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WO2022202025A1 - Dispositif de commande de déplacement de véhicule - Google Patents

Dispositif de commande de déplacement de véhicule Download PDF

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Publication number
WO2022202025A1
WO2022202025A1 PCT/JP2022/006751 JP2022006751W WO2022202025A1 WO 2022202025 A1 WO2022202025 A1 WO 2022202025A1 JP 2022006751 W JP2022006751 W JP 2022006751W WO 2022202025 A1 WO2022202025 A1 WO 2022202025A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
mode
vehicle speed
motor
control unit
Prior art date
Application number
PCT/JP2022/006751
Other languages
English (en)
Japanese (ja)
Inventor
雄大 佐藤
Original Assignee
三菱自動車工業株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 三菱自動車工業株式会社 filed Critical 三菱自動車工業株式会社
Publication of WO2022202025A1 publication Critical patent/WO2022202025A1/fr

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Classifications

    • 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
    • B60K6/442—Series-parallel switching 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
    • 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
    • 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
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • 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
    • B60W30/14—Adaptive cruise 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
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • 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
    • B60W30/182—Selecting between different operative modes, e.g. comfort and performance modes
    • 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 cruise control device for a hybrid vehicle, and more particularly to a cruise control device for a hybrid vehicle that has a cruise control device and is capable of switching between running modes.
  • hybrid vehicles there are known vehicles that can switch running modes such as an EV (Electric Vehicle) mode, a series mode, and a parallel mode. These driving modes are automatically switched according to driving conditions such as a required torque based on an accelerator operation amount or the like and a vehicle speed.
  • EV Electric Vehicle
  • a cruise control device capable of automatically running at an arbitrarily set target vehicle speed.
  • more and more vehicles are equipped with an adaptive cruise control system that automatically follows the preceding vehicle.
  • Patent Literature 1 discloses EV priority control that improves fuel efficiency by increasing EV mode selection opportunities in a hybrid vehicle.
  • Patent Literature 1 expands the conditions under which the EV mode is selected and increases the chances of using the EV mode, for example, when an operation instruction is given by the driver of the vehicle.
  • it is difficult to achieve both cruise control and EV priority control for example, even if an EV priority instruction is given during automatic driving by the cruise control device, switching to the EV mode is impossible at the set target vehicle speed. be.
  • the present invention was made to solve such problems, and the purpose thereof is to increase the opportunities for compatibility between automatic driving (cruise control) and motor priority control (EV priority control), To provide a running control device for a vehicle which improves quietness performance and fuel consumption performance.
  • a hybrid vehicle running control device of the present invention is mounted in a vehicle provided with an engine and a motor as a running drive source of the vehicle.
  • a driving mode switching control unit that performs switching control between a first driving mode in which the engine is operated and a second driving mode in which the engine is stopped and the motor is operated, and a motor that increases opportunities to execute the second driving mode.
  • a running control device for a vehicle comprising: a motor priority control instructing unit for instructing execution of priority control; and an automatic running control unit for automatically running the vehicle by setting a target vehicle speed of the vehicle, wherein the motor priority control is instructed to execute, in the automatic driving, the driving control unit is provided with a driving control unit that sets the maximum value of the target vehicle speed to the driving upper limit vehicle speed in the second driving mode.
  • the running control unit executes the motor priority control when the target vehicle speed is set by the automatic running control unit to a vehicle speed higher than the upper limit vehicle speed in the second running mode and the vehicle is automatically running. should be regulated.
  • the driving mode may be switched based on an accelerator operation amount.
  • the driving mode can be switched according to the accelerator operation during automatic driving in a state in which the motor priority control is instructed to be executed. Autonomous driving becomes possible.
  • the second running mode may be switched to the first running mode when the operation amount is greater than or equal to a predetermined value, and the second running mode may be maintained when the accelerator operation amount is less than the predetermined value.
  • the driving mode is switched from the second driving mode to the first driving mode to ensure the output of the entire vehicle. It can improve driving performance.
  • the second driving mode is maintained, and the quietness performance and fuel efficiency of the vehicle can be improved.
  • the travel control unit operates the motor and the engine by operating the accelerator in a state in which the instruction to execute the motor priority control is given during the automatic travel, so that the vehicle speed can travel in the second travel mode. After exceeding the upper limit vehicle speed, when the accelerator operation is turned off, it is preferable to restart the automatic traveling with the maximum value of the target vehicle speed set to the upper limit vehicle speed that can be traveled.
  • the vehicle includes a target vehicle speed setting unit that sets the target vehicle speed
  • the automatic cruise control unit is a cruise control device that controls the operation of the motor and the engine so that the vehicle speed becomes the target vehicle speed.
  • the target vehicle speed is set to the upper limit vehicle speed that can be driven in the second driving mode, enabling priority to be given to the second driving mode.
  • the automatic cruise control unit is an adaptive cruise control device that controls the operation of the motor and the engine so that the vehicle follows the preceding vehicle.
  • the target vehicle speed is set to the upper limit vehicle speed that can be driven in the second driving mode, enabling priority to be given to the second driving mode. become.
  • the target vehicle speed is set as the upper limit vehicle speed that can be traveled in the second travel mode, thereby automatically traveling in the second travel mode. continue to be possible.
  • the number of opportunities for the second driving mode in which the engine is stopped and the motor is driven during automatic driving increases, and the quietness performance and fuel consumption performance of the vehicle can be improved.
  • FIG. 1 is an overall configuration diagram of a vehicle to which a running control device of this embodiment is applied;
  • FIG. 5 is an example of a characteristic diagram showing switching of operating regions between EV mode and series mode;
  • 1 is a block diagram showing the configuration of a travel control device of this embodiment;
  • 5 is a time chart showing an example of changes in maximum driving torque, accelerator operation amount, and vehicle speed when EV priority control is turned ON during cruise control at a vehicle speed at which EV travel is possible; 4 is a time chart showing an example of changes in maximum drive torque, accelerator operation amount, and vehicle speed when EV priority control is turned ON during cruise control at a vehicle speed higher than an EV travelable vehicle speed; 5 is a time chart showing an example of changes in maximum drive torque, accelerator operation amount, and vehicle speed when cruise control is started with an EV priority switch ON; 5 is a time chart showing an example of changes in maximum driving torque, accelerator operation amount, and vehicle speed when accelerator override is performed beyond the detent during cruise control and EV priority control; 5 is a time chart showing an example of changes in maximum drive torque, accelerator operation amount, and vehicle speed when accelerator override is performed below the detent during cruise control and EV priority control;
  • FIG. 1 is an overall configuration diagram of a vehicle to which the cruise control device of this embodiment is applied.
  • a vehicle 1 according to this embodiment is a plug-in hybrid vehicle having a front motor 2, a rear motor 5, and an engine 3 as driving sources.
  • the vehicle 1 is a four-wheel drive vehicle configured to drive the front wheels 4 with the output of the front motor 2 or the output of the front motor 2 and the engine 3 and drive the rear wheels 6 with the output of the rear motor 5 .
  • the output shaft of the engine 3 is connected to the drive shaft 8 of the front wheels 4 via a speed reducer 7, and the speed reducer 7 incorporates a clutch 9 capable of connecting and disconnecting internal power transmission.
  • the clutch 9 When the clutch 9 is engaged, the driving force of the engine 3 is transmitted to the front wheels 4 via the reduction gear 7 and the drive shaft 8, and when the clutch 9 is disengaged, the engine 3 and the front wheels 4 are disconnected.
  • a front motor 2 is connected downstream of the clutch 9 of the speed reducer 7 in the power transmission direction (on the side of the front wheels 4), and the driving force thereof is transmitted from the speed reducer 7 to the front wheels 4 via the drive shaft 8.
  • a motor generator 10 is connected to the upstream side (engine 3 side) of the clutch 9 of the speed reducer 7 in the power transmission direction. It functions as a starter motor for starting the engine 3.
  • the rear motor 5 is connected to the drive shaft 12 of the rear wheel 6 via the speed reducer 11 , and the driving force thereof is transmitted from the speed reducer 11 to the rear wheel 6 via the drive shaft 12 .
  • an engine control unit 14 comprising an input/output device, a storage device (ROM (Read Only Memory), RAM (Random Access Memory), non-volatile RAM, etc.), a central processing unit (CPU), and the like.
  • the engine control unit 14 controls the throttle opening, fuel injection amount, ignition timing, etc. of the engine 3 to operate the engine 3 .
  • the front motor 2, the rear motor 5, and the motor generator 10 are three-phase AC motors, and a running battery 15 (running drive storage battery) is provided as a power supply for them.
  • the running battery 15 is composed of, for example, a secondary battery such as a lithium-ion battery, and incorporates a battery monitoring unit 15a for calculating its state of charge (hereinafter referred to as SOC) and detecting temperature.
  • SOC state of charge
  • the front motor 2 and motor generator 10 are connected to a running battery 15 via a front motor control unit 16, and the front motor control unit 16 is provided with a front motor inverter 16a and a motor generator inverter 16b.
  • the DC power from the running battery 15 is converted into three-phase AC power by the front motor inverter 16 a and the motor generator inverter 16 b and supplied to the front motor 2 and the motor generator 10 .
  • the electric power regenerated by the front motor 2 and the electric power generated by the motor generator 10 are converted into DC power by the front motor inverter 16a and the motor generator inverter 16b, and the running battery 15 is charged.
  • the rear motor 5 is connected to the running battery 15 via the rear motor control unit 17, and the rear motor control unit 17 is provided with a rear motor inverter 17a.
  • the DC power from the running battery 15 is converted into three-phase AC power by the rear motor inverter 17a and supplied to the rear motor 5, and the regenerated power from the rear motor 5 is converted into DC power by the rear motor inverter 17a and supplied to the running battery. 15 is charged.
  • the vehicle 1 is also equipped with a charger 13 that charges the running battery 15 with an external power source.
  • the hybrid control unit 18 (driving mode switching control section, driving control section) is a control device for performing overall control of the vehicle 1, and includes input/output devices, storage devices (ROM, RAM, nonvolatile RAM, etc.), It is composed of a central processing unit (CPU (Central Processing Unit)) and the like.
  • the hybrid control unit 18 controls the operating states of the engine 3, the front motor 2, the motor generator 10, and the rear motor 5, the connecting/disconnecting state of the clutch 9 of the reduction gear 7, and the like.
  • a battery monitoring unit 15a for the running battery 15 On the input side of the hybrid control unit 18, a battery monitoring unit 15a for the running battery 15, a front motor control unit 16, a rear motor control unit 17, an engine control unit 14, an accelerator opening sensor 19 for detecting the accelerator opening, and A vehicle speed sensor 20 for detecting a vehicle speed Vsp is connected, and detection and operation information from these devices are input.
  • the output side of the hybrid control unit 18 is connected to the front motor control unit 16, the rear motor control unit 17, the clutch 9 of the speed reducer 7, and the engine control unit 14. Furthermore, the hybrid control unit 18 is connected to a user interface 21 including a speaker, a display, an input switch, etc.
  • the user interface 21 enables various warnings to the driver and various input operations by the driver. ing.
  • the hybrid control unit 18 switches the driving mode of the vehicle 1 among EV mode, series mode, and parallel mode based on various detection amounts of the accelerator opening sensor 19 and the vehicle speed sensor 20.
  • the running mode is the parallel mode.
  • switching is made between the EV mode and the series mode based on the state of charge SOC of the running battery 15, the required torque (target driving torque) for driving the vehicle, and the like.
  • the clutch 9 of the speed reducer 7 is disconnected, the engine 3 is stopped, and electric power from the battery 15 for driving drives the front motor 2 and the rear motor 5 to drive the vehicle 1 .
  • the engine 3 is operated to drive the motor generator 10, and the front motor 2 and the rear motor 5 are driven by the generated power and the power from the running battery 15. to drive the vehicle 1.
  • the running battery 15 is charged with surplus power of the power generated by the motor generator 10 .
  • the engine 3 In the parallel mode, after the clutch 9 of the speed reducer 7 is connected, the engine 3 is operated to transmit the driving force from the speed reducer 7 to the front wheels 4, and when there is excess engine driving force, the front motor 2 regenerates it. When the engine driving force is insufficient, the battery power is used to assist the front motor 2. - ⁇
  • the series mode and parallel mode correspond to the first running mode of the present invention
  • the EV mode corresponds to the second running mode of the present invention.
  • the hybrid control unit 18 calculates the total required output required for running the vehicle 1 based on the running state of the vehicle 1 such as the various detected amounts and operation information, and calculates the total required output in the EV mode and the series mode. It is distributed to the front motor 2 side and the rear motor 5 side, and is distributed to the front motor 2 side, the engine 3 side and the rear motor 5 side in the parallel mode.
  • the torque is applied to each phase coil of the front motor 2 and the rear motor 5 in order to achieve the required torque of the front motor 2 and the rear motor 5.
  • the front motor inverter 16a and the rear motor inverter 17a are switching-controlled to control the current value of each coil to the target current value, thereby achieving the required torque.
  • the motor-generator 10 generates power.
  • the switching control of the motor-generator inverter 16b is performed, thereby achieving the target current value.
  • the engine control unit 14 calculates target values for the throttle opening, fuel injection amount, ignition timing, etc. for achieving the required torque of the engine 3, and based on those target values. Achieving the required torque by control. Furthermore, the vehicle 1 of this embodiment allows the driver to select switching characteristics between the EV mode and the series mode. Specifically, in addition to the normal mode, which is a normal switching characteristic, EV priority control (motor priority control) is possible in which the operating range of the EV mode is expanded compared to the normal mode. The EV priority control is executed by selecting the EV priority mode by operating the EV priority switch 21a (motor priority control instruction section). For this reason, the user interface 21 is provided with an EV priority switch 21a. When the EV priority switch 21a is not operated, the normal mode is selected, and when the EV priority switch 21a is operated, the EV priority mode is selected. .
  • EV priority control motor priority control
  • FIG. 2 is an example of a characteristic diagram comparing the operating ranges of the EV mode and the series mode between the normal mode and the EV priority mode.
  • a solid line indicates the boundary line of the driving mode
  • a broken line indicates the boundary line of the driving mode in the EV priority mode.
  • the EV mode is selected in the operating region where the target drive torque and vehicle speed are relatively low, and when the vehicle speed and target drive torque increase, the mode is switched to the series mode. And by setting it to the high vehicle speed side, the driving range of the EV mode is further expanded. Therefore, in the EV priority mode, the EV mode is selected more frequently than the normal mode, and the front motor 2 and the rear motor 5 are used more frequently, thereby improving fuel efficiency and environmental performance.
  • the hybrid control unit 18 is connected to a cruise control unit 22 (adaptive cruise control device, automatic travel control section).
  • the cruise control unit 22 has a cruise control function that automatically drives the vehicle at a target vehicle speed set by the steering switch 23 (target vehicle speed setting unit), and an adaptive cruise control function that follows the preceding vehicle.
  • FIG. 3 is a block diagram showing the configuration of the travel control device 25.
  • a cruise control device 25 of this embodiment is configured by the hybrid control unit 18 and the cruise control unit 22 of the vehicle 1 .
  • the hybrid control unit 18 includes an EV priority mode change determination section 30 , various torque calculation sections 31 , and a motor/engine distributed torque calculation section 32 .
  • the various torque calculation unit 31 calculates various torques such as the maximum driving torque Tmax of the vehicle 1 corresponding to the normal mode or the EV priority mode selected by the EV priority mode change determination unit 30 .
  • a maximum drive torque Tmax of the vehicle 1 is output to the cruise control unit 22 .
  • a motor/engine distributed torque calculation unit 32 calculates a target driving torque of the vehicle 1 set in the cruise control unit 22 so as to distribute the output from the front motor 2 and the rear motor 5 and the output from the engine 3, and performs a corresponding calculation.
  • a target driving torque distributed to the motor control units 16 and 17 and the engine control unit 14 is output.
  • the cruise control unit 22 includes a normal cruise mode control section 35 , an EV-priority cruise mode control section 36 and a cruise mode determination section 37 .
  • the normal cruise mode control unit 35 and the EV-priority cruise mode control unit 36 use the maximum drive torque Tmax input from the various torque calculation units 31 as an upper limit to calculate the target drive torque of the vehicle 1 for cruising.
  • the normal cruise mode control unit 35 calculates the target driving torque of the vehicle 1 required for cruising in the normal mode
  • the EV priority cruise mode control unit calculates the target driving torque of the vehicle 1 required for cruising in the EV priority mode. .
  • the cruise mode determination unit 37 determines the vehicle 1 speed calculated by the normal cruise mode control unit 35 or the EV priority cruise mode control unit 36 in accordance with the normal mode or the EV priority mode determined by the EV priority mode change determination unit 30.
  • a target drive torque is selected and output to the motor/engine distributed torque calculator 32 .
  • FIG. 4 shows the maximum drive torque Tmax when EV priority control is turned ON during cruise control at a vehicle speed that allows EV travel (VmaxEV, upper limit vehicle speed in EV mode) or less, accelerator operation amount (actual accelerator amount APS, cruise 4 is a time chart showing an example of changes in acceleration amount (virtual APS) by control and vehicle speed (actual vehicle speed Vsp, set target vehicle speed Vset).
  • the EV priority mode is turned ON (ON-ACT) by turning ON the EV priority switch 21a while the engine is ON and the ACC is ON, that is, during cruise control.
  • the engine 3 is stopped and the EV mode is set in which only the motors 2 and 5 are operated.
  • the maximum drive torque Tmax is the maximum drive torque of the engine 3 and the motors 2 and 5
  • the maximum drive torque Tmax is the maximum drive torque of the motors 2 and 5.
  • FIG. 5 is a time chart showing an example of changes in the maximum drive torque Tmax, accelerator operation amount, and vehicle speed when EV priority control is turned ON during cruise control at a vehicle speed higher than the EV travelable vehicle speed VmaxEV.
  • the EV priority switch 21a when the EV priority switch 21a is turned ON during cruise control at a vehicle speed higher than the EV travelable vehicle speed VmaxEV with the engine ON, the EV priority mode is not turned ON but turned OFF (normal mode). ). Therefore, the engine 3 does not stop and both the engine 3 and the motors 2 and 5 output, and the maximum driving torque Tmax is maintained at the maximum driving torque by the engine 3 and the motors 2 and 5 .
  • the target driving torque of the vehicle 1 can be secured, and the vehicle speed Vsp is maintained at the target vehicle speed Vset (for example, 150 km) set in the cruise control.
  • Vset for example, 150 km
  • FIG. 6 is a time chart showing an example of changes in the maximum drive torque Tmax, accelerator operation amount, and vehicle speed when cruise control is started with the EV priority switch ON.
  • the EV priority switch 21a when the EV priority switch 21a is turned ON while the vehicle is running with the engine ON and the cruise control OFF, the EV priority mode standby state (ON-std) is entered. Even if an attempt is made to start cruise control by, for example, turning on the resume switch (RES/+ switch) in this standby state, if the vehicle speed Vsp is higher than the EV travelable vehicle speed VmaxEV, the engine 3 is not stopped. , and motors 2 and 5, the maximum driving torque Tmax is set to the maximum driving torque by the engine 3 and the motors 2 and 5, and the target driving torque of the vehicle 1 can be secured ( (1)).
  • the engine 3 In the standby state of the EV priority mode, if the vehicle speed Vsp is equal to or lower than the EV travelable vehicle speed VmaxEV when the resume switch or the like is turned on to start cruise control, the engine 3 is stopped and only the motors 2 and 5 are operated. The EV mode is activated, and the cruise control is turned ON.
  • the maximum drive torque Tmax here is the maximum drive torque of the motors 2 and 5 (2 in FIG. 6).
  • FIG. 7 is a time chart showing an example of changes in the maximum drive torque Tmax, the amount of accelerator operation, and the vehicle speed when the accelerator is overridden beyond the detent (WOT, predetermined value) during cruise control and EV priority control. .
  • WOT predetermined value
  • FIG. 7 shows that during cruise control and during EV priority control, when the accelerator is overridden beyond the detent, the vehicle speed Vsp increases with accelerator operation and reaches the EV travelable vehicle speed VmaxEV. 3 is started and both the engine 3 and the motors 2 and 5 output.
  • the maximum driving torque Tmax here is the maximum driving torque generated by the engine 3 and the motors 2 and 5, and acceleration performance can be ensured.
  • FIG. 8 is a time chart showing an example of changes in maximum drive torque Tmax, virtual accelerator operation amount, and vehicle speed when accelerator override is performed below the detent during cruise control and EV priority control. As shown in FIG. 8, during cruise control and during EV priority control, when the accelerator override is less than the detent, even if the vehicle speed Vsp increases with the accelerator operation, it does not exceed the EV travelable vehicle speed VmaxEV. 3 remains deactivated to maintain EV mode.
  • the settable maximum vehicle speed Vmax is set to the EV travelable vehicle speed VmaxEV, and the cruise travel is restarted. Since it is a low value (80 km/h), the vehicle speed decreases toward this target vehicle speed Vset. Note that in the case of the accelerator override less than the detent, the maximum drive torque Tmax is maintained at the maximum drive torque by the motors 2 and 5 .
  • the running mode is switched between the EV mode, the series mode, and the parallel mode according to the target drive torque and vehicle speed for running the vehicle. Furthermore, an EV priority switch 21a is provided, and when the driver operates the EV priority switch 21a, the EV mode is preferentially selected by expanding the operating range such as the target drive torque and vehicle speed for which the EV mode is selected. EV priority control is possible.
  • the vehicle 1 is capable of cruise control, and the target driving torque is automatically set according to the vehicle speed set by the driver, the actual vehicle speed, the distance from the preceding vehicle, and the like.
  • This embodiment is characterized by running control when both EV priority control and cruise control are executed.
  • the target vehicle speed in the cruise control is set to the EV travelable vehicle speed VmaxEV, which is the upper limit vehicle speed in the EV mode.
  • VmaxEV the EV travelable vehicle speed in the EV mode.
  • the target vehicle speed is set to a vehicle speed higher than the EV travelable vehicle speed VmaxEV and the vehicle is automatically traveling
  • execution of the EV priority control is restricted.
  • the series mode in which the execution of the EV mode is suppressed and the engine 3 is driven, automatic running at a high vehicle speed becomes possible.
  • the accelerator of the vehicle 1 is operated while the EV priority control is instructed to be executed during automatic traveling in the EV mode, switching of the traveling mode is changed based on the accelerator operation amount.
  • the accelerator operation amount exceeds a predetermined value (for example, the extent exceeding the EV driving possible vehicle speed VmaxEV). increases, the series mode is maintained, and when the accelerator operation amount is less than a predetermined value, the series mode is switched to the EV mode.
  • a predetermined value for example, the extent exceeding the EV driving possible vehicle speed VmaxEV.
  • the accelerator operation is turned off after the vehicle speed exceeds the vehicle speed VmaxEV at which EV running is possible by operating the motors 2 and 5 and the engine 3 by operating the accelerator while the motor priority control is instructed to be executed during automatic driving.
  • automatic driving is resumed with the maximum target vehicle speed set to the EV driving possible vehicle speed VmaxEV. be possible.
  • the cruise control unit 22 that performs adaptive cruise control is provided separately from the hybrid control unit 18.
  • the hybrid control unit 18 In many cases, a cruise control unit 40 (cruise control device, automatic travel control unit) is provided inside.
  • a cruise control unit 40 inside the hybrid control unit 18 includes a normal cruise mode control unit 35, an EV priority cruise mode control unit 36, and a cruise mode determination unit 37, similar to the cruise control unit 22 shown in FIG. EV priority control and cruise control may be performed in the same manner as in the above embodiment.
  • the present invention is applied to a plug-in hybrid vehicle capable of switching between EV mode, series mode, and parallel mode. It can be widely applied to hybrid vehicles in which driving modes can be switched.

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

Abstract

L'invention concerne un dispositif de commande de déplacement de véhicule comprenant : un commutateur de priorité EV (21a) qui ordonne l'exécution d'une commande de priorité de moteur pour augmenter les opportunités de fonctionnement en mode EV ; et une unité de commande de vitesse (22) qui définit une vitesse de véhicule cible d'un véhicule et amène le véhicule à se déplacer de manière autonome, lorsque l'exécution de la commande de priorité de moteur est ordonnée par le commutateur de priorité EV (21a), l'unité de commande hybride (22) réglant la valeur maximale de la vitesse de véhicule cible lorsqu'il se déplace de manière autonome au moyen de l'unité de commande de vitesse (22), à la vitesse de véhicule de limite supérieure à laquelle le véhicule peut circuler en mode EV.
PCT/JP2022/006751 2021-03-24 2022-02-18 Dispositif de commande de déplacement de véhicule WO2022202025A1 (fr)

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JP2021050169A JP2024069737A (ja) 2021-03-24 2021-03-24 車両の走行制御装置
JP2021-050169 2021-03-24

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WO2022202025A1 true WO2022202025A1 (fr) 2022-09-29

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009220765A (ja) * 2008-03-18 2009-10-01 Toyota Motor Corp ハイブリッド車両の制御装置
JP2017114290A (ja) * 2015-12-24 2017-06-29 三菱自動車工業株式会社 ハイブリッド車両の走行制御装置
JP2019142365A (ja) * 2018-02-21 2019-08-29 トヨタ自動車株式会社 ハイブリッド車両の制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009220765A (ja) * 2008-03-18 2009-10-01 Toyota Motor Corp ハイブリッド車両の制御装置
JP2017114290A (ja) * 2015-12-24 2017-06-29 三菱自動車工業株式会社 ハイブリッド車両の走行制御装置
JP2019142365A (ja) * 2018-02-21 2019-08-29 トヨタ自動車株式会社 ハイブリッド車両の制御装置

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