WO2022024770A1 - 車両の走行制御装置 - Google Patents
車両の走行制御装置 Download PDFInfo
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- WO2022024770A1 WO2022024770A1 PCT/JP2021/026529 JP2021026529W WO2022024770A1 WO 2022024770 A1 WO2022024770 A1 WO 2022024770A1 JP 2021026529 W JP2021026529 W JP 2021026529W WO 2022024770 A1 WO2022024770 A1 WO 2022024770A1
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- regenerative
- torque
- control mode
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- motor
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- 230000001172 regenerating effect Effects 0.000 claims abstract description 252
- 230000008929 regeneration Effects 0.000 claims description 85
- 238000011069 regeneration method Methods 0.000 claims description 85
- 230000007423 decrease Effects 0.000 claims description 10
- 230000001133 acceleration Effects 0.000 description 3
- 230000003247 decreasing effect Effects 0.000 description 3
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 241000156302 Porcine hemagglutinating encephalomyelitis virus Species 0.000 description 1
- 230000003321 amplification Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
- 238000003199 nucleic acid amplification method Methods 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/10—Vehicle control parameters
- B60L2240/12—Speed
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/42—Drive Train control parameters related to electric machines
- B60L2240/423—Torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/48—Drive Train control parameters related to transmissions
-
- 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
- B60L2250/24—Driver interactions by lever 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
- 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
- B60L2250/00—Driver interactions
- B60L2250/26—Driver interactions by pedal actuation
- B60L2250/28—Accelerator pedal thresholds
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L2260/00—Operating Modes
- B60L2260/20—Drive modes; Transition between modes
- B60L2260/26—Transition between different drive modes
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- 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
- This disclosure relates to a vehicle travel control device.
- Patent Document 1 discloses a regenerative brake control device that controls the regenerative braking force of a vehicle.
- the regenerative brake control device controls the regenerative torque of the motor so that the regenerative braking force of the vehicle increases or decreases according to the shift position set by the paddle switch provided on the steering.
- Patent Document 2 discloses a vehicle traveling control device that controls the output of a motor based on a signal sent from an accelerator pedal.
- the travel control device of such a vehicle controls the regenerative torque of the motor so as to gradually decelerate until the vehicle stops by the regenerative braking force when the accelerator pedal is turned off while the vehicle is traveling.
- first regenerative control and the control disclosed in Patent Document 2 (hereinafter referred to as “second regenerative control”) are possible, and the first is possible while the vehicle is running.
- second regenerative control In a vehicle that can switch from the 1st regeneration control mode that executes the 1st regeneration control to the 2nd regeneration control mode that executes the 2nd regeneration control, the 1st regeneration is performed when switching from the 1st regeneration control mode to the 2nd regeneration control mode. Control mode is disabled.
- the regenerative braking force in the first regenerative control may be larger than the regenerative braking force in the second regenerative control. In such a case, if the mode is switched from the first regenerative control mode to the second regenerative control mode, the regenerative braking force after the switching is smaller than that before the switching, and the braking force expected by the driver may not be obtained.
- the present invention is expected by the driver even if the first regenerative control mode in which the first regenerative control is executed is switched to the second regenerative control mode in which the second regenerative control is executed while the vehicle is running. It is an object of the present invention to provide a traveling control device capable of obtaining a regenerative braking force.
- the vehicle travel control device is the accelerator pedal from the first regenerative control mode in which the regenerative torque of the motor is controlled so that the regenerative braking force increases or decreases according to the shift position while the vehicle is traveling.
- a vehicle travel control device capable of switching to a second regenerative control mode in which the regenerative torque of the motor is controlled so that the regenerative braking force increases or decreases according to the amount of depression, and the motor is based on the accelerator opening and the vehicle speed.
- the accelerator required torque calculation unit that calculates the torque (accelerator required torque) required for the first regeneration control mode and the second regenerative control mode, and the torque required for the motor calculated by the accelerator required torque calculation unit (accelerator required torque calculation unit).
- Output from the accelerator required torque selection unit and the accelerator required torque selection unit that select the torque required for the motor (accelerator required torque) conforming to the first regeneration control mode or the second regenerative control mode from the accelerator required torque).
- the torque required for the motor when the torque required for the motor changes beyond a predetermined rate of change by switching from the first regeneration control mode to the second regeneration control mode. Since the rate of change of (accelerator required torque) is limited, the torque required for the motor before switching from the 1st regeneration control mode to the 2nd regeneration control mode (accelerator required torque) and the torque required for the motor after switching (accelerator required). Changes in torque) are suppressed. As a result, the regenerative braking force expected by the driver can be obtained even if the first regenerative control mode is switched to the second regenerative control mode while the vehicle is running.
- the vehicle travel control device further includes a driver required torque calculation unit that calculates the torque required for the motor (driver required torque), and the driver required torque calculation unit includes the driver required torque calculation unit.
- driver required torque the torque required for the motor
- the driver required torque calculation unit includes the driver required torque calculation unit.
- the motor calculated based on the shift position (set by the paddle switch) and the accelerator opening to the torque required for the motor limited by the mode switching change rate limiting unit.
- the required torque (paddle regeneration torque) is added to obtain the required torque (driver required torque) for the motor.
- the driver required torque calculation unit determines the shift position and accelerator opening to the torque (accelerator required torque) required for the motor limited by the mode switching change rate limiting unit in the first regeneration control mode.
- the torque required for the motor calculated based on the calculation (paddle regeneration torque) is added to obtain the torque required for the motor (driver required torque).
- the torque required for the motor is changed by operating the paddle switch provided near the handle, so that the driver operates the paddle switch to regenerative brake. You can increase or decrease the force.
- the vehicle travel control device is fixed to a preset shift position in the second regeneration control mode, and when the accelerator opening becomes 0, the regeneration is performed.
- the regenerative torque of the motor is controlled by the braking force so as to gradually decelerate until the vehicle stops.
- the vehicle in the second regenerative control mode, the vehicle is fixed at a preset shift position, and when the accelerator opening becomes 0, the vehicle is gradually decelerated until the vehicle stops due to the regenerative braking force. This makes it possible to decelerate until the vehicle stops without having to change from the accelerator pedal to the brake pedal.
- the shift position in the first regeneration control mode is set in advance in the second regeneration control mode.
- the rate of change with respect to the torque required for the motor before the mode switching is limited.
- the mode switching change rate limiting unit requests the motor for a larger regenerative torque than the preset shift position in the second regenerative control mode when the shift position in the first regenerative control mode is larger than the preset shift position in the second regenerative control mode.
- the regenerative torque required for the motor after the mode switching becomes larger than the regenerative torque required for the motor before the mode switching, and the driver can switch from the first regenerative control mode to the second regenerative control mode while the vehicle is running.
- the regenerative braking force can be increased as expected.
- the vehicle travel control device requires the on of the second regenerative control mode switch for switching from the first regenerative control mode to the second regenerative control mode. It has a part.
- the mode switching ON determination unit can determine switching from the first regeneration control mode to the second regeneration control mode on the condition that the second regeneration control mode switch is turned on.
- the mode switching change rate limiting unit is the motor calculated by the accelerator required torque calculation unit in the second regeneration control mode.
- the rate of change limitation is released.
- the change rate limiting unit at the time of mode switching reaches the target torque when the torque required for the motor (accelerator required torque) calculated by the accelerator required torque calculation unit reaches the target torque in the second regenerative control mode. Remove the rate of change limit. As a result, after the torque required for the motor (accelerator required torque) reaches the target torque, deceleration can be performed with the target torque (regenerative braking force).
- the regenerative braking force expected by the driver can be obtained even if the first regenerative control mode is switched to the second regenerative control mode while the vehicle is traveling.
- the vehicle on which the travel control device 1 according to the embodiment of the present invention is mounted is an electric vehicle (EV: Electric Vehicle), a hybrid vehicle (HV: Hybrid Vehicle), a plug-in hybrid vehicle (PHV: Plug-in Hybrid Vehicle, PHEV). : Plug-in Hybrid Electric Vehicle), etc., which regenerates the deceleration energy of the vehicle into electric energy.
- EV Electric Vehicle
- HV Hybrid Vehicle
- PHYbrid Vehicle Plug-in Hybrid Vehicle
- PHEV Plug-in Hybrid Vehicle
- the travel control device 1 can switch from the first regeneration control mode to the second regeneration control mode while the vehicle is traveling.
- the torque required for the motor (hereinafter referred to as “accelerator required torque”) increases depending on the amount of depression of the accelerator pedal (hereinafter referred to as “accelerator required torque”), while the shift position set by the shift lever 110 or the paddle switch 120.
- the regenerative torque of the motor is controlled so that the regenerative braking force increases or decreases accordingly. As shown in FIGS.
- the shift positions that can be set by the shift lever 110 or the paddle switch 120 are, for example, six positions from B0 (small regenerative force) to B5 (large regenerative force), and the accelerator pedal ( When (not shown) is turned off, the regenerative torque of the motor is controlled so that the regenerative brake acts according to the shift position.
- the shift lever 110 can be operated from the home position to each position of R (reverse), N (neutral), D (drive), and B (regenerative brake), and is basically operated by operating the shift lever 110 to D.
- the shift position "D (B2)" is selected. Further, in this state, the shift position "B3" whose regenerative force is one step larger is selected by operating the shift lever 110 once to B, and the shift where the regenerative force is maximized by operating the shift lever 110 to B again.
- the position "B5" is selected.
- the paddle switch 120 includes a paddle plus switch 121 and a paddle minus switch 122.
- the paddle plus switch 121 is for shifting to a shift position where the regenerative force is one step smaller, and each time the paddle plus switch 121 is operated, the regenerative force is displaced to the shift position where the regenerative force is one step smaller.
- the paddle minus switch 122 is for shifting to a shift position where the regenerative force is one step larger, and each time the paddle minus switch 122 is operated, the paddle minus switch 122 is displaced to a shift position where the regenerative force is one step larger.
- the first regenerative control mode is disabled, and the accelerator required torque increases depending on the amount of depression of the accelerator pedal, while it is fixed at a preset shift position and until the vehicle stops due to the regenerative braking force.
- the regenerative torque of the motor is controlled so as to gradually decelerate.
- the preset shift position is, for example, the basic shift position "D (B2)", and the regenerative torque of the motor is controlled so that when the accelerator pedal is turned off, the vehicle is gradually decelerated until the vehicle stops by the regenerative braking force. Will be done.
- the torque from X (G) to ⁇ Y (G) is requested by the accelerator pedal, whereas in the second regenerative control mode, from X (G) to ⁇ .
- the torque of Z (G) is requested by the accelerator pedal.
- (G) is a unit of gravitational acceleration, and X, Y, and Z are positive numbers.
- X is an arbitrary number, and Y ⁇ Z.
- the regenerative torque required for the motor can be controlled in a wider range in the second regenerative control mode than in the first regenerative control mode, and the regenerative braking force can be controlled in a wider range (first regenerative control mode).
- a larger regenerative braking force can be obtained in the second regenerative control mode than in the second regenerative control mode).
- the second regenerative control mode since the amount of depression that can be depressed on the accelerator pedal does not change, the second regenerative control mode requires a larger torque than the first regenerative control mode even if the amount of depression of the accelerator pedal is the same. Therefore, as shown in FIG. 2, when the first regenerative control mode is switched to the second regenerative control mode (when the second regenerative control mode is selected), the range of torque change with respect to the accelerator operation (unit amount) becomes large, and the operation is performed. The ease of operation by the person is reduced (a small amount of accelerator operation causes a large acceleration / deceleration). In such a state, further amplification of the regenerative torque by the first regeneration control mode is unacceptable. Therefore, when the first regeneration control mode is switched to the second regeneration control mode, the first regeneration control mode is invalidated.
- the vehicle travel control device 1 includes an accelerator required torque calculation unit 2, an accelerator required torque selection unit 3, and a mode switching change rate limiting unit 4.
- the accelerator required torque calculation unit 2 calculates the torque required for the motor (accelerator required torque) based on the accelerator opening and the vehicle speed for each regenerative control mode.
- the accelerator required torque calculation unit 2 is provided with a data table (accelerator map) in which the accelerator required torque is associated with the accelerator opening and the vehicle speed for each regenerative control mode, and the accelerator is requested by specifying the accelerator opening and the vehicle speed.
- Torque is calculated for each regeneration control mode.
- the regeneration control mode is switched from the first regeneration control mode to the second regeneration control mode by the second regeneration control mode switch (not shown) provided on the console (not shown).
- the accelerator required torque calculation unit 2 is provided with data tables (accelerator maps) for the first regenerative control mode and the second regenerative control mode, and the accelerator required torque is calculated for each regenerative control mode based on the accelerator opening and the vehicle speed. Desired. Then, the calculated accelerator required torque for each regenerative control mode is output to the accelerator required torque selection unit 3.
- the accelerator required torque selection unit 3 selects the accelerator required torque suitable for each regenerative control mode from the accelerator required torque for each regenerative control mode calculated by the accelerator required torque calculation unit 2.
- the accelerator required torque selection unit 3 has the accelerator required torque for each regenerative control mode calculated by the accelerator required torque calculation unit 2, as well as the second regenerative control determination, the shift position, and the second regenerative request.
- the torque and the second regeneration required torque (shift R) are input, and the accelerator required torque suitable for the regeneration control mode is selected.
- the second regenerative control determination is whether or not the second regeneration control is established. If the second regeneration control determination is not established, it is "0", and if the second regeneration control determination is established, it is "1". ..
- the shift position is a shift position that can be set by the shift lever 110. In the first regeneration control mode, any one of D (B2), B3, or B5 is selected by the shift lever 110, and the second regeneration is performed. In the control mode, it is fixed to D (B2).
- the accelerator required torque in the first regeneration control mode calculated by the accelerator required torque calculation unit 2 becomes the accelerator required torque
- the accelerator required torque calculation unit 2 is calculated.
- the accelerator required torque in the second regeneration control mode becomes the accelerator required torque.
- the mode switching change rate limiting unit 4 changes the accelerator required torque output from the accelerator required torque selection unit 3 beyond a predetermined rate of change by switching from the first regenerative control mode to the second regenerative control mode. Limit the rate of change of accelerator required torque. As a result, the mode switching change rate limiting unit 4 can prevent the driving force fluctuation exceeding the predetermined change rate from occurring due to the switching from the first regeneration control mode to the second regeneration control mode. Therefore, even if the regenerative braking force in the 1st regenerative control mode is larger than the braking force in the 2nd regenerative control mode and the 1st regenerative control mode is switched to the 2nd regenerative control mode, the regenerative braking after the switching is performed more than before the switching. It is possible to prevent the force from becoming significantly small and obtain the regenerative braking force expected by the driver.
- the mode switching ON determination unit 4 As shown in FIG. 4, the mode switching ON determination unit 4, the mode switching ON determination unit 41, the change rate limiting unit 42, the accelerator required torque limiting unit 43, the paddle regenerative torque input unit 44, and the accelerator required torque output unit 45 are shown in FIG. Has.
- the mode switching ON determination unit 41 determines whether or not the switching from the first regeneration control mode to the second regeneration control mode is established, and when the switching from the first regeneration control mode to the second regeneration control mode is established.
- the mode switching ON judgment switches from "0" to "1".
- the second regeneration control determination and the accelerator request torque are input to the mode switching ON determination unit 41, and it is determined whether or not the switching from the first regeneration control mode to the second regeneration control mode is established.
- the change rate limiting unit 42 compares the accelerator required torque (IN) before the change rate limit with the accelerator required torque (OLD_OUT) after the change rate limit immediately before, and limits the change rate of the accelerator required torque to a predetermined range. do.
- the rate of change limiting unit 42 is set with an upper limit of the rate of change (UPPER) and a lower limit of the rate of change (LOWER). Limit between.
- the accelerator required torque limiting unit 43 limits the accelerator required torque to the rate of change limited by the rate of change limiting unit 42.
- the maximum value (UPPER) and the minimum value (LOWER) of the accelerator required torque are input to the accelerator required torque limiting unit 43, and the change rate limiting unit 42
- the accelerator demand torque with a limited rate of change is output.
- the paddle regenerative torque input unit 44 inputs the regenerative torque before mode switching (regenerative torque in the first regenerative control mode) when switching from the first regenerative control mode to the second regenerative control mode.
- the regenerative torque before the mode switching is input when the shift position in the first regenerative control mode is B3, B4, B5 having a larger regenerative force than D (B2).
- the accelerator required torque output unit 45 adds and outputs the accelerator required torque after mode switching (accelerator required torque in the second regenerative control mode) and the regenerative torque before mode switching (regenerative torque in the first regenerative control mode).
- the regenerative torque before the mode switching is added to the accelerator required torque (correction value) after the mode switching in which the rate of change at the time of mode switching is limited and output.
- the vehicle travel control device 1 As shown in FIG. 3, the vehicle travel control device 1 according to the embodiment of the present invention further includes a driver required torque calculation unit 5.
- the driver required torque calculation unit 5 adds the paddle regeneration torque calculated based on the shift position and the accelerator opening set by the paddle switch 120 to the accelerator required torque limited by the mode switching rate change limiting unit 4.
- the torque required by the driver includes the paddle regenerative torque, the paddle power running torque (invalidation), the creep torque, and the first, in addition to the accelerator required torque limited by the mode switching rate change limiting unit 4.
- the regenerative torque (invalidation) in the second regeneration control mode is added to obtain the driver required torque.
- the regenerative torque before the mode switching (regenerative torque in the first regenerative control control mode) is set by the mode switching change rate limiting unit 4.
- the regenerative torque before mode switching (regenerative torque in the first regenerative control mode) is added to the accelerator required torque after mode switching (accelerator required torque in the second regenerative control live mode).
- a second regeneration control determination unit 6 is provided.
- the second regeneration control determination unit 6 requires that the second regeneration control regeneration mode switch for switching from the first regeneration control mode to the second regeneration control mode be turned on.
- the accelerator required torque calculation unit 2 calculates the accelerator required torque for each regeneration control mode based on the accelerator opening degree and the vehicle speed. (Step S1).
- the accelerator required torque calculation unit 2 is provided with a data table (accelerator map) in which the accelerator required torque is associated with the accelerator opening and the vehicle speed for each regenerative control mode, and the accelerator is specified by specifying the accelerator opening and the vehicle speed. The required torque is calculated for each regeneration control mode.
- the second regeneration control determination unit 6 determines whether or not the second regeneration control mode is ON (step S2). Whether or not the second regeneration control mode is ON is determined by, for example, whether or not the second regeneration control mode switch provided on the console (not shown) is ON.
- step S2 When the second regenerative control mode is ON (step S2: Yes), the accelerator required torque selection unit 3 selects the accelerator required torque in the second regenerative control mode from the accelerator required torque for each regenerative control mode, and sets the shift position. It is fixed to D (B2) (step S3).
- step S2 when the second regenerative control mode is not ON, that is, in the case of the first regenerative control mode (step S2: No), the accelerator required torque selection unit 3 determines the first regenerative control from the accelerator required torque for each regenerative control mode. The accelerator required torque of the mode is selected (step S4).
- the second regenerative control determination unit 6 determines whether or not the second regenerative control mode has been switched from OFF to ON, that is, whether or not the first regenerative control mode has been switched to the second regenerative control mode (step). S5).
- the regenerative torque before mode switching (regenerative torque in the first control mode) is used as the input of the mode switching rate change limiting unit 4, and the mode is set.
- the regenerative torque before mode switching is added to the accelerator required torque after switching (accelerator required torque (regenerative torque) in the second regenerative control mode) (step S6).
- step S7 it is determined whether or not the mode switching is established. At this time, when it is determined that the driver mode switching is established, the mode switching ON determination is switched from "0" to "1" (step S7: Yes). Then, when it is determined by the mode switching ON determination unit 41 of the mode switching ON change rate limiting unit 4 that the mode switching is established (step S7: Yes), the change rate limiting unit 42 of the mode switching change rate limiting unit 4 determines. The change rate of the accelerator required torque is limited by comparing the accelerator required torque before the change rate limit with the accelerator required torque after the change rate limit (step S8).
- step S7: No when the mode switching ON determination unit 41 of the mode switching ON determination unit 4 at the time of mode switching determines that the mode switching is not established, the mode switching determination remains "0" (step S7: No). Then, when the mode switching ON determination unit 41 of the mode switching ON determination unit 4 determines that the mode switching is not established (step S7: No), the change rate limiting unit 4 of the mode switching change rate limiting unit 4 is used. In 42, the rate of change of the accelerator required torque is not limited (step S9).
- the mode switching change rate limiting unit 4 calculates the regenerative torque based on the accelerator opening degree and the shift position (step S10).
- the driver required torque calculation unit 5 adds the regenerative torque to the accelerator required torque to obtain the driver required torque (step S11).
- the shift position is D, and 0 is added as the regenerative torque to the accelerator required torque to obtain the driver required torque.
- the shift position is any of "B0" to "B5" in the first regeneration control mode, and the accelerator is used.
- the required torque calculation unit 2 calculates the accelerator required torque based on the accelerator opening degree and the vehicle speed. For example, in the example shown in FIG. 6, when the shift position is "B5" and the accelerator opening is 0% (accelerator fully closed), the accelerator required torque is -A (Nm) and the regenerative torque is -C (Nm). ), The driver required torque is -AC (Nm), and the front and rear G is -Y (G).
- the second regenerative control mode switch (not shown) provided on the console (not shown) is turned on and the second regenerative control determination is established and the mode switching ON determination is established, the second regenerative control is established.
- the determination changes from "0" to "1”
- the mode switching ON determination changes from "0" to "1”.
- the accelerator required torque is gradually switched from the accelerator required torque in the first regenerative control mode to the accelerator required torque in the second regenerative control mode.
- the accelerator required torque, the driver required torque, and the front-rear G gradually decrease.
- the shift position is switched from either “B0" to "B5" to “D".
- the shift position is switched from "B5" to "D”.
- the regenerative torque regenerative torque in the first regenerative control mode
- the accelerator required torque after mode switching second. Since the regenerative torque before mode switching is added to the accelerator required torque (accelerator required regenerative torque) in the regenerative control mode, the accelerator required torque decreases (accelerator required regenerative torque increases), and the driver required torque gradually decreases without increasing. (The regenerative torque required by the driver gradually increases).
- the accelerator required torque reaches the target value (accelerator required torque in the second regenerative control mode)
- the mode switching ON determination is not established, and the mode switching ON determination changes from "1" to "0".
- the rate of change limitation in the rate of change limiting unit 4 at the time of mode switching is released.
- the accelerator required torque is ⁇ B (Nm)
- the driver required torque is ⁇ B (Nm)
- the front-rear G is ⁇ Z (G)
- the rate of change limitation is released.
- the regenerative braking force is increased or decreased according to the shift position set by the shift lever 110 or the paddle switch 120, and the regenerative braking force is increased or decreased.
- the vehicle is gradually decelerated until the vehicle stops due to the regenerative braking force. This enables deceleration according to the driver's preference.
- the regenerative torque (regenerative torque in the 1st regenerative control mode) becomes 0 when the 1st regenerative control mode is switched to the 2nd regenerative control mode while the vehicle is running, but the regenerative torque (1st regenerative control) before the mode switching is performed.
- the regenerative torque in the mode) is used as the input of the change rate limiting unit 4 at the time of mode switching, and the regenerative torque before the mode switching (regenerative torque in the first regenerative control mode) is added to the accelerator required torque after the mode switching.
- the change in the required torque of the driver (change in the regenerative torque) after switching the mode is suppressed.
- the regenerative braking force expected by the driver can be obtained even if the first regenerative control mode is switched to the second regenerative control mode while the vehicle is running.
- the regenerative torque before the mode switching (1st regenerative control mode) is changed to the accelerator required torque after the mode switching. Since the regenerative torque in the above mode is added, the required torque for the driver is smaller (the regenerative torque is larger) after the mode is switched than before the mode is switched. As a result, even if the first regenerative control mode is switched to the second regenerative control mode while the vehicle is running, the regenerative braking force can be increased as the driver expects.
- the second regenerative control determination unit 6 which requires the second regenerative control mode switch to be turned on to switch from the first regenerative control to the second regenerative control, the second regenerative control live mode switch must be turned on. The establishment of regenerative control can be determined.
- the regenerative torque in the first regenerative control mode can be calculated based on the shift position.
- the rate of change limitation is released, so after that, deceleration can be performed with the target torque (regenerative braking force).
- the present invention is not limited to the above-described embodiment, and includes a modification of the above-mentioned embodiment and a combination of these embodiments as appropriate.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
2 アクセル要求トルク演算部
3 アクセル要求トルク選択部
4 モード切替時変化率制限部
41 モード切替ON判定部
42 変化率制限部
43 アクセル要求トルク制限部
44 パドル回生トルク入力部
45 アクセル要求トルク出力部
5 ドライバ要求トルク演算部
6 第2回生制御判定部
110 シフトレバー
120 パドルスイッチ
121 パドルプラススイッチ
122 パドルマイナススイッチ
Claims (6)
- 車両の走行中に、シフトポジションに応じて回生ブレーキ力が増減するようにモータの回生トルクが制御される第1回生制御モードからアクセルペダルの踏み込み量に応じて回生ブレーキ力が増減するように前記モータの回生トルクが制御される第2回生制御モードに切り替え可能な車両の走行制御装置であって、
アクセル開度及び車速に基づいて前記モータに要求するトルクを前記第1回生制御モード及び前記第2回生制御モードについて演算するアクセル要求トルク演算部と、
前記アクセル要求トルク演算部において演算された前記モータに要求するトルクから前記第1回生制御モード又は前記第2回生制御モードに適合した前記モータに要求するトルクを選択するアクセル要求トルク選択部と、
前記アクセル要求トルク選択部から出力された前記モータに要求するトルクが前記第1回生制御モードから前記第2回生制御モードに切り替えることよって予め定めた変化率を超えて変化する場合に前記モータに要求するトルクの変化率を制限するモード切替時変化率制限部と、
を備える、車両の走行制御装置。 - 前記モータに要求するトルクを演算するドライバ要求トルク演算部を更に備え、
前記ドライバ要求トルク演算部は、前記第1回生制御モードにおいて、前記モード切替時変化率制限部で制限された前記モータに要求するトルクにシフトポジション及びアクセル開度に基づいて演算された前記モータに要求するトルクを加算して前記モータに要求するトルクとする、
請求項1に記載の車両の走行制御装置。 - 前記第2回生制御モードでは、予め設定されたシフトポジションに固定され、前記アクセル開度が0となった場合に前記回生ブレーキ力によって前記車両が停車するまで漸次減速するように前記モータの回生トルクが制御される、
請求項1又は2に記載の車両の走行制御装置。 - 前記モード切替時変化率制限部は、前記第1回生制御モードにおけるシフトポジションが前記第2回生制御モードにおける前記予め設定されたシフトポジションよりも前記モータに要求する回生トルクが大きい場合に、モード切り替え前の前記モータに要求するトルクに対する変化率を制限する、
請求項3に記載の車両の走行制御装置。 - 前記第1回生制御モードから前記第2回生制御モードに切り替える第2回生制御モードスイッチのオンを要件とするモード切替ON判定部を備える、
請求項1から4のいずれか一項に記載の車両の走行制御装置。 - 前記モード切替時変化率制限部は、前記第2回生制御モードにおいて、前記アクセル要求トルク演算部で演算された前記モータに要求するトルクが目標トルクに到達した場合に変化率制限を解除する、
請求項1から5のいずれか一項に記載の車両の走行制御装置。
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