WO2012053615A1 - 走行モード制御装置、ハイブリッド自動車、および走行モード制御方法、並びにプログラム - Google Patents
走行モード制御装置、ハイブリッド自動車、および走行モード制御方法、並びにプログラム Download PDFInfo
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- WO2012053615A1 WO2012053615A1 PCT/JP2011/074210 JP2011074210W WO2012053615A1 WO 2012053615 A1 WO2012053615 A1 WO 2012053615A1 JP 2011074210 W JP2011074210 W JP 2011074210W WO 2012053615 A1 WO2012053615 A1 WO 2012053615A1
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- Prior art keywords
- shift schedule
- mode control
- electric motor
- engine
- travel mode
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Classifications
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- 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
- B60W20/30—Control strategies involving selection of transmission gear ratio
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
- B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
- B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
- F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
- F16H2059/084—Economy mode
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/02—Selector apparatus
- F16H59/08—Range selector apparatus
- F16H2059/082—Range selector apparatus with different modes
- F16H2059/085—Power mode
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/64—Electric machine technologies in electromobility
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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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
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/945—Characterized by control of gearing, e.g. control of transmission ratio
Definitions
- the present invention relates to a travel mode control device, a hybrid vehicle, a travel mode control method, and a program.
- a vehicle having a driving mode control device that allows the driver to select a driving mode of preference from a plurality of driving modes.
- a travel mode control device by selecting a travel mode, for example, a shift schedule for automatic shift can be changed.
- the shift schedule includes a normal shift schedule (hereinafter referred to as a first shift schedule) more suitable for the potential of the vehicle, and a power driving shift schedule (hereinafter referred to as a second shift schedule) for quickly responding by an accelerator operation. Shift schedule).
- a first shift schedule a transition from a gear stage having a large gear ratio to a gear stage having a small gear ratio (so-called shift-up) is performed at a lower rotational speed than in the second shift schedule.
- shift-up gear ratio
- the upshift is performed at a higher rotational speed than in the first shift schedule.
- the acceleration feeling is small, but the fuel consumption is good compared to the latter, whereas in the latter case, the acceleration feeling is large, but the fuel consumption is not good compared to the former (for example, see Patent Document 1).
- a hybrid vehicle having an engine and an electric motor
- the present invention has been made under such a background, and is capable of appropriately changing the driving sensation of the hybrid vehicle according to the driver's preference, the hybrid vehicle, and the driving mode. It is an object to provide a control method and a program.
- the travel mode control device of the present invention includes an engine and an electric motor, and can travel by the engine or the electric motor, or the engine and the electric motor can collaborate, and can be set according to a preset travel mode type.
- the shift schedule has a shift schedule selection means for selecting a shift schedule in a transmission that performs automatic shift according to the shift schedule, and the shift schedule shifts from a gear stage having a large gear ratio to a gear stage having a small gear ratio at different accelerator openings or vehicle speeds.
- a hybrid vehicle travel mode having a first shift schedule to be performed and a second shift schedule, wherein an accelerator opening or a vehicle speed in the first shift schedule is smaller than an accelerator opening or a vehicle speed in the second shift schedule
- the first shift schedule When selected, the first shift schedule is executed by controlling the running time of the motor to exceed the running time of the engine, and when the second shift schedule is selected, the running time of the engine is driven by the motor. It has a running mode control part which controls so that it may not go below time, and performs the 2nd shift schedule.
- the travel mode control unit can prohibit travel using only the electric motor.
- the travel mode control unit stores the shift schedule when the first shift schedule is selected at the end of the current operation prior to the end of the operation of the vehicle, and the first shift is performed at the start of the next operation.
- a schedule can be pre-selected.
- the selection switch has a push button for changing the driving mode every time the button is pressed, and the driving mode control unit has a push button for a predetermined time.
- the second shift schedule can be selected.
- Still another aspect of the present invention is a viewpoint as a hybrid vehicle.
- the hybrid vehicle of the present invention has the traveling mode control device of the present invention.
- Still another aspect of the present invention is a viewpoint as a traveling mode control method.
- the travel mode control method of the present invention includes an engine and an electric motor, and can be driven by the engine or the electric motor, or the engine and the electric motor can collaborate, and can be set to a preset travel mode type.
- the shift schedule has a shift schedule selection means for selecting a shift schedule in a transmission that performs automatic shift according to the shift schedule, and the shift schedule shifts from a gear stage having a large gear ratio to a gear stage having a small gear ratio at different accelerator openings or vehicle speeds.
- a hybrid vehicle travel mode having a first shift schedule to be performed and a second shift schedule, wherein an accelerator opening or a vehicle speed in the first shift schedule is smaller than an accelerator opening or a vehicle speed in the second shift schedule
- the first shift schedule When selected, the first shift schedule is executed by controlling the running time of the motor to exceed the running time of the engine, and when the second shift schedule is selected, the running time of the engine is driven by the motor. It has a driving mode control step for executing the second shift schedule by controlling so as not to fall below the time.
- Still another aspect of the present invention is a viewpoint as a program.
- the program of the present invention causes the information processing apparatus to realize the function of the travel mode control device of the present invention.
- the driving sensation of a hybrid vehicle can be appropriately changed according to the driver's preference.
- FIG. 6 is a block diagram illustrating an example of a functional configuration realized in the hybrid ECU of FIG. 5. It is a flowchart which shows the driving mode setting process of the driving mode control part of FIG. It is a flowchart which shows the PWR mode selection process of the driving mode control part of 3rd embodiment.
- FIG. 1 is a block diagram showing an example of the configuration of the hybrid vehicle 1.
- the hybrid vehicle 1 is an example of a vehicle.
- the hybrid vehicle 1 is driven by an engine (internal combustion engine) 10 and / or an electric motor 13 via a transmission of a semi-automatic transmission, and can select one of a plurality of travel modes.
- the driving mode is a control mode for controlling the hybrid vehicle 1 in order to realize one drivability, and a plurality of driving modes are prepared and appropriately selected according to the driver's preference.
- the semi-automatic transmission is a transmission that can automatically perform a shift operation (automatic shift in the claims) while having the same configuration as a manual transmission.
- the hybrid vehicle 1 includes an engine 10 and an engine ECU (Electronic Control Unit) 11, clutch 12, electric motor 13, inverter 14, battery 15, transmission 16, motor ECU 17, hybrid ECU 18, wheels 19, and key switch 20.
- the transmission 16 includes the above-described semi-automatic transmission and the shift unit 21 and is operated by the shift unit 21 having a drive range (hereinafter referred to as a D (Drive) range).
- the engine 10 is an example of an internal combustion engine, and is controlled by an engine ECU 11 to be gasoline, light oil, CNG (Compressed Natural Gas), LPG (Liquefied). Petroleum Gas) or alternative fuel or the like is combusted inside to generate power for rotating the shaft, and the generated power is transmitted to the clutch 12.
- ECU 11 gasoline, light oil, CNG (Compressed Natural Gas), LPG (Liquefied). Petroleum Gas) or alternative fuel or the like is combusted inside to generate power for rotating the shaft, and the generated power is transmitted to the clutch 12.
- the engine ECU 11 is a computer that operates in cooperation with the motor ECU 17 by following instructions from the hybrid ECU 18 and controls the engine 10 such as fuel injection amount and valve timing.
- the engine ECU 11 includes a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), microprocessor (microcomputer), DSP (Digital (Signal Processor) and the like, and has an arithmetic unit, a memory, an I / O (Input / Output) port, and the like.
- the clutch 12 is controlled by the hybrid ECU 18 and transmits the shaft output from the engine 10 to the wheels 19 via the electric motor 13 and the transmission 16. That is, the clutch 12 mechanically connects the rotating shaft of the engine 10 and the rotating shaft of the electric motor 13 under the control of the hybrid ECU 18 to transmit the shaft output of the engine 10 to the electric motor 13, or By disconnecting the mechanical connection between the rotating shaft of the motor 10 and the rotating shaft of the electric motor 13, the shaft of the engine 10 and the rotating shaft of the electric motor 13 can be rotated at different rotational speeds.
- the clutch 12 causes the hybrid vehicle 1 to travel by the power of the engine 10, thereby causing the electric motor 13 to generate electric power, when the engine 10 is assisted by the driving force of the electric motor 13, and to start the engine 10 by the electric motor 13.
- the rotating shaft of the engine 10 and the rotating shaft of the electric motor 13 are mechanically connected.
- the clutch 12 is in a state where the engine 10 is stopped or idling and the hybrid vehicle 1 is running by the driving force of the electric motor 13 and when the engine 10 is stopped or idling and the hybrid vehicle 1 is decelerated.
- the electric motor 13 is generating electric power (regenerating electric power)
- the mechanical connection between the rotating shaft of the engine 10 and the rotating shaft of the electric motor 13 is disconnected.
- the clutch 12 is different from the clutch that is operated by the driver operating the clutch pedal, and operates under the control of the hybrid ECU 18.
- the electric motor 13 is a so-called motor generator.
- the electric power supplied from the inverter 14 generates motive power for rotating the shaft, and supplies the shaft output to the transmission 16 or the shaft supplied from the transmission 16. Electric power is generated by the rotating power, and the electric power is supplied to the inverter 14.
- the electric motor 13 When the hybrid vehicle 1 is accelerating or traveling at a constant speed, the electric motor 13 generates power for rotating the shaft, supplies the shaft output to the transmission 16, and cooperates with the engine 10.
- the hybrid vehicle 1 is driven to work. Further, for example, when the motor 13 is driven by the engine 10, or when the hybrid vehicle 1 is decelerating or traveling downhill, the motor 13 is traveling without power. Operates as a generator. In this case, power is generated by the power that rotates the shaft supplied from the transmission 16, and the electric power is supplied to the inverter 14 to charge the battery 15.
- the inverter 14 is controlled by the motor ECU 17 and converts the DC voltage from the battery 15 into an AC voltage or converts the AC voltage from the motor 13 into a DC voltage.
- the inverter 14 converts the DC voltage of the battery 15 into an AC voltage and supplies electric power to the electric motor 13.
- the inverter 14 converts the AC voltage from the electric motor 13 into a DC voltage. That is, in this case, the inverter 14 serves as a rectifier and a voltage regulator for supplying a DC voltage to the battery 15.
- the battery 15 is a chargeable / dischargeable secondary battery.
- the electric power is supplied to the electric motor 13 via the inverter 14 or when the electric motor 13 is generating electric power, It is charged by the power it generates.
- the transmission 16 has a semi-automatic transmission (not shown) that selects one of a plurality of gear ratios (speed ratios) in accordance with a speed change instruction signal from the hybrid ECU 18.
- the power and / or power of the electric motor 13 is transmitted to the wheel 19. Further, the transmission 16 transmits the power from the wheels 19 to the electric motor 13 when decelerating or traveling downhill.
- the driver can manually change the gear position to an arbitrary gear stage by operating the shift unit 21.
- the motor ECU 17 is a computer that operates in cooperation with the engine ECU 11 by following instructions from the hybrid ECU 18, and controls the electric motor 13 by controlling the inverter 14.
- the motor ECU 17 is configured by a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and includes a calculation unit, a memory, an I / O port, and the like.
- the hybrid ECU 18 is an example of a computer, and acquires accelerator opening information, brake operation information, vehicle speed information, gear position information acquired from the transmission 16, and engine rotation speed information acquired from the engine ECU 11 for hybrid traveling. With reference to this, the clutch 12 is controlled, and the transmission 16 is controlled by supplying a shift instruction signal. Further, the hybrid ECU 18 gives a control instruction for the electric motor 13 and the inverter 14 to the motor ECU 17 based on the obtained SOC information of the battery 15 and other information for the hybrid running, and gives a control instruction for the engine 10 to the engine ECU 11. give.
- the hybrid ECU 18 includes a CPU, an ASIC, a microprocessor (microcomputer), a DSP, and the like, and has an arithmetic unit, a memory, an I / O port, and the like.
- the program executed by the hybrid ECU 18 can be installed in advance in the hybrid ECU 18 that is a computer by storing the program in a nonvolatile memory inside the hybrid ECU 18 in advance.
- the engine ECU 11, the motor ECU 17, and the hybrid ECU 18 are CAN (Control Are connected to each other by a bus conforming to a standard such as Area Network.
- Wheel 19 is a driving wheel that transmits driving force to the road surface. Although only one wheel 19 is shown in FIG. 1, the hybrid vehicle 1 actually has a plurality of wheels 19.
- the key switch 20 is a switch that is turned on / off by a user when the operation is started, for example, and is turned on / off. When the key switch 20 is turned on, each part of the hybrid vehicle 1 is activated and turned off. Each part of the hybrid vehicle 1 stops.
- FIG. 2 is a block diagram illustrating an example of a functional configuration realized in the hybrid ECU 18 that executes the program. That is, when the hybrid ECU 18 executes the program, the travel mode control unit 30 is realized.
- the travel mode control unit 30 has a function of controlling the gear position by sending a shift instruction signal to the transmission 16.
- the “ECO mode” is a travel mode for the purpose of giving priority to reduction of exhaust gas and improvement of fuel consumption of the hybrid vehicle 1, and the gear ratio is small from the gear stage having a large gear ratio while giving priority to the travel by the electric motor 13.
- a shift schedule is executed in which the shift to the gear stage is performed with the smallest accelerator opening or vehicle speed as compared with other travel modes.
- the “PWR mode” is a travel mode in which the acceleration of the hybrid vehicle 1 is prioritized, and the transition from a gear stage having a large gear ratio to a gear stage having a small gear ratio is prioritized as a travel mode with priority given to travel by the engine 10.
- a shift schedule that is performed at the maximum accelerator opening or vehicle speed is executed.
- the “NOMAL mode” is a general travel mode for performing the same travel as a vehicle that does not have a travel mode switching function. Therefore, the shift schedule is intermediate between the “ECO mode” and the “PWR mode”.
- step S1 when the key switch 20 is turned on and the hybrid vehicle 1 is ready to run, the procedure proceeds to step S1.
- the hybrid ECU 18 executes a program, and a traveling mode control unit 30 is realized in the hybrid ECU 18.
- step S1 the traveling mode control unit 30 determines the mode type set by the driver. If it is determined in step S1 that the set mode type is “NOMAL (normal) mode”, the procedure proceeds to step S2. If it is determined in step S1 that the set mode type is “ECO (eco) mode”, the procedure proceeds to step S11. If it is determined in step S1 that the set mode type is “PWR (power) mode”, the procedure proceeds to step S20.
- step S2 the travel mode control unit 30 selects “NOMAL shift schedule”.
- the horizontal axis represents the rotational speed
- the vertical axis represents the vehicle speed.
- the solid line in FIG. 4 is the shift schedule in the ECO mode
- the broken line is the shift schedule in the NOMAL mode
- the alternate long and short dash line is the shift schedule in the PWR mode.
- traveling mode control unit 30 determines whether or not hybrid vehicle 1 is accelerating, and when it is determined that hybrid vehicle 1 is accelerating (for example, when the accelerator is continuously depressed). ), The procedure proceeds to step S4. On the other hand, when it is determined in step S3 that the hybrid vehicle 1 is not accelerating (for example, when the foot is released from the accelerator), the procedure proceeds to step S9.
- step S4 the travel mode control unit 30 determines whether or not the hybrid vehicle 1 is capable of running on an electric motor. Specifically, it is determined whether or not the required torque according to the accelerator opening can be covered by the output from the electric motor 13. If it is determined in step S4 that the hybrid vehicle 1 is capable of running on an electric motor, the procedure proceeds to step S5. On the other hand, when it is determined in step S4 that the hybrid vehicle 1 cannot travel on the electric motor, the procedure proceeds to step S7.
- step S5 the travel mode control unit 30 turns the clutch 12 in a disengaged state. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are separated.
- step S6 the traveling mode control unit 30 performs electric motor traveling. That is, the clutch 12 is in a disconnected state, and the electric motor 13 causes the hybrid vehicle 1 to travel while being disconnected from the engine 10.
- step S7 the traveling mode control unit 30 brings the clutch 12 into an engaged state. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are connected.
- step S8 the traveling mode control unit 30 performs assist traveling and returns to the procedure in step S3. That is, the hybrid vehicle 1 is caused to travel with the engine 10 in cooperation with the electric motor 13.
- step S9 the traveling mode control unit 30 sets the clutch 12 in the disengaged state and proceeds to the procedure of step S10. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are separated.
- step S10 the traveling mode control unit 30 performs regeneration by the electric motor 13 and ends the process for one cycle. That is, the electric motor 13 is driven as a generator by the rotation of the wheel 19 of the hybrid vehicle 1 being decelerated, and performs regeneration.
- step S11 the traveling mode control unit 30 selects “ECO shift schedule” and proceeds to the procedure of step S12.
- step S12 the traveling mode control unit 30 determines whether or not the hybrid vehicle 1 is accelerating. If it is determined in step S12 that the hybrid vehicle 1 is accelerating, the procedure proceeds to step S13. On the other hand, if it is determined in step S12 that the hybrid vehicle 1 is not accelerating, the procedure proceeds to step S18.
- step S13 the traveling mode control unit 30 determines whether or not the hybrid vehicle 1 is capable of traveling with an electric motor. If it is determined in step S13 that the hybrid vehicle 1 is capable of running on an electric motor, the procedure proceeds to step S14. On the other hand, if it is determined in step S13 that the hybrid vehicle 1 cannot run on the electric motor, the procedure proceeds to step S16. Specifically, it is determined whether or not the required torque according to the accelerator opening can be covered by the output from the electric motor 13.
- step S14 the traveling mode control unit 30 turns the clutch 12 in a disengaged state and proceeds to the procedure of step S15. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are separated.
- step S15 the traveling mode control unit 30 performs electric motor traveling and returns to the procedure in step S13. That is, the electric motor 13 transmits power to the transmission 16 independently while being separated from the engine 10.
- step S16 the traveling mode control unit 30 sets the clutch 12 to the engaged state and proceeds to the procedure of step S17. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are connected.
- step S17 the travel mode control unit 30 performs “ECO assist travel” and returns to the procedure of step S12.
- the “ECO assist travel” is assist travel that is performed with the fuel injection amount with respect to the accelerator opening being smaller than when the NOMAL mode is selected.
- step S18 the traveling mode control unit 30 sets the clutch 12 in a disengaged state and proceeds to the procedure of step S19. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are separated.
- step S19 the traveling mode control unit 30 performs regeneration by the electric motor 13, and ends the processing for one cycle. That is, the electric motor 13 is driven as a generator by the rotation of the wheel 19 of the hybrid vehicle 1 being decelerated, and performs regeneration.
- step S20 the traveling mode control unit 30 selects “PWR shift schedule” and proceeds to the procedure of step S21.
- step S21 the traveling mode control unit 30 determines whether or not the hybrid vehicle 1 is accelerating. If it is determined in step S21 that the hybrid vehicle 1 is accelerating, the procedure proceeds to step S22. On the other hand, if it is determined in step S21 that the hybrid vehicle 1 is not accelerating, the procedure proceeds to step S24.
- step S22 the traveling mode control unit 30 sets the clutch 12 in the engaged state and proceeds to the procedure of step S23. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are connected.
- step S23 the traveling mode control unit 30 performs assist traveling and returns to the procedure in step S21. That is, the hybrid vehicle 1 is caused to travel with the engine 10 in cooperation with the electric motor 13.
- step S24 the traveling mode control unit 30 sets the clutch 12 in the engaged state and proceeds to the procedure of step S25. Thereby, the output shaft of the engine 10 and the output shaft of the electric motor 13 are connected.
- step S25 the traveling mode control unit 30 performs “regeneration for PWR” by the electric motor 13 and ends the process for one cycle.
- the “PWR regeneration” is regeneration performed in a state where the engine 10 and the electric motor 13 are connected by the clutch 12, and is a relatively small regeneration torque that assists the engine braking effect of the engine 10. Regeneration is performed.
- the hybrid vehicle 1 executes the “ECO shift schedule” while traveling so that the travel time of the electric motor 13 exceeds the travel time of the engine 10, and when the PWR mode is selected, the engine 1 Since the “PWR shift schedule” is executed while traveling so that the traveling time of 10 does not fall below the traveling time of the electric motor 13, the driving sensation can be appropriately changed according to the driver's preference.
- the hybrid vehicle 1 in the PWR mode, as in steps S21 and S22 in FIG. 3, if the hybrid vehicle 1 is accelerating, the clutch 12 is immediately connected and the assist running is performed.
- the hybrid vehicle 1 can travel with the high torque generated by the engine 10 and the electric motor 13 in the PWR mode, and can satisfy the acceleration feeling required by the driver (according to steps S21 and S22) 10 so that the traveling time by 10 does not fall below the traveling time by the electric motor 13).
- step S24 and S25 of FIG. 3 regeneration for PWR is performed, and regeneration is performed with a relatively small regeneration torque while the clutch 12 is connected even during regeneration.
- the clutch 12 remains connected, so that the acceleration feeling requested by the driver can be satisfied by allowing the engine 10 to quickly shift to acceleration.
- steps S24 and S25 it is possible to travel so that the traveling time of the engine 10 exceeds the traveling time of the electric motor 13).
- step S13 to S15 in FIG. 3 once the travel by the electric motor 13 is performed, the travel by the electric motor 13 is controlled as long as the travel by the electric motor 13 is possible. Further, as in step S17 of FIG. 3, “ECO assist travel” is performed in which the fuel injection amount with respect to the accelerator opening is smaller than in the NOMAL mode even when travel by the electric motor 13 is difficult. Thus, the hybrid vehicle 1 can satisfy the high fuel consumption required by the driver in the ECO mode.
- FIG. 5 is a diagram showing an overall configuration of the hybrid vehicle 1A.
- the hybrid vehicle 1 ⁇ / b> A has a configuration in which a travel mode selection switch 22 is added to the hybrid vehicle 1.
- the travel mode selection switch 22 is a so-called momentary switch, and is configured such that the contacts are brought into conduction only while an operator such as a driver presses the button portion of the travel mode selection switch 22.
- FIG. 6 is a block diagram showing a configuration of functions realized by the hybrid ECU 18A of the hybrid vehicle 1A during execution of the program.
- FIG. 7 is a flowchart showing a process for controlling the travel mode executed by the travel mode control unit 30A of the hybrid ECU 18A.
- traveling mode control unit 30A and traveling mode storage unit 31 are realized.
- the traveling mode control unit 30 ⁇ / b> A has a function of controlling the gear position by sending a shift instruction signal to the transmission 16, and is the same as the traveling mode control unit 30.
- the travel mode storage unit 31 is a memory for the travel mode control unit 30A to store the travel mode. A partial area of the memory included in the hybrid ECU 18A can be allocated as the travel mode storage unit 31.
- the running mode storage unit 31 is a non-volatile memory that can hold the stored contents even when the key switch 20 is in the OFF state.
- a driving mode storage unit 31 may be provided by externally attaching a non-volatile memory such as a flash memory to the hybrid ECU 18A.
- the travel mode control unit 30A of the hybrid vehicle 1A stores the travel mode immediately before the end of operation in the travel mode storage unit 31 prior to the end of operation of the hybrid vehicle 1A.
- the traveling mode is set to the ECO mode in advance.
- the travel mode control unit 30A of the hybrid vehicle 1A will be described with reference to the flowchart of FIG.
- the key switch 20 of the hybrid vehicle 1A is in an ON state and in an operating state.
- a traveling mode control unit 30A and a traveling mode storage unit 31 are realized in the hybrid ECU 18A.
- step S30 the hybrid vehicle 1A is immediately before the end of operation, the key switch 20 is operated from the ON state to the OFF state, and the procedure proceeds to step S31.
- the key switch 20 is provided with a timer (delay circuit) (not shown), and the timing from when the key switch 20 is operated to the OFF position until the key switch 20 is actually turned OFF is delayed.
- step S31 the traveling mode control unit 30A determines whether or not the traveling mode immediately before the end of the operation is the ECO mode. If it is determined in step S31 that the traveling mode immediately before the end of the operation is the ECO mode, the procedure proceeds to step S32. On the other hand, if it is determined in step S31 that the travel mode immediately before the end of the operation is not the ECO mode, the process proceeds to step S35.
- step S32 the traveling mode control unit 30A stores in the traveling mode storage unit 31 that the traveling mode immediately before the end of the operation is the ECO mode, and proceeds to the procedure of step S33.
- step S33 the hybrid vehicle 1A performs an OFF routine for terminating the operation, and proceeds to the procedure of step S34.
- step S34 when the key switch 20 is turned on, the hybrid vehicle 1A starts operation and proceeds to the procedure of step S36.
- step S36 the traveling mode control unit 30A determines whether or not the traveling mode storage unit 31 has a memory. If it is determined in step S36 that there is a memory in the travel mode storage unit 31, the procedure proceeds to step S37. On the other hand, if it is determined in step S36 that there is no memory in the travel mode storage unit 31, the procedure proceeds to step S43.
- step S37 the traveling mode control unit 30A performs control in the ECO mode and proceeds to the procedure of step S38.
- step S38 the traveling mode control unit 30A determines whether or not the traveling mode selection switch 22 is operated. If it is determined in step S38 that the travel mode selection switch 22 is operated, the procedure proceeds to step S39. On the other hand, if it is determined in step S38 that the travel mode selection switch 22 is not operated, the procedure returns to step S37.
- step S39 the traveling mode control unit 30A performs control in the NOMAL mode, and proceeds to the procedure of step S40.
- step S40 the traveling mode control unit 30A determines whether or not there is an operation of the traveling mode selection switch 22. If it is determined in step S40 that the travel mode selection switch 22 is operated, the procedure proceeds to step S41. On the other hand, when it is determined in step S40 that the travel mode selection switch 22 is not operated, the procedure returns to step S39.
- step S41 the traveling mode control unit 30A performs control in the PWR mode, and proceeds to the procedure of step S42.
- step S42 the traveling mode control unit 30A determines whether or not the traveling mode selection switch 22 is operated. If it is determined in step S42 that the travel mode selection switch 22 is operated, the procedure returns to step S37. On the other hand, if it is determined in step S42 that the travel mode selection switch 22 is not operated, the procedure returns to step S41.
- step S43 the traveling mode control unit 30A performs control in the NOMAL mode, and proceeds to the procedure of step S44.
- step S44 the traveling mode control unit 30A determines whether or not the traveling mode selection switch 22 is operated. If it is determined in step S44 that the travel mode selection switch 22 is operated, the procedure proceeds to step S45. On the other hand, if it is determined in step S44 that the travel mode selection switch 22 is not operated, the procedure returns to step S43.
- step S45 the traveling mode control unit 30A performs control in the PWR mode, and proceeds to the procedure of step S46.
- step S46 the traveling mode control unit 30A determines whether or not there is an operation of the traveling mode selection switch 22. If it is determined in step S46 that the travel mode selection switch 22 is operated, the procedure proceeds to step S47. On the other hand, if it is determined in step S46 that the traveling mode selection switch 22 is not operated, the procedure returns to step S45.
- step S47 the traveling mode control unit 30A performs control in the ECO mode and proceeds to the procedure of step S48.
- step S48 the traveling mode control unit 30A determines whether or not the traveling mode selection switch 22 is operated. If it is determined in step S48 that the travel mode selection switch 22 is operated, the procedure returns to step S43. On the other hand, if it is determined in step S48 that the travel mode selection switch 22 is not operated, the procedure returns to step S47.
- the hybrid vehicle 1A stores this travel mode and selects the ECO mode in advance for the next start of operation. can do. According to this, when the driver selects the ECO mode, the operation can be started in the ECO mode even when the next operation starts. Thereby, reduction of exhaust gas and improvement of fuel consumption can be promoted.
- the operation is started in the NOMAL mode at the start of the next operation, which can also promote the reduction of exhaust gas and the improvement of fuel consumption.
- the ECO mode may be selected at the start of the next operation regardless of the driving mode selected by the driver. Further, at the start of the next operation, the driver may be able to set whether the ECO mode is selected or the NOMAL mode is selected.
- hybrid vehicle 1B according to a third embodiment of the present invention will be described with reference to the flowchart of FIG.
- the configuration of the hybrid vehicle 1B is the same as that of the hybrid vehicle 1A, and will be described using the same reference numerals (for example, the hybrid ECU 18B, the travel mode control unit 30B, etc.).
- the traveling mode control unit 30B of the hybrid vehicle 1B switches the traveling mode each time the traveling mode selection switch 22 is pressed. For example, when the traveling mode selection switch 22 is pressed while the NOMAL mode is selected, the ECO mode is selected. Similarly, when the travel mode selection switch 22 is pressed while the ECO mode is selected, the PWR mode is selected. Similarly, when the travel mode selection switch 22 is pressed while the PWR mode is selected, the NOMAL mode is selected.
- the traveling mode selection switch 22 when the traveling mode selection switch 22 is pressed for a long time (pressed for a predetermined time or longer in the claims), the PWR mode is selected.
- step S50 the travel mode control unit 30B is activated, and the travel mode control unit 30B determines whether or not the travel mode selection switch 22 is operated. If it is determined in step S50 that the travel mode selection switch 22 is operated, the procedure proceeds to step S51. On the other hand, if there is no operation of the travel mode selection switch 22 in step S50, the procedure repeats step S50.
- step S51 the traveling mode control unit 30B determines whether or not the traveling mode selection switch 22 is pressed long. If it is determined in step S51 that the travel mode selection switch 22 has been pressed long, the procedure proceeds to step S52. On the other hand, if it is determined in step S51 that there is no long press operation of the travel mode selection switch 20, the procedure proceeds to step S53.
- step S52 the traveling mode control unit 30B performs control in the PWR mode and ends the process for one cycle.
- step S53 the traveling mode control unit 30B performs control in the next traveling mode and ends the process for one cycle.
- the PWR mode is selected when the travel mode selection switch 22 is pressed for a predetermined time or longer (ie, long press), so the driver can select which travel mode the current travel mode is. Therefore, the PWR mode can be immediately selected as necessary. According to this, when overtaking on an expressway or the like, if acceleration is necessary, the driver can select the PWR mode by a simple operation of pressing and holding the travel mode selection switch 22. As a result, the driver can obtain a sense of security that acceleration is possible whenever necessary.
- the boundary of the determination area may be variously changed such that “more than” is “exceeded” and “less than” is “less than”.
- the engine 10 has been described as an internal combustion engine, it may be a heat engine including an external combustion engine.
- the program executed by the hybrid ECU 18, 18A, 18B has been described as being installed in advance in the hybrid ECU 18, 18A, 18B.
- the removable medium on which the program is recorded (the program is stored) is illustrated.
- the program read from the removable medium is stored in a non-volatile memory inside the hybrid ECU 18, 18A, 18B, or transmitted via a wired or wireless transmission medium.
- the data can be received by a communication unit (not shown) and stored in a nonvolatile memory inside the hybrid ECU 18, 18A, 18B, so that it can be installed in the hybrid ECU 18, 18A, 18B that is a computer.
- each ECU may be realized by an ECU in which some or all of these functions are combined into one, or an ECU that further subdivides the functions of each ECU may be newly provided.
- the program executed by the computer may be a program that is processed in time series in the order described in this specification, or in parallel or at a necessary timing such as when a call is made. It may be a program for processing.
- SYMBOLS 1 Hybrid vehicle, 10 ... Engine, 11 ... Engine ECU, 12 ... Clutch, 13 ... Electric motor, 14 ... Inverter, 15 ... Battery, 16 ... Transmission, 17 ... Motor ECU, 18, 18A, 18B ... Hybrid ECU (travel mode) Control device), 19 ... wheel, 20 ... key switch, 22 ... travel mode selection switch, 30, 30A, 30B ... travel mode control unit, 31 ... travel mode storage unit
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Abstract
Description
以下、本発明の第一の実施の形態のハイブリッド自動車について、図1~図4を参照しながら説明する。
Control Unit)11、クラッチ12、電動機13、インバータ14、バッテリ15、トランスミッション16、モータECU17、ハイブリッドECU18、車輪19、キースイッチ20を有して構成される。なお、トランスミッション16は、上述した半自動トランスミッション、およびシフト部21を有し、ドライブレンジ(以下では、D(Drive)レンジと記す)を有するシフト部21により操作される。
Petroleum Gas)、または代替燃料等を内部で燃焼させて、軸を回転させる動力を発生させ、発生した動力をクラッチ12に伝達する。
Specific Integrated Circuit)、マイクロプロセッサ(マイクロコンピュータ)、DSP(Digital
Signal Processor)などにより構成され、内部に、演算部、メモリ、およびI/O(Input/Output)ポートなどを有する。
Area Network)などの規格に準拠したバスなどにより相互に接続されている。
ハイブリッド自動車1は、ECOモードが選択されたときは、電動機13による走行時間がエンジン10による走行時間を上回るように走行しながら「ECOシフトスケジュール」を実行し、PWRモードが選択されたときには、エンジン10による走行時間が電動機13による走行時間を下回らないように走行しながら「PWRシフトスケジュール」を実行するので運転感覚を運転者の好みに応じて適切に変更することができる。
本発明の第二の実施の形態のハイブリッド自動車1Aを図5~図7を参照して説明する。図5は、ハイブリッド自動車1Aの全体構成を示す図である。ハイブリッド自動車1Aは、ハイブリッド自動車1に、走行モード選択スイッチ22が追加された構成である。走行モード選択スイッチ22は、いわゆるモーメンタリースイッチであり、運転者などの操作者が走行モード選択スイッチ22の釦部分を押圧している間だけ接点間が導通するように構成されたスイッチである。
ハイブリッド自動車1Aは、車両の運行終了に先立って、今回の運行終了時に設定されていた走行モードがECOモードであるときには、この走行モードを記憶し、次回の運行開始に当たっては、ECOモードを予め選択することができる。これによれば運転者がECOモードを選択した場合、次回の運行開始時にもECOモードで運行を開始することができる。これにより排気ガスの低減および燃費の向上を促進することができる。
本発明の第三の実施の形態のハイブリッド自動車1Bを図8のフローチャートを参照して説明する。ハイブリッド自動車1Bの構成はハイブリッド自動車1Aと共通であり、同じ系統の符号(たとえばハイブリッドECU18B,走行モード制御部30Bなど)を用いて説明する。
ハイブリッド自動車1Bによれば、走行モード選択スイッチ22が所定時間以上押圧(すなわら長押し)されたときにはPWRモードを選択するので、運転者は、現在の走行モードがいずれの走行モードであるかを考慮する必要が無く、必要に応じて即座にPWRモードを選択することができる。これによれば高速道路などで追い越しを実施する際に、加速が必要であれば運転者は、走行モード選択スイッチ22を長押しするという簡単な操作によりPWRモードを選択することができる。これにより運転者は、必要なときにいつでも加速が可能であるという安心感を得ることができる。
Claims (7)
- エンジンと電動機とを有し、前記エンジンもしくは前記電動機により走行可能であり、または前記エンジンと前記電動機とが協働して走行可能であり、予め設定される走行モードの種別に応じて自動変速を行うトランスミッションにおけるシフトスケジュールを選択するシフトスケジュール選択手段を有し、
前記シフトスケジュールは、ギア比が大きいギア段からギア比が小さいギア段への遷移をそれぞれ異なるアクセル開度または車速で行う第1のシフトスケジュールと第2のシフトスケジュールとを有し、
前記第1のシフトスケジュールにおける前記アクセル開度または車速は、前記第2のシフトスケジュールにおける前記アクセル開度または車速よりも小さい、
ハイブリッド自動車の走行モード制御装置において、
前記第1のシフトスケジュールが選択されたときは、前記電動機による走行時間が前記エンジンによる走行時間を上回るように制御して前記第1のシフトスケジュールを実行し、前記第2のシフトスケジュールが選択されたときには、前記エンジンによる走行時間が前記電動機による走行時間を下回らないように制御して前記第2のシフトスケジュールを実行する走行モード制御部を有する、
ことを特徴とする走行モード制御装置。 - 請求項1記載の走行モード制御装置であって、
前記走行モード制御部は、前記第2のシフトスケジュールが選択されたときには、前記電動機のみによる走行を禁止する、
ことを特徴とする走行モード制御装置。 - 請求項1または2記載の走行モード制御装置であって、
前記走行モード制御部は、車両の運行終了に先立って、今回の運行終了時に前記第1のシフトスケジュールが選択されていたときには、このシフトスケジュールを記憶し、次回の運行開始に当たっては、前記第1のシフトスケジュールを予め選択する、
ことを特徴とする走行モード制御装置。 - 請求項1から3のいずれか1項記載の走行モード制御装置であって、
前記第1または第2のシフトスケジュールを選択する選択スイッチを有し、
前記選択スイッチは、1回の押圧毎に走行モードが遷移する押し釦を有し、
前記走行モード制御部は、前記押し釦が所定時間以上押圧されたときには前記第2のシフトスケジュールを選択する、
ことを特徴とする走行モード制御装置。 - 請求項1から4のいずれか1項記載の走行モード制御装置を有することを特徴とするハイブリッド自動車。
- エンジンと電動機とを有し、前記エンジンもしくは前記電動機により走行可能であり、または前記エンジンと前記電動機とが協働して走行可能であり、予め設定される走行モードの種別に応じて自動変速を行うトランスミッションにおけるシフトスケジュールを選択するシフトスケジュール選択手段を有し、
前記シフトスケジュールは、ギア比が大きいギア段からギア比が小さいギア段への遷移をそれぞれ異なるアクセル開度または車速で行う第1のシフトスケジュールと第2のシフトスケジュールとを有し、
前記第1のシフトスケジュールにおける前記アクセル開度または車速は、前記第2のシフトスケジュールにおける前記アクセル開度または車速よりも小さい、
ハイブリッド自動車の走行モード制御方法において、
前記第1のシフトスケジュールが選択されたときは、前記電動機による走行時間が前記エンジンによる走行時間を上回るように制御して前記第1のシフトスケジュールを実行し、前記第2のシフトスケジュールが選択されたときには、前記エンジンによる走行時間が前記電動機による走行時間を下回らないように制御して前記第2のシフトスケジュールを実行する走行モード制御ステップを有する、
ことを特徴とする走行モード制御方法。 - 情報処理装置に、請求項1から4のいずれか1項記載の走行モード制御装置の機能を実現させることを特徴とするプログラム。
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US13/876,508 US20130184921A1 (en) | 2010-10-21 | 2011-10-20 | Driving mode control device, hybrid vehicle, driving mode control method, and computer program |
CN201180046775.7A CN103140401B (zh) | 2010-10-21 | 2011-10-20 | 行驶模式控制装置、混合动力汽车以及行驶模式控制方法 |
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CN103068651B (zh) * | 2010-10-22 | 2015-09-23 | 日野自动车株式会社 | 车辆及控制方法 |
JP6260173B2 (ja) * | 2013-09-27 | 2018-01-17 | トヨタ自動車株式会社 | 車両の制御装置 |
US20150249419A1 (en) * | 2014-02-28 | 2015-09-03 | Kia Motors Corporation | System and method for controlling inverter |
CN103872966B (zh) * | 2014-03-13 | 2016-03-02 | 湖南恒新重工机械有限公司 | 采用计算机控制多速电机或绕线转子电机变速的方法 |
US9533677B2 (en) * | 2014-08-26 | 2017-01-03 | Ford Global Technologies, Llc | Method of transitioning among shift schedules |
CN105128860B (zh) * | 2015-09-11 | 2017-08-25 | 浙江吉利汽车研究院有限公司 | 一种车辆驾驶模式的智能控制方法及*** |
DE102016100888A1 (de) * | 2016-01-20 | 2017-07-20 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren zum Steuern eines Hybridelektrokraftfahrzeuges |
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CN113428166A (zh) * | 2021-07-31 | 2021-09-24 | 重庆长安汽车股份有限公司 | 一种车辆驾驶模式控制方法、***和车辆 |
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EP2631141A4 (en) | 2014-03-19 |
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EP2631141A1 (en) | 2013-08-28 |
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