECU 174 is activated when an IG ON signal is input from power supply ECU 176.
  • PM-ECU 174 maintains the activated state until IG off signal is continuously input from power supply ECU 176 and input for a predetermined standby time ⁇ T, and IG off signal is continued from power supply ECU 176. If it is input for a predetermined waiting time ⁇ T or longer, it stops.
  • the PM-ECU 174 can be stopped and started by operating the start switch 178 even when the vehicle is running. However, when the driver operates the start switch 178 and the IG OFF signal is input from the power supply ECU 176 while the vehicle is running, the PM-ECU 174 does not stop completely but only controls the power train. On the other hand, the state transits to a state (accessory on) in which power can be supplied to the accessories. In this state, when an IG ON signal is input from the power supply ECU 176 by the driver operating the start switch 178 while the vehicle is traveling, the PM-ECU 174 resumes control of the power train.
  • control modes of engine 100, first motor generator 110, and second motor generator 120 will be described.
  • the control mode of engine 100, first motor generator 110, and second motor generator 120 is selected in accordance with the driver's operation on shift lever 200.
  • the shift lever 200 moves along the shift gate.
  • the control mode is selected according to the position PSH of the shift lever 200.
  • the position PSH of the shift lever 200 is detected by the position sensor 202.
  • the position sensor 202 detects the position PSH of the shift lever 200 by determining whether the contact provided at the position corresponding to the shift position is ON or OFF.
  • the engine 100, the first motor generator 110, and the second motor so that the vehicle has no driving force.
  • the motor generator 120 is controlled. In this case, control of engine 100, first motor generator 110, and second motor generator 120 may be stopped.
  • the engine 100 When the position PSH of the shift lever 200 is the “reverse (R)” position, the engine 100, the first motor generator 110, and the second motor so that the vehicle moves backward with a larger driving force as the operation amount of the accelerator pedal 180 increases.
  • Generator 120 is controlled. More specifically, the engine 100 is stopped, and the vehicle is controlled to move backward using only the second motor generator 120 as a drive source.
  • the automatic transmission mode is selected.
  • the engine 100, the first motor generator 110, and the second motor generator 120 are controlled so that the vehicle advances with a larger driving force as the amount of operation of the accelerator pedal increases.
  • the engine 100 stops when the driver's request can be satisfied even when only the second motor generator 120 is used as a drive source, such as when the vehicle starts, at a low vehicle speed, or at a light load.
  • the vehicle is controlled to move forward using only the second motor generator 120 as a drive source.
  • the engine 100 In the traveling state where the efficiency of the engine 100 is improved, the engine 100 is started. In this case, the vehicle is controlled to move forward with engine 100 as the main drive source.
  • the engine 100 is used as a drive source to secure the driving force of the vehicle, and the first motor generator 110 generates power using a part of the power of the engine 100. Further, the second motor generator 120 is driven using the electric power generated by the first motor generator 110 as a drive source, and the drive force of the second motor generator 120 is added to the drive force of the engine 100.
  • the driving power of the vehicle is secured using the engine 100 as a driving source, and the first motor generator 110 generates power using a part of the power of the engine 100.
  • the engine 100 is intermittently operated by being driven or stopped according to the traveling state of the vehicle. Is done.
  • the control mode of engine 100 in the automatic transmission mode will be further described. As shown in FIG. 5, when the output power of the hybrid vehicle is smaller than the engine start threshold value, the hybrid vehicle travels using only the driving force of second motor generator 120.
  • the output power is set as the power used for running the hybrid vehicle.
  • the output power is calculated by the PM-ECU 174 according to a map having, for example, the accelerator opening and the vehicle speed as parameters.
  • the method for calculating the output power is not limited to this. Note that torque, acceleration, driving force, accelerator opening, and the like may be used instead of output power.
  • the engine 100 is driven when the output power of the hybrid vehicle exceeds the engine start threshold value.
  • the hybrid vehicle travels using the driving force of engine 100 in addition to or instead of the driving force of second motor generator 120.
  • the electric power generated by first motor generator 110 using the driving force of engine 100 is directly supplied to second motor generator 120.
  • the operating point of the engine 100 that is, the engine speed NE and the output torque TE are determined by the intersection of the output power and the operating line.
  • the output power is indicated by an isopower line.
  • the operating line is predetermined by the developer based on the results of experiments and simulations.
  • the operation line is set so that the engine 100 can be driven so that the fuel consumption becomes optimum (minimum). That is, when the engine 100 is driven along the operation line, optimal fuel consumption is realized.
  • the manual transmission mode is selected.
  • the shift range can be manually changed in a range of 1 to 6, for example, by a shift operation for moving the shift lever 200 back and forth.
  • the engine speed is controlled in accordance with the selected shift range.
  • the engine speed NE is increased as in the case where the automatic transmission is upshifted.
  • the engine 100, the first motor generator 110, and the second motor generator 120 are controlled so as to decrease.
  • the engine speed NE is increased by increasing the speed of the first motor generator 110.
  • the engine speed NE is generally zero. That is, engine 100 is stopped. Therefore, when the manual transmission mode is selected, the engine speed NE at the time of deceleration is increased as compared with the case where the automatic transmission mode is selected.
  • the manual shift mode the engine speed NE is increased and the deceleration is increased as the selected shift range is lower. For example, when the shift range is “1”, a larger deceleration can be obtained than when the shift range is “5”.
  • the shift range when the position PSH of the shift lever 200 is moved from the “drive (D)” position to the “sequential shift (S)” position is the vehicle speed, the amount of operation of the accelerator pedal 180, the amount of operation of the brake pedal, etc. It is automatically selected according to the state. As an example, the shift range is selected according to a map created in advance by the developer.
  • the driver operates the start switch 178 while the vehicle is traveling in the manual shift mode, so that the PM-ECU 174 stops the control of the power train, and then the driver restarts the start switch.
  • the shift range when PM-ECU 174 resumes control of the power train is controlled in response to a request for deceleration of the vehicle when start switch 178 is operated again.
  • the PM-ECU 174 determines a request for deceleration based on traveling conditions such as the amount of operation of the brake pedal 190, the gradient, and the distance to the vehicle ahead when the start switch 178 is operated again. Control shift range according to speed requirements. That is, a request for deceleration is determined based on at least one of the operation amount of the brake pedal 190, the gradient, and the distance to the vehicle ahead.
  • the greater the amount of operation of the brake pedal 190 the greater the demand for deceleration. It is determined that the greater the slope of the downhill road, the greater the demand for deceleration. The shorter the distance to the vehicle ahead, the greater the demand for deceleration. The greater the demand for deceleration, the greater the shift range that results in greater deceleration. That is, the greater the demand for deceleration, the lower the shift range is selected.
  • the operation amount of the brake pedal 190 is a predetermined value or more
  • the slope of the downhill road is a predetermined value or more, or when the distance to the vehicle ahead is less than the predetermined value
  • a shift range for example, 2nd speed
  • the shift range is determined according to the vehicle speed or the like as when the position PSH of the shift lever 200 is moved from the “drive (D)” position to the “sequential shift (S)” position. Selected.
  • the distance from the vehicle ahead is detected using, for example, a millimeter wave radar (not shown).
  • FIG. 8 shows a shift range when the operation amount of the brake pedal 190 is greater than or equal to a predetermined value and a shift range when the operation amount of the brake pedal 190 is less than the predetermined value.
  • the shift range when the operation amount of the brake pedal 190 is equal to or greater than a predetermined value is lower than the shift range when the operation amount of the brake pedal 190 is less than the predetermined value. Therefore, under the condition that the vehicle speed is the same, the deceleration when the operation amount of the brake pedal 190 is equal to or greater than the predetermined value is smaller than the deceleration when the operation amount of the brake pedal 190 is less than the predetermined value. large.
  • PM-ECU 174 a process executed by PM-ECU 174 in the present embodiment will be described.
  • the processing described below may be realized by software, may be realized by hardware, or may be realized by cooperation of software and hardware.
  • step (hereinafter abbreviated as S) 100 the PM-ECU 174 controls the power train when the driver operates the start switch 178 while the vehicle is running and the manual shift mode is being executed. It is determined whether or not.
  • PM-ECU 174 stops control of the power train during execution of the manual shift mode (YES in S100)
  • start switch 178 again YES in S102
  • a request for deceleration is determined from traveling conditions such as the amount of operation of brake pedal 190, the gradient, and the distance to the vehicle ahead.
  • the reduction range expected by the driver is controlled by controlling the shift range in consideration of the request for deceleration. Speed can be realized.
  • the request for deceleration Even if there is a request for deceleration, if it is considered that deceleration is not desirable due to the amount of operation of the accelerator pedal 180, the slope on the uphill road, and the distance from the vehicle behind, the request for deceleration
  • the selection of the shift range based on may be limited. That is, in this embodiment, when PM-ECU 174 determines that there is a request for deceleration, at least one of the operation amount of accelerator pedal 180, the gradient on the uphill road, and the distance to the vehicle behind Based on one, the selection of shift range based on the demand for deceleration is limited.
  • the distance from the vehicle behind is detected using, for example, a millimeter wave radar (not shown).
  • the amount of operation of the accelerator pedal 180 is greater than or equal to a predetermined value, the gradient on an uphill road is greater than or equal to a predetermined value, or the distance to the vehicle behind is less than or equal to a predetermined value, it is based on a request for deceleration. Shift range selection is limited.
  • the selection of the shift range based on the demand for deceleration is performed. Limited.
  • the position PSH of the shift lever 200 is moved from the “drive (D)” position to the “sequential shift (S)” position, for example, when there is no request for deceleration.
  • the shift range according to the vehicle speed the selection of the shift range based on the demand for deceleration is limited. Note that the method of limiting the selection of the shift range based on the request for deceleration is not limited to these.
  • PM-ECU 174 the process executed by PM-ECU 174 in the present embodiment will be described.
  • the processing described below may be realized by software, may be realized by hardware, or may be realized by cooperation of software and hardware.
  • the same processes as those described using FIG. 9 are denoted by the same reference numerals, and the description thereof will not be repeated here.
  • the shift range is selected according to the vehicle speed, for example, in the same manner as when the position PSH of the shift lever 200 is moved from the "drive (D)" position to the “sequential shift (S)" position. This limits the selection of the shift range based on the demand for deceleration.
  • 100 engine 110 first motor generator, 120 second motor generator, 130 power split mechanism, 140 speed reducer, 150 battery, 160 front wheel, 170 EFI-ECU, 172 MG-ECU, 174 PM-ECU, 176 power supply ECU, 178 Start switch, 180 accelerator pedal, 182 accelerator opening sensor, 190 brake pedal, 200 shift lever, 202 position sensor.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)

Abstract

L'invention porte sur un système de commande pour un véhicule, dans lequel système le taux de décélération peut être changé par changement d'une plage globale de rapports, lequel système comportant ce qui suit : une PM-ECU qui commande le groupe motopropulseur du véhicule ; et un commutateur d'allumage que le conducteur actionne afin de démarrer ou d'arrêter la PM-ECU. Si le commutateur d'allumage est actionné pendant que le véhicule est en route, la PM-ECU arrête de commander le groupe motopropulseur, et si, après que la PM-ECU a arrêté de commander le groupe motopropulseur, le commutateur d'allumage est à nouveau actionné pendant que le véhicule est en route, la PM-ECU détermine des exigences de décélération à partir de conditions de conduite, et commande la plage globale de rapports mentionnée ci-dessus en fonction desdites exigences de décélération.
PCT/JP2013/050657 2013-01-16 2013-01-16 Système de commande pour véhicule WO2014112050A1 (fr)

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PCT/JP2013/050657 WO2014112050A1 (fr) 2013-01-16 2013-01-16 Système de commande pour véhicule

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PCT/JP2013/050657 WO2014112050A1 (fr) 2013-01-16 2013-01-16 Système de commande pour véhicule

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WO2014112050A1 true WO2014112050A1 (fr) 2014-07-24

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04290663A (ja) * 1991-03-04 1992-10-15 Mitsubishi Electric Corp 自動変速機の制御装置
JPH10299890A (ja) * 1997-04-24 1998-11-13 Aqueous Res:Kk 車両制御装置
JP2007187031A (ja) * 2006-01-12 2007-07-26 Toyota Motor Corp 内燃機関の制御装置
JP2008215574A (ja) * 2007-03-07 2008-09-18 Toyota Motor Corp 自動変速機の制御装置
JP2012218697A (ja) * 2011-04-14 2012-11-12 Toyota Motor Corp 車両の制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH04290663A (ja) * 1991-03-04 1992-10-15 Mitsubishi Electric Corp 自動変速機の制御装置
JPH10299890A (ja) * 1997-04-24 1998-11-13 Aqueous Res:Kk 車両制御装置
JP2007187031A (ja) * 2006-01-12 2007-07-26 Toyota Motor Corp 内燃機関の制御装置
JP2008215574A (ja) * 2007-03-07 2008-09-18 Toyota Motor Corp 自動変速機の制御装置
JP2012218697A (ja) * 2011-04-14 2012-11-12 Toyota Motor Corp 車両の制御装置

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