WO2015016022A1 - Dispositif de commande de force motrice pour véhicule et son procédé de commande - Google Patents

Dispositif de commande de force motrice pour véhicule et son procédé de commande Download PDF

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Publication number
WO2015016022A1
WO2015016022A1 PCT/JP2014/068234 JP2014068234W WO2015016022A1 WO 2015016022 A1 WO2015016022 A1 WO 2015016022A1 JP 2014068234 W JP2014068234 W JP 2014068234W WO 2015016022 A1 WO2015016022 A1 WO 2015016022A1
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Prior art keywords
driving force
vehicle
vehicle speed
driver
deceleration
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PCT/JP2014/068234
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English (en)
Japanese (ja)
Inventor
伴弘 有吉
吉野　太容
雅司 小野
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日産自動車株式会社
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Publication of WO2015016022A1 publication Critical patent/WO2015016022A1/fr

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    • 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
    • B60K6/48—Parallel type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D41/0005—Controlling intake air during deceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2270/00—Problem solutions or means not otherwise provided for
    • B60L2270/10—Emission reduction
    • B60L2270/14—Emission reduction of noise
    • B60L2270/145—Structure borne vibrations
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2409—Addressing techniques specially adapted therefor
    • F02D41/2422—Selective use of one or more tables
    • 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
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle driving force control device and a control method thereof.
  • JP 2005-45864A discloses a control device that selects a smaller torque as a creep torque among a vehicle speed corresponding torque that increases as the vehicle speed decreases and a braking force corresponding torque that increases as the braking torque decreases.
  • the creep torque decreases as the brake pedal depression amount increases and the braking torque increases. That is, an increase in braking force due to an increase in the amount of depression of the brake pedal and a decrease in creep torque due to an increase in the amount of depression of the brake pedal occur simultaneously.
  • the fluctuation amount of the deceleration becomes large, which may give the driver a sense of incongruity.
  • the driver may feel uncomfortable immediately before the vehicle is stopped, which is greatly affected by the variation in deceleration.
  • the fluctuation amount of the deceleration becomes large, it may be difficult to control the vehicle speed.
  • the present invention was invented to solve such problems, and it is an object of the present invention to suppress the uncomfortable feeling given to the driver when the brake pedal is depressed and to facilitate the control of the vehicle speed.
  • a vehicle driving force control apparatus includes a first driving force setting unit that sets a first driving force when the accelerator pedal opening degree according to a driving state is fully closed, and the first driving force.
  • a second driving force setting unit that sets a small second driving force, and a drive that selects the first driving force when there is no driver deceleration request, and that selects the second driving force when there is a driver deceleration request.
  • the accelerator pedal opening according to the driving state sets the first driving force when fully closed, and the second driving is different from the first driving force. Set the force, select the first driving force when there is no driver deceleration request, select the second driving force when there is a driver deceleration request, and control the drive source based on the selected driving force To do.
  • FIG. 1 is a schematic configuration diagram of a vehicle according to the present embodiment.
  • FIG. 2 is a time chart showing changes in acceleration and the like in the comparative example when the brake pedal is depressed during deceleration.
  • FIG. 3 is a flowchart for explaining the driving force control of this embodiment.
  • FIG. 4 is a schematic diagram showing the relationship between the vehicle speed and the driving force.
  • FIG. 5 is a block diagram showing the driving force control of this embodiment.
  • FIG. 6 is a block diagram showing the first driving force calculation unit.
  • FIG. 7 is a block diagram showing a deceleration request determination unit.
  • FIG. 8 is a block diagram showing the target driving force calculation unit.
  • FIG. 9 is a time chart showing a change in the target driving force when the driving force control of the present embodiment is used.
  • FIG. 1 is a schematic configuration diagram of a vehicle 10 according to the present embodiment.
  • the vehicle 10 of this embodiment is a hybrid vehicle.
  • the vehicle 10 includes an engine 1 and a motor generator 2 as drive sources, a battery 3 as a power source, an inverter 4 that controls the motor generator 2, and a drive system 5 that transmits the output of the drive source to wheels 9. .
  • the vehicle 10 also includes a controller 7 for controlling the engine 1, the motor generator 2, and the drive system 5.
  • the motor generator 2 is a synchronous motor generator in which a permanent magnet is embedded in a rotor and a stator coil is wound around a stator.
  • the motor generator 2 has a function as an electric motor that rotates by receiving electric power supply, and a function as a generator that generates an electromotive force at both ends of the stator coil when the rotor is rotated by an external force.
  • the battery 3 supplies electric power to various electric parts such as the motor generator 2 and stores the electric power generated by the motor generator 2.
  • the inverter 4 is a current converter that mutually converts two types of electricity, DC and AC.
  • the inverter 4 converts the direct current from the battery 3 into a three-phase alternating current having an arbitrary frequency and supplies it to the motor generator 2.
  • the motor generator 2 functions as a generator, the three-phase alternating current from the motor generator 2 is converted into direct current and supplied to the battery 3.
  • the drive system 5 includes a clutch 50, an automatic transmission 51, a forward / reverse switching mechanism 52, a final deceleration differential device 53, and a drive shaft 54.
  • the clutch 50 is provided between the engine 1 and the motor generator 2.
  • the clutch 50 is controlled in three states, an engaged state, a slip state (half-clutch state), and a released state, by changing the torque capacity.
  • the automatic transmission 51 is a continuously variable transmission that includes a primary pulley, a secondary pulley, and a belt that is wound around the primary pulley and the secondary pulley.
  • the gear ratio is changed by changing the contact radius between the belt and each pulley.
  • the forward / reverse switching mechanism 52 includes a planetary gear mechanism as a main component, and includes a forward clutch and a reverse brake.
  • the forward clutch is engaged, the reverse brake is released during the forward movement, the forward clutch is released during the reverse movement, and the reverse brake is engaged. Conclude.
  • the forward clutch and the reverse brake are controlled in three states, an engaged state, a slip state (half-clutch state), and a released state, by changing the torque capacity.
  • the final deceleration differential device 53 is an integration of the final deceleration device and the differential device.
  • the final deceleration differential device 53 decelerates the rotation transmitted from the output shaft of the automatic transmission 51 and transmits it to the left and right drive shafts 54. . Further, when it is necessary to create a speed difference between the rotational speeds of the left and right drive shafts 54 such as during a curve run, the speed difference is automatically given to enable smooth running. Wheels 9 are attached to the tips of the left and right drive shafts 54, respectively.
  • the wheel 9 When the brake pedal is depressed, the wheel 9 generates a braking force (hereinafter referred to as a braking force) corresponding to the depression amount of the brake pedal by the friction brake mechanism.
  • a braking force a braking force
  • the controller 7 includes a microcomputer having a central processing unit (CPU), a read-only memory (ROM), a random access memory (RAM), and an input / output interface (I / O interface).
  • CPU central processing unit
  • ROM read-only memory
  • RAM random access memory
  • I / O interface input / output interface
  • the controller 7 is a signal from the accelerator pedal sensor 20 that detects the amount of depression of the accelerator pedal, a signal from the vehicle speed sensor 21 that detects the vehicle speed, a signal from the brake pedal sensor 22 that detects the amount of depression of the brake pedal, and steering is operated.
  • a signal or the like from the inhibitor switch 27 is detected.
  • the controller 7 controls the engine 1, the motor generator 2, the clutch 50, the forward / reverse switching mechanism 52, and the automatic transmission 51 based on the input signal.
  • the vehicle 10 generates a predetermined driving force by the engine 1 and the motor generator 2 in order to enable creep running at a low vehicle speed even when the accelerator pedal is not fully depressed.
  • the driver depresses the brake pedal to request deceleration, and the vehicle 10 is decelerating, the engine 1 and the motor generator 2 do not have to generate driving force.
  • FIG. 2 when the vehicle 10 is decelerated and the brake pedal is depressed by the driver at time t1, the driving force generated by the engine 1 or the motor generator 2 at time t1 is applied to the brake pedal.
  • the driver feels strange due to the driving force step (shock). For example, when the vehicle 10 is traveling with a positive driving force, the deceleration suddenly increases as the driving force decreases, giving the driver a sense of discomfort. Further, when the vehicle 10 is traveling with a negative driving force, if the driving force increases, the deceleration suddenly decreases and the feeling of being pushed out increases, giving the driver a sense of incongruity.
  • the driving force control described below is performed when the accelerator pedal is not depressed and the vehicle 10 is decelerating.
  • step S100 the controller 7 determines whether or not the current vehicle speed is equal to or lower than the first predetermined vehicle speed.
  • the first predetermined vehicle speed is a vehicle speed at which the first driving force, which is the driving force when the accelerator pedal is not fully depressed and the accelerator pedal opening is in the fully closed state, is substantially zero during deceleration. As shown in FIG. 4, the first driving force increases as the vehicle speed decreases, and when the vehicle speed becomes lower than the first predetermined vehicle speed, the first driving force becomes a positive value.
  • a second driving force smaller than the first driving force is set in a region where the vehicle speed is lower than the first predetermined vehicle speed.
  • the second driving force is a value that does not change depending on the depression amount (operation) of the brake pedal, and is a value that is set for the purpose of improving fuel consumption and power consumption, and is substantially zero.
  • the driver has a driving force step (shock) generated by changing the target driving force. It is set to be an acceptable value.
  • the allowable driving force step has a predetermined width
  • the minimum driving force when the positive side has a predetermined width (plus minimum driving force) and the minimum driving force when the negative side has a predetermined width
  • the second driving force is set between (minus side minimum driving force).
  • the controller 7 determines whether the first driving force is substantially zero according to the current vehicle speed. If the first driving force becomes substantially zero, the process proceeds to step S101. If the first driving force is not substantially zero, that is, if the first driving force is less than substantially zero, the process is performed. Advances to step S103.
  • step S101 the controller 7 determines whether or not the brake pedal is depressed at the first calculation when the vehicle speed becomes less than the second predetermined vehicle speed, and a deceleration request is made by the driver.
  • the second predetermined vehicle speed is a vehicle speed higher than the first predetermined vehicle speed, and is a preset vehicle speed. If the second predetermined vehicle speed is set to a high vehicle speed, the driving state of the vehicle 10 such as operation of the brake pedal may be changed while the vehicle speed changes from the second predetermined vehicle speed to the first predetermined vehicle speed.
  • the vehicle speed be a low vehicle speed (a vehicle speed close to the first predetermined vehicle speed)
  • the determination in step S101 cannot be performed accurately if the vehicle speed is low.
  • step S101 based on the deceleration request determination cannot be made.
  • the second predetermined vehicle speed is set to a value close to the first predetermined vehicle speed on the higher vehicle speed side than the first predetermined vehicle speed and not too close. If the driver has requested deceleration when the vehicle speed is less than the second predetermined vehicle speed, the process proceeds to step S102, and the driver requests deceleration when the vehicle speed is less than the second predetermined vehicle speed. If not, the process proceeds to step S103.
  • step S102 the controller 7 sets the second driving force as the target driving force.
  • step S103 the controller 7 sets the first driving force as the target driving force.
  • the first request is made when the driver makes a deceleration request during the first calculation when the vehicle speed becomes less than the second predetermined vehicle speed.
  • the second driving force set to substantially zero from the time when the driving force becomes substantially zero (the time when the vehicle speed becomes the first predetermined vehicle speed) is set as the target driving force.
  • the first driving force is set as the target driving force, and then the driver requests deceleration.
  • the first driving force is set as the target driving force.
  • the controller 7 controls the engine 1 and the motor generator 2 based on the target driving force set in this way.
  • the driving force setting unit 100 includes a first driving force calculation unit 200, a deceleration request determination unit 300, and a target driving force calculation unit 400.
  • the first driving force calculation unit 200 will be described with reference to the block diagram of FIG.
  • the first driving force calculation unit 200 includes a D range driving force calculation unit 201, an R range driving force calculation unit 202, a first selection unit 203, and a driving force correction unit 204.
  • the D range driving force calculation unit 201 calculates the driving force when the shift lever is in the D range based on the vehicle speed.
  • the vehicle speed is detected based on a signal from the vehicle speed sensor 21.
  • the driving force increases as the vehicle speed decreases.
  • the R range driving force calculation unit 202 calculates the driving force when the shift lever is in the R range based on the vehicle speed. The driving force increases as the vehicle speed decreases.
  • the first selection unit 203 selects the first basic driving force based on the position of the select lever.
  • the signal of the inhibitor switch 27 is a signal of the D range
  • the first selection unit 203 selects the driving force calculated by the D range driving force calculation unit 201 as the first basic driving force
  • the signal of the inhibitor switch 27 Is an R range signal
  • the driving force calculated by the R range driving force calculation unit 202 is selected as the first basic driving force.
  • the driving force correction unit 204 corrects the first basic driving force by adding a driving force correction value calculated according to the driving state of the vehicle 10, for example, the temperature or atmospheric pressure, to the first basic driving force. One driving force is calculated.
  • the deceleration request determination unit 300 includes a braking force signal output unit 301, a vehicle speed signal output unit 302, a one-shot signal output unit 303, a deceleration request setting signal output unit 304, a deceleration request release signal output unit 305, and a deceleration request. And a signal output unit 306.
  • the brake force signal output unit 301 outputs a brake force signal based on the depression amount of the brake pedal.
  • the amount of depression of the brake pedal is detected based on a signal from the brake pedal sensor 22.
  • the brake force signal output unit 301 indicates that once the amount of depression of the brake pedal becomes equal to or greater than the first predetermined amount, the brake force signal is output as a brake force signal until the amount of depression of the brake pedal becomes equal to or less than a second predetermined amount that is smaller than the first predetermined amount. 1 "is output. In other cases, the brake signal output unit outputs “0” as the brake force signal.
  • the first predetermined amount is a value set in advance and is a value that can be determined that the driver is requesting deceleration.
  • the second predetermined amount is a value set in advance and is a value that can be determined that the driver's deceleration request has been eliminated.
  • the vehicle speed signal output unit 302 outputs a vehicle speed signal based on the vehicle speed.
  • the vehicle speed signal output unit 302 outputs “1” as the vehicle speed signal until the vehicle speed becomes the third predetermined vehicle speed higher than the second predetermined vehicle speed once the vehicle speed becomes equal to or lower than the second predetermined vehicle speed. "0" is output.
  • the third predetermined vehicle speed is a vehicle speed set in advance, and is a vehicle speed at which it can be determined that the vehicle 10 is accelerating after the vehicle speed becomes equal to or lower than the second predetermined vehicle speed.
  • the one-shot signal output unit 303 outputs a one-shot signal based on the vehicle speed.
  • the one-shot signal output unit 303 outputs “1” as the one-shot signal when the vehicle speed reaches the first predetermined vehicle speed, and outputs “0” as the one-shot signal in other cases.
  • the deceleration request setting signal output unit 304 outputs a deceleration request setting signal based on the brake force signal and the one-shot signal.
  • the deceleration request setting signal output unit 304 outputs “1” as a deceleration request setting signal when the brake force signal is “1” and the one-shot signal is “1”, and deceleration is performed otherwise. “0” is output as a request setting signal.
  • the deceleration request release signal output unit 305 is based on a signal obtained by inverting the brake force signal, a signal obtained by inverting the vehicle speed signal, an accelerator operation signal, a steering operation signal, a turn signal switch signal, a road gradient signal, and an automatic transmission oil temperature signal. To output a deceleration request release signal.
  • the deceleration request release signal output unit 305 outputs “1” as a deceleration request release signal when any of these signals is “1”, and outputs “0” when all signals are “0”. “0” is output as a deceleration request release signal.
  • As the accelerator operation signal “1” is output when the accelerator pedal is depressed.
  • As the steering operation signal “1” is output when the steering is operated.
  • the turn signal switch signal is “1” when the turn signal switch 24 is operated.
  • “1” is output when it is determined that the gradient of the road surface is equal to or greater than a predetermined gradient.
  • the automatic transmission oil temperature signal is output as “1” when it is determined that the temperature of the oil circulating through the automatic transmission 51 is equal to or higher than the first predetermined temperature or equal to or lower than the second predetermined oil temperature. In cases other than these conditions, “0” is output for each signal.
  • a driving force is required by a driver operation such as a brake pedal operation or a steering operation
  • “1” is output as a deceleration request release signal.
  • “1” is output as a deceleration request release signal. Further, when the oil temperature is high or low and the controllability of the automatic transmission 51 may deteriorate, “1” is output as a deceleration request release signal.
  • the deceleration request signal output unit 306 outputs “1” as a deceleration request signal until the deceleration request release signal becomes “1” once the deceleration request setting signal becomes “1”, otherwise the deceleration request signal "0" is output.
  • the target driving force calculation unit 400 includes a second selection unit 401, a driving force increase / decrease signal output unit 402, an addition unit 403, a third selection unit 404, a subtraction unit 405, a fourth selection unit 406, and a fifth selection unit.
  • a selection unit 407 and a sixth selection unit 408 are provided.
  • the second selection unit 401 selects the first driving force or the second driving force based on the deceleration request signal.
  • the second selection unit 401 selects the second driving force when the deceleration request signal is “1”, and selects the first driving force when the deceleration request signal is “0”.
  • the driving force increase / decrease signal output unit 402 compares the first driving force or the second driving force selected by the second selection unit 401 with the target driving force (hereinafter referred to as the previous value) calculated by the previous calculation. Then, a driving force increase / decrease signal is output.
  • the driving force increase / decrease signal output unit 402 outputs “1” as the driving force increase / decrease signal when the first driving force selected by the second selection unit 401 or the second driving force is equal to or more than the previous value, and is selected by the second selection.
  • “0” is output as the driving force increase / decrease signal.
  • the addition unit 403 adds the driving force increase amount to the previous value.
  • the amount of increase in driving force is a preset value.
  • the third selection unit 404 compares the value calculated by the addition unit 403 with the first driving force or the second driving force selected by the second selection unit 401, and selects the smaller value. Thereby, even when the output value of the 2nd selection part 401 increases rapidly, it can suppress that target drive force increases rapidly. For example, the third selection unit 404 loses the deceleration request when the vehicle speed is lower than the first predetermined vehicle speed, the deceleration request signal is changed from “1” to “0”, and the selection by the second selection unit 401 is performed. Is changed from the second driving force to the first driving force, the value obtained by adding the driving force increase amount to the previous value until the value obtained by adding the driving force increase amount to the previous value becomes the first driving force. select. Thereby, when the vehicle speed is lower than the first predetermined vehicle speed and there is no request for deceleration, it is possible to prevent the target driving force from rapidly increasing.
  • the subtraction unit 405 subtracts the driving force subtraction value from the previous value.
  • the driving force subtraction value is a preset value.
  • the fourth selection unit 406 compares the value calculated by the subtraction unit 405 with the first driving force or the second driving force selected by the second selection unit 401, and selects the larger value. Thereby, even when the output value of the 2nd selection part 401 falls rapidly, it can suppress that a target drive force falls rapidly.
  • the fifth selection unit 407 sets the value selected by the third selection unit 404 or the fourth selection unit 406 as the selection driving force based on the driving force increase / decrease signal.
  • the fifth selection unit 407 sets the value selected by the third selection unit 404 as the selection driving force when the driving force increase / decrease signal is “1”, and the fifth selection unit 407 sets the value selected by the third selection unit 404 as “0”.
  • the value selected by the 4 selection unit 406 is set as the selection driving force.
  • the sixth selection unit 408 compares the first driving force and the selected driving force, and sets the smaller value as the target driving force.
  • the deceleration request signal becomes “1” at a vehicle speed higher than the first predetermined vehicle speed, and is selected.
  • the second driving force is selected as the driving force
  • the first driving force is set as the target driving force until the first driving force becomes substantially zero.
  • the second driving force set to substantially zero when the first driving force becomes substantially zero is set as the target driving force. Even if the second driving force becomes an unintended large value, the first driving force is selected, and therefore the target driving force does not exceed the first driving force.
  • the first driving force is set as the target driving force until the vehicle 10 stops.
  • the second driving force is set as the target driving force
  • the vehicle 10 stops unless the deceleration request is canceled halfway, and then the second driving force is set as the target driving force until there is no deceleration request. Is set.
  • the driver depresses the brake pedal.
  • the amount of depression of the brake pedal exceeds the first predetermined amount and the vehicle speed reaches the second predetermined vehicle speed, it is determined that there is a deceleration request from the driver, and the deceleration request is made.
  • the signal becomes “1”. Since the first driving force is smaller than substantially zero (second driving force), the first driving force is set as the target driving force.
  • the second driving force is set as the target driving force.
  • the first driving force while the second driving force is set as the target driving force is indicated by a broken line.
  • the second driving force is set as the target driving force. Since the second driving force is a value that does not depend on the driver's brake pedal operation, after the second driving force is selected as the target driving force, the brake pedal depression amount increased or decreased as long as the driver's deceleration request continued. However, the target driving force does not change.
  • the deceleration request signal becomes “0”.
  • the target driving force gradually increases, and the first driving force is set as the target driving force at time t5.
  • the second driving force smaller than the first driving force is set as the target driving force.
  • the brake pedal is operated by the driver during deceleration, for example, an increase in braking force and a decrease in driving force generated by the engine 1 or motor generator 2 occur at the same time. It is possible to suppress the fluctuation amount from increasing, and to suppress the driver from feeling uncomfortable.
  • the fluctuation amount of the deceleration increases, it becomes difficult to control the vehicle speed.
  • the vehicle speed can be easily controlled. it can.
  • the second driving force is set as a driving force that does not change due to the driver's braking operation, and the second driving force is set as the target driving force when there is a driver deceleration request.
  • the first driving force is set by setting the second driving force smaller than the first driving force as the target driving force. It is possible to improve fuel consumption and power consumption compared to the case where the target driving force is set.
  • a driving force step may occur.
  • the target driving force is changed from the first driving force to the second driving force in the region where the first driving force that is lower than the first predetermined speed in FIG. 4 is positive
  • the deceleration suddenly increases, Gives the driver a feeling of strangeness.
  • the target driving force is changed from the first driving force to the second driving force in a region where the first driving force that is higher than the first predetermined speed in FIG. 4 is negative
  • the deceleration suddenly decreases. The feeling of being pushed out increases, giving the driver a sense of incongruity.
  • the second driving force when there is a driver's deceleration request and the second driving force is set as the target driving force, the second driving force that is set to substantially zero from the time when the first driving force becomes substantially zero is used. Set as the target driving force.
  • the target driving force when the target driving force is changed from the first driving force to the second driving force, the generation of a driving force step can be suppressed.
  • the second driving force set to substantially zero is set as the target driving force, the fuel consumption and the fuel consumption can be reduced as compared with the case where the first target driving force that increases as the vehicle speed decreases is set as the target driving force. Electricity costs can be improved.
  • the second driving force is set as a target by determining whether or not the driver has requested deceleration at the first calculation when the first driving force and the second driving force are equal to each other and become less than the second predetermined vehicle speed that is higher than the first predetermined vehicle speed.
  • the target driving force can be changed from the first driving force to the second driving force without delay at the timing when the first predetermined vehicle speed is reached. Thereby, it is possible to prevent a driving force step (shock) from occurring when the target driving force is changed from the first driving force to the second driving force.
  • the state is maintained until the vehicle 10 stops.
  • the driver from feeling uncomfortable at the time of deceleration immediately before stopping, which is greatly affected by fluctuations in deceleration, and the vehicle speed can be easily controlled.
  • the first driving force is set as the target driving force when the driver's request for deceleration disappears.
  • the driving force can be increased (generated) according to the driver's request.
  • the second driving force is set to substantially zero, but the present invention is not limited to this.
  • the vehicle 10 can be quickly accelerated (started) when the driver no longer requests deceleration.
  • the second driving force may be set from a plurality of values according to the driving state of the vehicle 10, for example, the road gradient. Thereby, when the driver's request for deceleration is eliminated, acceleration (start) can be performed according to the driving state.
  • the second driving force may be set by a driver.
  • the first predetermined vehicle speed is the vehicle speed at which the first driving force is substantially zero, but the first predetermined vehicle speed may be the vehicle speed at which the first driving force and the second driving force are equal.
  • the sixth selection unit 408 when the first driving force becomes equal to the second driving force, the second driving force is set as the target driving force.
  • the hybrid vehicle has been described.
  • the present invention may be used for an electric vehicle or a vehicle equipped with only an engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Dans la présente invention, une première force motrice est définie lorsqu'une ouverture de pédale d'accélérateur qui correspond à un état de conduite est entièrement fermée, une seconde force motrice qui est inférieure à la première force motrice est définie, la première force motrice est sélectionnée lorsqu'il n'y a pas de requête de décélération provenant d'un conducteur, la seconde force motrice est sélectionnée lorsqu'il y a une requête de décélération provenant du conducteur, et une source motrice est commandée en fonction de la force motrice sélectionnée.
PCT/JP2014/068234 2013-08-01 2014-07-08 Dispositif de commande de force motrice pour véhicule et son procédé de commande WO2015016022A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP2013-160651 2013-08-01
JP2013160569 2013-08-01
JP2013-160569 2013-08-01
JP2013160651 2013-08-01

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WO2015016022A1 true WO2015016022A1 (fr) 2015-02-05

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Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1075505A (ja) * 1996-08-29 1998-03-17 Honda Motor Co Ltd 車両の補助駆動力制御装置
JP2007159171A (ja) * 2005-11-30 2007-06-21 Toyota Motor Corp 車両およびその制御方法
JP2009011057A (ja) * 2007-06-27 2009-01-15 Toyota Motor Corp 車両の制御装置
JP2012065507A (ja) * 2010-09-17 2012-03-29 Mitsubishi Motors Corp 車両用モータトルク制御装置

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH1075505A (ja) * 1996-08-29 1998-03-17 Honda Motor Co Ltd 車両の補助駆動力制御装置
JP2007159171A (ja) * 2005-11-30 2007-06-21 Toyota Motor Corp 車両およびその制御方法
JP2009011057A (ja) * 2007-06-27 2009-01-15 Toyota Motor Corp 車両の制御装置
JP2012065507A (ja) * 2010-09-17 2012-03-29 Mitsubishi Motors Corp 車両用モータトルク制御装置

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