JP6206598B2 - ハイブリッド車両の制御装置 - Google Patents
ハイブリッド車両の制御装置 Download PDFInfo
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- JP6206598B2 JP6206598B2 JP2016547288A JP2016547288A JP6206598B2 JP 6206598 B2 JP6206598 B2 JP 6206598B2 JP 2016547288 A JP2016547288 A JP 2016547288A JP 2016547288 A JP2016547288 A JP 2016547288A JP 6206598 B2 JP6206598 B2 JP 6206598B2
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Images
Classifications
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- B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Description
そして、前記ハイブリッド車両は、前記運転モードとして、前記ナビゲーションシステムから取得した前記走行環境情報に基づいて設定した走行計画に応じて前記駆動源を制御する走行計画モードと、動力性能よりも燃費性能を優先して前記駆動源を制御するエコモードと、を有する。
また、前記駆動源コントローラは、前記エコモードが選択されていない状態で前記走行計画モードが選択されたとき、該走行計画モードの選択を前記エコモードの設定操作と連動する。
これにより、ドライバーの運転による想定外のエンジン始動を抑制することができ、走行計画に合わせて駆動源の制御を行うことができる。
まず、実施例1におけるハイブリッド車両の制御装置の構成を、「ハイブリッド車両の全体システム構成」、「車両制御システムの構成」、「運転モード設定処理の構成」に分けて説明する。
図1は、実施例1のハイブリッド車両の制御装置が適用されたハイブリッド車両を示す全体システム図である。以下、図1に基づき、実施例1のハイブリッド車両の全体システム構成を説明する。
なお、この「走行計画モード」では、ドライバーの運転の仕方等によって想定と異なる要求駆動力が発生し、走行計画と異なる走行モードを選択せざる得ない場合には、実際に発生したドライバーの要求駆動力に基づいて選択される走行モードを優先する。また、この「走行計画モード」の設定は、図示しない設定ボタンをドライバーが手動でON操作することで行われる。
実施例1におけるFRハイブリッド車両Sの車両制御システムは、図1に示すように、車両制御部1と、インバータ2と、バッテリ3と、ナビゲーションシステム4と、通信ユニット5と、を有して構成されている。
そして、エンジンEngの回転速度や出力トルク、第1クラッチCL1,第2クラッチCL2の締結・スリップ締結・解放、モータ/ジェネレータMGの回転速度や出力トルク、自動変速機ATの変速段などを制御する。また、この車両制御部1では、後述する運転モード設定処理を実行する。さらに、運転モードとして「走行計画モード」が選択されたときには、ナビゲーションシステム4から入力された走行環境情報に基づいて、低燃費走行になるように走行予定経路での走行計画を設定し、この走行計画に応じてエンジンEngやモータ/ジェネレータMG等の駆動源を制御する。
なお、前記通信ユニット5としては、携帯電話機、DSRC、無線LANなど様々なものを採用することができる。
図2は、実施例1の車両制御部にて実行される運転モード設定処理の流れを示すフローチャートである。以下、運転モード設定処理内容を示す図2のフローチャートの各ステップについて説明する。
ここで、運転モードとしては、ステップS2において「走行計画モード」がすでに選択されているため、並行して「エコモード」が設定されることになる。
ここで、走行計画の設定は、走行予定経路を複数の区間に区分けした上で、各区間について走行環境情報に基づきドライバーの要求駆動力を想定する。そして、想定された要求駆動力に応じて、各区間での走行モードを設定する。走行計画の設定に用いる「走行環境情報」は、ナビゲーションシステム4からの道路情報や道路属性情報、車速センサ6Aからの車速情報や、アクセル開度センサ6Bからのアクセル開度情報、SOC監視部6CからのバッテリSOC情報、気候センサ6Dからの気候情報、さらに図示しないカメラやレーダーによって得られる周囲情報である。
ここで、「エコモード」が設定されているので、「スポーツモード」や「ノーマルモード」と比較して燃料消費率が抑制されるように駆動源は制御される。つまり、ドライバーによるアクセル操作量に対して比較的小さい目標駆動力が設定され、例えば車速は抑制される。
まず、「第1比較例のハイブリッド車両の制御装置における走行計画設定作用とその課題」を説明し、続いて、実施例1のハイブリッド車両の制御装置の走行計画設定作用を説明する。
図3は、第1比較例の制御装置において「走行計画モード」設定時の推定車速・予定走行モード・実車速・実走行モードの各特性を示すタイムチャートである。以下、図3に基づき、第1比較例の制御装置における走行計画設定作用とその課題を説明する。
そして、この「走行計画モード」では、実際に発生したドライバーの要求駆動力に基づいて選択される走行モードを、走行計画にて設定された走行モードよりも優先する。このため、実車速が切替閾値を下回った区間1、区間4、区間5では、実走行モードが「EVモード」に設定される。一方、実車速が切替閾値を上回った区間2、区間3では、実走行モードが「HEVモード」に設定される。
図4は、実施例1の制御装置において「走行計画モード」設定時の推定車速・予定走行モード・実車速・実走行モードの各特性を示すタイムチャートである。以下、図4に基づき、実施例1の制御装置における走行計画設定作用を説明する。
これにより、運転モードは、「走行計画モード」と「エコモード」が並行して設定されることになる。
なお、このとき「エコモード」が設定されていることで、ドライバーの運転のばらつきを低減することができると想定され、走行予定経路での車速、加減速、電力消費量、燃料消費量等の走行環境情報の推定精度が容易になる。
そして、走行計画を設定したら、ステップS5に進み、この走行計画に応じて駆動源を含むパワートレイン制御を行う。
つまり、比較のために、図4において一点鎖線にて示した「ノーマルモード」での実車速と比べて、この実施例1では、例えば同じアクセル操作量であっても実車速は低い値になる。この結果、走行モードを決定する切替閾値が変化(上昇)する。
これにより、ドライバーの運転による想定外のエンジン始動を抑制することができ、低燃費走行を実現するための走行計画に合わせて駆動源の制御を行うことができる。
なお、第1比較例の場合では、区間2において「HEVモード」に設定されてしまったことで、区間5を走行するタイミングでは、バッテリSOCが想定よりも過剰になってしまう。そのため、区間5では「HEVモード」に設定することが難しい。つまり、第1比較例の制御装置では、想定外のエンジン始動が生じたことで、区間5において例えばバッテリSOC等の影響で走行計画に合わせた駆動源の制御を行うことができなくなってしまう。
そのため、ドライバーによる手動での「エコモード」の設定操作を不要とし、「走行計画モード」の選択時に確実に「エコモード」を設定することができる。この結果、ドライバーの運転による想定外のエンジン始動を抑制して、走行計画に合わせて駆動源の制御を行うことができる。
実施例1のハイブリッド車両の制御装置にあっては、下記に列挙する効果を得ることができる。
前記ハイブリッド車両Sは、前記運転モードとして、前記ナビゲーションシステム4から取得した前記走行環境情報に基づいて低燃費走行になるように設定した走行計画に応じて前記駆動源(エンジンEng、モータ/ジェネレータMG)を制御する「走行計画モード」と、動力性能よりも燃費性能を優先して前記駆動源(エンジンEng、モータ/ジェネレータMG)を制御する「エコモード」と、を有し、
前記駆動源コントローラ(車両制御部1)は、前記「エコモード」が選択されていない状態で前記「走行計画モード」が選択されたとき、該「走行計画モード」の選択を前記「エコモード」の設定操作と連動する構成とした。
これにより、駆動源の制御を走行計画に沿ったものとすることができ、低燃費走行が可能になり、燃費の向上を図ることができる。
これにより、(1)の効果に加え、ドライバーによる「エコモード」の設定操作を不要とし、「走行計画モード」の選択時に確実に「エコモード」を設定して、走行計画に合わせて駆動源の制御を行うことができる。
実施例2は、ドライバーのアクセル操作やブレーキ操作等のドライバー特性を考慮した上で走行計画を設定する例である。
前記履歴記憶部1bは、ドライバーのハンドル操作やアクセル操作、ブレーキ操作といったドライバー特性の履歴を記憶する。
まず、「第2比較例のハイブリッド車両の制御装置における走行計画設定作用とその課題」を説明し、続いて、実施例2のハイブリッド車両の制御装置の走行計画設定作用を説明する。
なお、この図6に示す走行予定経路は、実施例1と同一経路とし、区間1、区間2、区間4で「EVモード」とし、区間3、区間5で「HEVモード」とすることで、低燃費走行を行うことができる経路とする。
図7は、実施例2の制御装置において「走行計画モード」設定時の推定車速・予定走行モードの各特性を示すタイムチャートである。以下、図7に基づき、実施例2の制御装置における走行計画設定作用を説明する。
このとき、第2比較例と同様に走行環境情報にドライバー特性情報を含め、ドライバー特性を考慮して走行計画を設定する。
この結果、ドライバー特性を考慮して設定された走行計画(第2比較例の走行計画)を修正し、低燃費走行を実現できるような走行計画を設定することができて、燃費の向上を図ることができる。
これにより、(1)又は(2)の効果に加え、走行計画の精度を向上して、ドライバーの運転による想定外のエンジン始動を抑制しつつ、低燃費走行を実現可能な走行計画とすることができる。
また、「エコモード」の設定自体は、ドライバーによる手動操作で行うため、ドライバーの意思を尊重した制御を行うことができる。
Claims (3)
- エンジンとモータを含む駆動源と、走行予定経路での走行環境情報を取得するナビゲーションシステムと、を有するハイブリッド車両に搭載され、前記ハイブリッド車両の運転モードに応じて前記駆動源の制御を行う駆動源コントローラを備えたハイブリッド車両の制御装置において、
前記ハイブリッド車両は、前記運転モードとして、前記走行環境情報に基づいて低燃費走行になるように設定した走行計画に応じて前記駆動源を制御する走行計画モードと、動力性能よりも燃費性能を優先して前記駆動源を制御するエコモードと、を有し、
前記駆動源コントローラは、前記エコモードが選択されていない状態で前記走行計画モードが選択されたとき、該走行計画モードの選択を前記エコモードの設定操作と連動し、前記走行計画モードの選択が前記エコモードの設定操作と連動する際、前記走行計画モードが選択されたとき、前記エコモードを自動的に設定する
ことを特徴とするハイブリッド車両の制御装置。 - エンジンとモータを含む駆動源と、走行予定経路での走行環境情報を取得するナビゲーションシステムと、を有するハイブリッド車両に搭載され、前記ハイブリッド車両の運転モードに応じて前記駆動源の制御を行う駆動源コントローラを備えたハイブリッド車両の制御装置において、
前記ハイブリッド車両は、前記運転モードとして、前記走行環境情報に基づいて低燃費走行になるように設定した走行計画に応じて前記駆動源を制御する走行計画モードと、動力性能よりも燃費性能を優先して前記駆動源を制御するエコモードと、を有し、
前記駆動源コントローラは、前記エコモードが選択されていない状態で前記走行計画モードが選択されたとき、該走行計画モードの選択を前記エコモードの設定操作と連動し、前記走行計画モードの選択が前記エコモードの設定操作と連動する際、前記走行計画モードが選択されたとき、ドライバーに対して前記エコモードの設定を誘導する
ことを特徴とするハイブリッド車両の制御装置。 - 請求項1又は請求項2に記載されたハイブリッド車両の制御装置において、
前記駆動源コントローラは、前記走行計画を設定するときに用いる前記走行環境情報に、ドライバー特性情報を含める
ことを特徴とするハイブリッド車両の制御装置。
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RU2017111835A (ru) | 2018-10-10 |
RU2673227C2 (ru) | 2018-11-22 |
EP3192713A1 (en) | 2017-07-19 |
CN106715217A (zh) | 2017-05-24 |
RU2017111835A3 (ja) | 2018-10-10 |
JPWO2016038680A1 (ja) | 2017-04-27 |
US20170240174A1 (en) | 2017-08-24 |
US10099695B2 (en) | 2018-10-16 |
CN106715217B (zh) | 2019-06-28 |
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MX2017002342A (es) | 2017-05-22 |
EP3192713B1 (en) | 2019-06-26 |
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