Prime mover control device

Description: TECHNICAL FIELD [Detailed description of the invention]

【0001】

[Technical field to which the invention belongs]

The present invention relates to a prime mover control device, particularly a prime mover control device that controls an output torque of a prime mover based on an accelerator operation of a vehicle driver.

【0002】

[Conventional technology]

Conventionally, the output torque of a prime mover mounted on a vehicle is controlled by using the following prime mover control device.

【0003】

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

【0004】

In the electric vehicle of FIG. 15, the prime mover control device 11 includes an accelerator opening sensor 13 and an electronic control device (hereinafter referred to as an ECU) 15. The accelerator opening sensor 13 is an accelerator operation detecting means for detecting an accelerator operating state, and detects an accelerator opening A% operated by the driver. The accelerator opening A% is set to be 100% when the accelerator operation amount by the driver is maximum, and 0% when the accelerator operation amount is 0. The detected accelerator opening A% is output to the ECU 15.

【0005】

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

【0006】

[Number 1]

T * = Tmax × A / 100 (1) Here, Tmax is the maximum torque value of the motor 1 at the motor rotation speed at that time. FIG. 16 is an explanatory diagram showing the relationship between the accelerator opening A% and the motor torque command value T * determined by the equation (1). In the ECU 15, a switching signal is generated according to the current command value set corresponding to the motor torque command value T * and output to the inverter 7. The switching signal is generated by a vector control unit, a PWM control unit, or the like provided in the ECU 15.

【0007】

In this way, the prime mover control device 11 generates a switching signal based on the motor torque command value T * corresponding to the accelerator operation and outputs the switching signal to the inverter 7. The inverter 11 converts the direct current from the battery 9 into an alternating current and supplies it to the motor 1 by switching according to the switching signal. Therefore, the motor 1 generates and outputs an output torque corresponding to the accelerator operation. The driver can drive the vehicle while adjusting the output torque of the motor 1 by operating the accelerator.

【0008】

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

【0009】

In this way, the prime mover mounted on the vehicle is often controlled to output the output torque corresponding to the accelerator operation of the driver. The present invention is not limited to the type of prime mover, and covers all control devices that control the output torque of the prime mover based on the accelerator operation.

【0010】

"Conventional technology 2" There are various control devices that variably set the relationship between the accelerator opening A% and the motor torque command value T * shown in FIG. 16 with respect to the motor control device of the electric vehicle of the above "conventional technology 1". Proposed. For example, the control device disclosed in Japanese Patent Application Laid-Open No. 61-4406 stores a plurality of data tables showing the relationship between the accelerator opening degree and the conductivity of the chopper. In this conventional device, the driver selects a data table corresponding to the desired driving feeling. Then, the chopper is controlled so as to have a conductivity rate corresponding to the accelerator opening degree according to the selected data table.

【0011】

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

【0012】

[Problems to be Solved by the Invention]

In the actual driving road, the driving road conditions change as the vehicle travels. Here, the traveling road condition refers to various conditions that affect the traveling of the vehicle, such as the shape of the road. Here, the road slope and the radius of curvature of the curved road are taken up as the driving road conditions. The driver senses a change in the driving road conditions and operates the accelerator as follows.

【0013】

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

【0014】

The adjustment of the accelerator opening by the above accelerator operation is also performed in the same manner when the road slope changes in the middle of the slope road (change from a gentle uphill to a steep uphill, etc.). In this way, the driver must detect changes in the road slope and frequently operate the accelerator so that the vehicle travels in accordance with the road slope.

【0015】

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

【0016】

"Problem" As described above, in the prior art, the vehicle driver detects the driving conditions such as the road slope and the radius of curvature of the curved road by himself / herself, and frequently presses the accelerator so that the vehicle travels in accordance with these driving conditions. Must be operated. That is, the driver performs an accelerator operation work (change of the accelerator operation amount for adjusting the accelerator opening degree, etc.) of adjusting the accelerator operation amount according to the traveling road condition. This is because the output torque of the prime mover is determined based on the accelerator opening, and the output torque is not adjusted according to the traveling path conditions.

【0017】

In the control device described in Japanese Patent Application Laid-Open No. 61-4406 and Japanese Patent Application Laid-Open No. 5-122809 shown in the above-mentioned "Prior Technique 2", the relationship between the accelerator opening and the output torque is variably set. However, even in these devices, no consideration is given to the traveling road conditions. Therefore, the driver must frequently operate the accelerator while detecting the driving road conditions.

【0018】

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

【0019】

It is an object of the present invention to provide a prime mover control device capable of adjusting the output torque of a prime mover so as to cope with the above problems and reduce the accelerator operation work of the driver in order to meet the traveling road conditions. The purpose of providing such a prime mover control device is to reduce the burden on the driver and make the driving of the vehicle easier.

【0020】

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

【0021】

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

【0022】

"Related Technology: Auto Drive Device" Conventionally, in an engine vehicle, an auto drive device that maintains the vehicle speed without the driver operating the accelerator has been used. This auto drive device is related to the present invention in that it maintains a vehicle speed regardless of changes in road gradients and the like. However, the auto drive device differs from the present invention in each of the following points, and does not solve the above-mentioned problems of the present invention.

【0023】

The control device provided by the present invention is a device that operates when the driver is operating the accelerator, and is a device that reduces the accelerator operation work of the driver. On the other hand, the auto drive device completely eliminates the driver's accelerator operation and constantly controls the vehicle speed. Therefore, the operating conditions of both devices are completely different.

【0024】

Further, the control device provided by the present invention is a device that performs output control corresponding to the traveling road conditions. On the other hand, the auto drive device is a device that constantly controls the vehicle speed regardless of the traveling road conditions. Therefore, the conditions under control of both devices are completely different.

【0025】

Further, the control device provided by the present invention is a device that adjusts the relationship of the output torque with respect to the accelerator opening degree, as will be described later. On the other hand, the auto drive device is a device that adjusts the accelerator opening itself, not a device that adjusts the relationship between the accelerator opening and the output torque. Therefore, the specific configurations of the two devices are completely different.

【0026】

[Means for solving problems]

The present invention relates to an accelerator operation detecting means for detecting an accelerator operating state and a traveling road condition detecting means for detecting a predetermined traveling road condition in a prime mover control device that controls an output torque of the prime mover based on the accelerator operation of a vehicle driver. The drive control value of the output torque adjusting means is determined based on the detected values of the accelerator operating state and the traveling road condition, and the output torque of the prime mover is increased by driving the output torque adjusting means according to the drive control value. The drive control value determined by the control means is a control means for controlling, and the reference control value corresponding to the accelerator operation state in the reference travel path condition is applied to the vehicle traveling in accordance with the travel path condition. It is characterized in that it is a drive control value adjusted so as to be performed.

【0027】

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

【0028】

That is, in one aspect of the present invention, the traveling road condition detecting means is a gradient detecting means for detecting a road gradient, and the controlling means is the driving in which the reference control value is adjusted based on the detected value of the road gradient. Determine the control value. In this case, the motor control device controls the vehicle so that the vehicle travels in accordance with the road gradient.

【0029】

Further, in a preferred aspect of the present invention, the reference driving road condition is a flat road, and the control means is such that the vehicle traveling corresponding to the accelerator operating state on the flat road is maintained on the slope road. The drive control value adjusted with the reference control value according to the gradient is determined. According to this configuration, when the vehicle travels on a slope road in the same accelerator operation state as on a flat road, the road travel on the flat road is maintained on the slope road. Therefore, the driver can drive the vehicle to adapt to the road gradient with less accelerator operation.

【0030】

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

【0031】

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

【0032】

Furthermore, in one aspect of the present invention, in the prime mover control device, the prime mover is a motor, the output torque adjusting means is a current adjusting means for adjusting a supply current to the motor, and the drive control value is the current. It is a motor torque command value for controlling the adjusting means. The above configuration is an embodiment applied to motor control of an electric vehicle equipped with a motor as a prime mover. According to this motor control device, a motor torque command value is determined so that the vehicle travels in accordance with the traveling road conditions, and the current adjusting means is driven according to the motor torque command value. The electric vehicle also includes a hybrid vehicle equipped with a motor and an engine as a prime mover.

【0033】

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

【0034】

Furthermore, in one aspect of the present invention, in the prime mover control device, the prime mover is an engine, the output torque adjusting means is a throttle for adjusting the amount of intake air to the engine, and the drive control value is a throttle opening degree. Is. The above configuration is an embodiment applied to engine control of an engine vehicle equipped with an engine as a prime mover. According to this prime mover control device, the throttle opening degree is determined so that the vehicle travels in accordance with the traveling road conditions, and the throttle is driven according to the throttle opening degree. Here, too, the above engine vehicle shall include a hybrid vehicle.

【0035】

BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, the prime mover control device according to the embodiment of the present invention will be described with reference to the drawings.

【0036】

"Embodiment 1" The first embodiment is a mode in which the present invention is applied to the electric vehicle described in the prior art 1, and is a mode in which a road gradient is detected and determined as a traveling road condition. In the following description, the elements having the same reference numerals as the reference numerals given to the elements shown in FIG. 15 described above have the same functions, and the description thereof will be omitted.

【0037】

FIG. 1 is a block diagram showing a system of an electric vehicle to which the prime mover control device 21 of the present embodiment is applied. The prime mover control device 21 includes an accelerator opening sensor 13 and an ECU 23, and further includes a road gradient detector 25.

【0038】

The accelerator opening sensor 13 is the same accelerator operation detecting means as in the prior art 1, and detects the accelerator opening A% according to the accelerator operation of the driver and outputs it to the ECU 23.

【0039】

The road gradient detector 25 is a gradient detecting means for detecting the road gradient θ (rad) of the traveling road. Here, the "road slope θ" is the angle formed by the horizontal plane and the traveling path, and is 0 on a flat road, the uphill slope is positive, and the downhill slope is negative. The motor torque command value T *'described later is fed back and input to the road gradient detector 25 from the ECU 23, and a speed sensor pulse is input from a speed sensor (not shown). Then, the road gradient detector 25 obtains the road gradient θ based on these input information and outputs it to the ECU 23.

【0040】

In the road gradient detector 25, the road gradient θ is obtained according to the flowchart shown in FIG. In the figure, in step S1, the actual vehicle speed V of the vehicle is calculated based on the speed sensor pulse (S1). Then, the reference acceleration α * is obtained based on the actual vehicle speed V and the motor torque command value T *'(S3). The reference acceleration α * is the vehicle acceleration when it is assumed that the vehicle is traveling on a flat road under the conditions of the actual vehicle speed V and the motor torque command value T * . The road gradient detector 25 stores a map representing the reference acceleration α * corresponding to the actual vehicle speed V and the motor torque command value T * as shown in FIG. 3, and the reference acceleration α * is obtained from this map. Desired. In step S5, the actual acceleration α of the vehicle is calculated based on the speed sensor pulse. In addition, step S5 may change the order with steps S1 and S3, or may be performed at the same time. Then, from the reference acceleration α * and the actual acceleration α, the road gradient θ (rad) is calculated by the following equation (2) (S7) and output to the ECU 23 (S9).

【0041】

[Number 2]

<img file="JPH09242579A_D0001.tif" />Next, the configuration of the ECU 23 will be described. The ECU 23 is a control means for controlling the switching operation of the inverter 7, and includes a torque command value determining unit (not shown) and a switching signal generating unit. The torque command value determining unit determines the motor torque command value T *'based on the accelerator opening A% and the road gradient θ. Further, the switching signal generation unit includes a vector control unit and a PWM control unit, and generates a switching signal for controlling the inverter 7 according to the current command value set corresponding to the motor torque command value T *'. The generated switching signal is output to the inverter 7.

【0042】

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

【0043】

On the other hand, in step S25, the road gradient θ is input from the road gradient detector 25. Then, the correction torque command value Tm is calculated by the following equation (3) (S27).

【0044】

[Number 3]

<img file="JPH09242579A_D0002.tif" />In equation (3), W is the vehicle weight, g is the gravitational acceleration, r is the tire radius, i is the gear ratio of motor 1 and wheel 5, and k is the correction coefficient. The meaning of the correction torque command value Tm will be described later.

【0045】

In step S29, the motor torque command value T *'is determined by the following equation (4) from the motor torque reference command value T * calculated in step S23 and the correction torque command value Tm calculated in step S25. Will be done.

【0046】

[Number 4]

T *'= T * + Tm (4) FIG. 5 shows the motor torque command value T * determined as described above. In the figure, there are cases where the road slope is 0 on a flat road, cases where the road slope is θ1 and θ2 (θ1&gt; θ2&gt; 0) on an uphill road, and cases where the road slope is θ3 and θ4 (θ1&gt; θ2&gt; 0) on a downhill road. The case of 0&gt; θ3&gt; θ4) is illustrated.

【0047】

Here, the correction torque command value Tm calculated by the equation (3) will be described. For example, in the case of an uphill road having a road gradient θ, as shown in FIG. 6, a gradient resistance F represented by the following equation (5) acts on the vehicle depending on the vehicle weight.

【0048】

[Number 5]

F = W × g × sinθ (5) Tma in the equation (3) is a motor output torque that gives the wheel 5 a driving force that cancels out the gradient resistance F. Therefore, if Tma is added to the motor torque reference command value T * to determine the motor torque command value T *', the vehicle travels on a flat road by the same accelerator operation as on a flat road. On a downhill road, gravity acts to accelerate the vehicle in the opposite direction to the uphill road, but in this case as well, it can be considered in the same manner as in the case of an uphill road. The Tma is negative on the downhill road, and acts to reduce the motor torque command value T *'.

【0049】

Here, in the present embodiment, as shown in the equation (3), the correction torque command value Tm is determined by multiplying Tma by the correction coefficient k. The correction coefficient k is a coefficient determined in association with the accelerator opening A% so that a more natural driving feeling can be obtained. The correction coefficient k takes a magnitude from 0 to 1 and is set to 0 at accelerator opening 100% and 0%. And it is set to become smaller as the accelerator opening approaches 100% and 0%. The setting of such a correction coefficient k is "a natural driving feeling can be obtained by setting the output torque of the motor 1 to the maximum value Tmax at 100% accelerator opening and 0 at 0% accelerator opening". It is based on the rule of thumb.

【0050】

In FIG. 5 described above, the motor torque command value T *'obtained by using the correction torque command value Tm as described above is shown. Therefore, in the figure, the motor torque command value T * on the road gradients θ1 to θ4 becomes closer to the motor torque reference command value T * as the accelerator opening degree approaches 100% and 0%.

【0051】

Next, the output torque control operation by the control device of the present embodiment will be described with reference to FIG. When the vehicle is traveling on a flat road with an accelerator opening A1% shown in FIG. 5, the accelerator opening sensor 13 detects the accelerator opening A1%, and the road gradient detector 25 detects the road gradient θ according to the flowchart of FIG. = 0 is detected and output to ECU23 respectively. In ECU23, the motor torque command value T * follows the flowchart of FIG.₀Has been decided. When the road gradient θ = 0, the correction torque command value Tm is 0 as is clear from the above equation (3). Therefore, the motor torque command value T *'₀Is the motor torque reference command value T * at the accelerator opening A1%. And the motor torque command value T *'₀A switching signal corresponding to the above is generated and output to the inverter 7. The inverter 7 adjusts the supply current to the motor 1 by performing a switching operation in response to this switching signal. As a result, the output torque of the motor 1 is the motor torque command value T *'.₀It is a value corresponding to.

【0052】

When entering an uphill road having a road gradient θ1 from a flat road while traveling with the accelerator opening A1%, the road gradient detector 25 detects the road gradient θ1 and outputs it to the ECU 23. In ECU23, based on the accelerator opening A1% and the road gradient θ1, the motor torque command value T * is shown in the flowchart of FIG.₁To determine. And this motor torque command value T *'₁The switching operation of the inverter 7 is controlled according to the above. As a result of the above, the accelerator opening is A1%, which is the same as when traveling on a flat road, but the output torque of motor 1 is the motor torque command value T *'.₁It becomes the value corresponding to.

【0053】

Similarly, when the road gradient changes to θ2 to θ4 shown in FIG. 5, the motor torque command value T *'corresponding to each road gradient θ2 to θ4₂~ T * ₄Is determined, and this motor torque command value T *'₂~ T * ₄Control is performed according to the above. In addition, it goes without saying that the same control is performed according to the road gradient even on the gradient roads other than the road gradients θ1 to θ4.

【0054】

The effects obtained by the prime mover control device 21 of the first embodiment described above will be described below. When entering an uphill road with a road gradient of θ1 from a flat road, the driver had to operate the accelerator so that the accelerator opening was increased from A1% to A2% in order to maintain the vehicle speed in the conventional device. .. On the other hand, in the first embodiment, the motor torque command value corresponding to the accelerator opening A1% is T *'based on the detected value of the road gradient θ1.₀From T *'₁Is adjusted to. Here, when the accelerator opening A1%, the above-mentioned correction coefficient is close to 1. From the above, the driver can maintain the vehicle speed on a flat road on an uphill road without adjusting the accelerator opening degree from the time of traveling on a flat road.

【0055】

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

【0056】

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

【0057】

Further, in the first embodiment, the gradient detecting means is the road gradient detector 25 shown in FIGS. 1 to 3. The road gradient detector 25 can also be provided integrally with the ECU 23. Further, the gradient detecting means may be a well-known gradient sensor. Furthermore, information on the road gradient θ may be added to a navigation system such as a GPS system, and the road gradient θ may be obtained from the traveling position. According to the configuration using the navigation system, more optimal output torque control becomes possible by detecting the change in the road gradient in advance. Such a modification of the gradient detecting means is also possible in the third embodiment described later.

【0058】

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

【0059】

"Embodiment 2" The second embodiment is a form in which the present invention is applied to the electric vehicle described in the prior art 1, and the radius of curvature of the bent road (hereinafter, appropriately referred to as "corner radius") R is detected as a traveling road condition. , It is a form to judge. In the following description, the description of the elements having the same functions as those in the above-described first embodiment will be omitted.

【0060】

FIG. 7 is a block diagram showing a system of an electric vehicle to which the prime mover control device 31 of the present embodiment is applied. The prime mover control device 31 includes an accelerator opening sensor 13 similar to that of the first embodiment, and further includes an ECU 33 and a corner radius detector 35.

【0061】

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

【0062】

Next, the configuration of the ECU 33 will be described. Similar to the first embodiment, the ECU 33 is a control means for controlling the switching operation of the inverter 7, and includes a torque command value determining unit and a switching signal generating unit. In the ECU 33, the torque command value determining unit for determining the motor torque command value T *'is different from that of the first embodiment. This torque command value determining unit determines the motor torque command value T *'based on the accelerator opening A% and the corner radius R.

【0063】

The determination of the motor torque command value T *'is performed according to the flowchart shown in FIG. In the figure, steps S21 and S23 are the same as those in FIG. 4 described above. However, in the present embodiment, the motor torque reference command value T * is a motor torque command value corresponding to the accelerator opening A% on a straight road.

【0064】

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

【0065】

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

【0066】

[Number 6]

<img file="JPH09242579A_D0003.tif" />In equation (6), W is the vehicle weight, r is the tire radius, i is the gear ratio of motor 1 and wheel 5, and t is the deceleration time. Then, from the motor torque reference command value T * calculated in step S23 and the correction torque command value Tm calculated in step S35, the motor torque command value T * is calculated by the following equation (7) as in the first embodiment. Is determined (S37).

【0067】

[Number 7]

T *'= T * + Tm (7) In the above, the corrected torque command value Tm obtained by the equation (6) acts to decelerate the vehicle from the actual vehicle speed V to the safe vehicle speed V * over the deceleration time t.

【0068】

Next, the output torque control operation by the control device of this embodiment will be described. When the vehicle is traveling on a straight road with an accelerator opening A1%, the accelerator opening sensor 13 detects the accelerator opening A1%, and the corner radius detector 35 detects that the corner deformation R is infinite. Each is output to ECU33. In ECU33, the motor torque command value T * follows the flowchart of FIG.₀Has been decided. Here, in the case of a straight road, the correction torque command value Tm is 0 as described above. Therefore, the motor torque command value T *'₀Is the motor torque reference command value T * at the accelerator opening A1%. And the motor torque command value T *'₀A switching signal corresponding to the above is output to the inverter 7. The inverter 7 adjusts the supply current to the motor 1 by performing a switching operation in response to this switching signal. As a result, the output torque of the motor 1 is the motor torque command value T *'.₀It is a value corresponding to.

【0069】

When entering a curved road having a corner radius R1 from a flat road while traveling with the accelerator opening A1%, the corner radius detector 35 detects this corner radius R1 and outputs it to the ECU 33. In ECU33, based on the accelerator opening A1% and the corner radius R1, the motor torque command value T *'is shown in the flowchart of FIG.₁To determine. And this motor torque command value T *'₁The switching operation of the inverter 7 is controlled according to the above, and the output torque of the motor 1 is the motor torque command value T *'.₁It becomes the value corresponding to. As a result, the vehicle decelerates to a safe vehicle speed V * over a deceleration time t.

【0070】

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

【0071】

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

【0072】

[Number 8]

R = V²/ a (8) Furthermore, the information of the corner radius R may be added to the navigation system such as the GPS system, and the corner radius R may be obtained from the traveling position. According to the configuration using the navigation system, more optimal output torque control becomes possible by detecting the change in the corner radius R in advance. Such a modification of the radius of curvature detecting means is also possible in the fourth embodiment described later.

【0073】

"Embodiment 3" The third embodiment is a mode in which the present invention is applied to an engine vehicle equipped with an engine as a prime mover, and is a mode in which a road gradient is detected and determined as a traveling road condition as in the first embodiment.

【0074】

FIG. 11 is a block diagram showing a system of an engine vehicle to which the prime mover control device 41 of the present embodiment is applied. In the figure, the engine 43 is sequentially connected to the transmission 3 and the wheels 5, and the output torque of the engine 43 is transmitted to the wheels 5 via the transmission 3. The throttle device 45 is an output torque adjusting means for adjusting the output torque of the engine 43 by increasing or decreasing the intake amount of the engine 43. The throttle device 45 is driven by receiving a current supply from a current supply device (not shown), and changes the throttle opening B% of the built-in throttle from 0% to 100%. The intake amount of the engine 43 increases or decreases according to the throttle opening B%, and the engine 43 generates an output torque according to the intake amount. The output torque is maximized when the throttle opening is 100%.

【0075】

As shown in FIG. 11, the prime mover control device 41 of the present embodiment includes an accelerator opening sensor 13, a road gradient detector 47, and a throttle controller 49. The accelerator opening sensor 13 is an accelerator operation detecting means having the same configuration as that of the first embodiment, and detects an accelerator opening A% according to the accelerator operation of the driver and outputs the accelerator opening sensor 13 to the throttle controller 49. The road gradient detector 47 is also a gradient detecting means having the same configuration as that of the first embodiment, detects the road gradient θ according to the flowchart of FIG. 2, and outputs the road gradient θ to the throttle controller 49. However, unlike the case where the motor torque command value T *'is input from the ECU 23 in the first embodiment, the road gradient detector 47 of the present embodiment is an engine corresponding to the throttle opening B% from the throttle controller 49. Torque T is input. Then, the road gradient θ is obtained by using this engine torque T instead of the motor torque command value T * .

【0076】

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

【0077】

In the above, the determination of the throttle opening degree B% in the throttle controller 49 is performed as follows. The throttle controller 49 stores in advance a set value of the throttle opening B% in association with the accelerator opening A% and the road gradient θ. FIG. 12 shows the relationship between the accelerator opening A%, the road gradient θ, and the throttle opening B% set value. In the figure, the horizontal axis is the accelerator opening A% and the vertical axis is the throttle opening B%. The throttle opening B% corresponding to the accelerator opening A% is shown by a different curve for each road gradient. In the figure, there are flat roads (road gradient θ = 0), uphill roads with road gradients θ1 and θ2 (θ1&gt; θ2&gt; 0), and downhill roads with road gradients θ3 and θ4 (0). The case of&gt; θ3&gt; θ4) is illustrated. In the throttle controller 49, the accelerator opening A% input from the stored information shown in FIG. 12 and the throttle opening B% corresponding to the road gradient θ are obtained.

【0078】

Next, the setting of the throttle opening B% in FIG. 12 will be described. As shown in the figure, in the road gradient θ1, the throttle opening B% is set to be ΔB1% larger than that in the case of a flat road (θ = 0). According to this ΔB1%, the output torque of the engine 43 becomes ΔT higher than when traveling on a flat road. ΔB1% is set so that this ΔT cancels out the gradient resistance caused by the road gradient θ1. Similarly, in the case of the road gradient θ2 in FIG. 12, the throttle opening B% is set using ΔB2%.

【0079】

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

【0080】

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

【0081】

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

【0082】

When entering an uphill road having a road gradient θ1 from a flat road while traveling with an accelerator opening A1%, the road gradient detector 47 detects the road gradient θ1 and outputs it to the throttle controller 49. In the throttle controller 49, the throttle opening is determined to be B1% according to FIG. 12 based on the accelerator opening A1% and the road gradient θ1. Then, the throttle device 45 is driven according to the control signal corresponding to the throttle opening degree B1%. As a result, the output torque of the engine 43 becomes a value corresponding to the throttle opening B1%. Further, the same control as above is performed when the road gradient becomes θ2 to θ4 or when it becomes another value.

【0083】

In the above example, when entering an uphill road having a road gradient θ1 from a flat road, the vehicle speed on the flat road is maintained even if the driver does not adjust the accelerator opening. As described above, according to the present embodiment, the accelerator operation work that the driver has to perform in response to the change in the road gradient θ is reduced. Therefore, as in the above-described first embodiment, the effect that the driving of the vehicle becomes easier can be obtained.

【0084】

"Embodiment 4" The fourth embodiment is a mode in which the present invention is applied to an engine vehicle equipped with an engine as a prime mover, and is a mode in which the radius of curvature of a bent road is detected and determined as a traveling road condition as in the second embodiment. is there. In the following description, the description of the elements having the same functions as those of the above-described embodiments 2 and 3 will be omitted.

【0085】

FIG. 13 is a block diagram showing a system of an engine vehicle to which the prime mover control device 51 of the present embodiment is applied. The prime mover control device 51 includes an accelerator opening sensor 13, a corner radius detector 35, and a throttle controller 53. The accelerator opening sensor 13 and the corner radius detector 35 have the same configurations as those in the second embodiment, and detect the accelerator opening A% and the corner radius R, respectively, and output them to the throttle controller 53.

【0086】

Similar to the third embodiment, the throttle controller 53 is a control means for controlling the driving amount of the throttle device 45 to adjust the throttle opening degree B%. The throttle controller 53 of the present embodiment has a different configuration for determining the throttle opening degree B% from the third embodiment. The throttle controller 53 stores the set value of the throttle opening B% in association with the accelerator opening A% and the corner radius R. FIG. 14 shows the relationship between the accelerator opening A% and the corner radius R and the throttle opening B% set value. In the figure, the horizontal axis is the accelerator opening A% and the vertical axis is the throttle opening B%. The throttle opening B% corresponding to the accelerator opening A% is exemplified for a straight road and a curved road having corner radii R1 and R2 (R1&gt; R2). In the throttle controller 49, the throttle opening degree B% corresponding to the input accelerator opening degree A% and the corner radius R can be obtained from the stored information shown in FIG.

【0087】

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

【0088】

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

【0089】

When entering a curved road having a corner radius R1 from a straight road while traveling with an accelerator opening A1%, the corner radius detector 35 detects this corner radius R1 and outputs it to the throttle control device 53. In the throttle controller 53, the throttle opening is determined to be B1% according to FIG. 12 based on the accelerator opening A1% and the corner radius R. Then, the throttle device 45 is controlled according to the throttle opening degree B1%. As a result, the output torque generated by the engine 43 decreases, and the vehicle decelerates to a safe vehicle speed after the deceleration time.

【0090】

In the above example, when entering a curved road having a corner radius R from a straight road, the vehicle decelerates to a safe vehicle speed without the driver adjusting the accelerator opening. As described above, according to the present embodiment, the amount of accelerator operation that the driver must perform corresponding to the corner radius R is reduced. Therefore, as in the second embodiment described above, the effect of facilitating the driving of the vehicle can be obtained.

【0091】

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

【0092】

According to the prime mover control device of the above embodiment, the prime mover control device assists the driver in driving in a situation where it is difficult to determine the traveling road condition. As a driving road condition, for example, a situation where it is difficult to judge the road slope is a situation such as a gentle downhill road, a gentle uphill road, a tunnel, a place where an optical illusion is likely to occur, a night driving, or a driving when tired. is there. In the above, for example, it is assumed that the road gradient changes in the tunnel and the vehicle speed becomes too high without noticing it. In addition, it is assumed that the speed has decreased without noticing it on a gentle uphill road. According to the above embodiment, the vehicle running state is maintained in such a situation. That is, the driver is assisted by the prime mover control device and can drive more easily.

【0093】

In addition, natural traffic congestion is generally likely to occur on uphill roads. One of the causes of this congestion is that the vehicle speed decreases due to the delay in coping with the change in the road gradient by the driver. According to the above embodiment, since the decrease in vehicle speed is avoided, it is possible to alleviate the traffic congestion on the uphill road.

【0094】

Further, in the vehicle provided with the prime mover control device of the above embodiment, the vehicle travels in accordance with the change in the traveling road conditions. Therefore, for example, sudden acceleration for returning the vehicle speed lowered on the uphill road to the vehicle speed on the flat road is avoided. Further, for example, sudden deceleration caused by the vehicle speed being too fast on a curved road is avoided. Due to such reduction of rapid acceleration / deceleration, the power consumption of the battery is reduced and the battery life is extended in the electric vehicle, and the fuel consumption is improved in the engine vehicle.

【0095】

In addition, the above-described first and second embodiments are embodiments in which the present invention is applied to an electric vehicle, and embodiments 3 and 4 are embodiments in which the present invention is applied to an engine vehicle. On the other hand, the present invention is also applicable to a hybrid vehicle equipped with an engine and a motor as a prime mover. In this case, it is configured as a control device that controls both or one of the engine and the motor.

【0096】

[Effect of the invention]

According to the prime mover control device of the present invention, the control means sets the reference control value corresponding to the accelerator operation state in the reference travel path condition as the drive control value of the output torque adjusting means, and the vehicle travels in accordance with the travel path condition. The drive control value adjusted so as to be determined is determined. Therefore, the accelerator operation work by the driver for responding to the traveling road condition is reduced. As a result, the burden on the driver in order to meet the driving road conditions is reduced, and the driving can be performed more easily.

【0097】

Further, according to the present invention, by using the traveling road condition detecting means as a gradient detecting means for detecting a road gradient, the driver's accelerator operation work for responding to a change in the road gradient is reduced. Therefore, it becomes easy to drive on a driving road where the road slope changes.

【0098】

Further, according to the present invention, the reference driving road condition is set to a flat road, and the control means sets the reference control value according to the road gradient so that the vehicle running corresponding to the accelerator operation state on the flat road is maintained on the slope road. The configuration for determining the adjusted drive control value reduces the accelerator operation work performed by the driver according to the road gradient in order to maintain the vehicle running, so that the driving on the traveling road where the road gradient changes becomes easy.

【0099】

Further, according to the present invention, by using the traveling road condition detecting means as the radius of curvature detecting means for detecting the radius of curvature of the bent road, the driver's accelerator operation work for corresponding to the radius of curvature of the bent road is reduced. .. Therefore, driving on a curved road becomes easy.

【0100】

Further, according to the present invention, the driver has a configuration in which the reference driving condition is a straight road and the control means determines a drive control value adjusted with a reference control value so as to have a safe speed according to the radius of curvature of the bent road. Since the vehicle decelerates to a safe speed on the curved road, the accelerator operation work is reduced, so that the driving on the curved road becomes easy.

【0101】

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

【0102】

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

[Simple explanation of drawings]

[Figure 1]

It is a block diagram which shows the system of the electric vehicle to which the prime mover control device of 1st Embodiment of this invention is applied.

[Figure 2]

It is a flowchart for calculating the road gradient θ in the road gradient detector.

[Fig. 3]

It is explanatory drawing which shows the map which shows the reference acceleration α * corresponding to the actual vehicle speed V and the motor torque command value T *'.

[Fig. 4]

It is a flowchart for determining a motor torque command value T *'in an ECU.

[Fig. 5]

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

[Fig. 6]

It is explanatory drawing which shows the gradient resistance F acting on a vehicle by a vehicle weight.

[Fig. 7]

It is a block diagram which shows the system of the electric vehicle to which the motor control device of the 2nd Embodiment of this invention is applied.

[Fig. 8]

It is explanatory drawing which shows the map for obtaining the corner radius R from the actual vehicle speed V and the steering steering angle δ.

[Fig. 9]

It is a flowchart for determining a motor torque command value T *'in an ECU.

[Fig. 10]

It is explanatory drawing which shows the map for obtaining a safe vehicle speed V * from a corner radius R.

[Fig. 11]

It is a block diagram which shows the system of the engine vehicle to which the prime mover control device of the 3rd Embodiment of this invention is applied.

[Fig. 12]

It is explanatory drawing which shows the relationship between the accelerator opening degree A%, the road gradient θ, and the throttle opening degree B% set value.

[Fig. 13]

It is a block diagram which shows the system of the engine vehicle to which the prime mover control device of 4th Embodiment of this invention is applied.

[Fig. 14]

It is explanatory drawing which shows the relationship between the accelerator opening degree A% and the corner radius R, and the throttle opening degree B% set value.

[Fig. 15]

It is a block diagram which shows the system of the conventional electric vehicle.

[Fig. 16]

It is explanatory drawing which shows the relationship between the accelerator opening degree A% and the motor torque command value T * in the prime mover control device of FIG.

[Explanation of symbols]

1 motor, 7 inverter, 9 battery, 11,21,31,41,51 prime mover controller, 13 accelerator opening sensor, 15,23,33 electronic control unit (ECU), 25,47 road gradient detector, 35 corners Radius detector, 43 engine, 45 throttle device, 49,53 throttle controller.