JP7425629B2 - Vehicle control device - Google Patents

Description

The present invention relates to a vehicle control device that controls a driving motor connected to drive wheels.

Vehicles such as electric vehicles and hybrid vehicles are equipped with a driving motor connected to drive wheels. In this way, a drive source such as a driving motor provided in a vehicle is controlled based on the driver's accelerator operation (see Patent Document 1 or 2).

JP2003-237421A JP2013-59223A

By the way, in order to control the traction motor without giving the driver a sense of discomfort, it is important to appropriately determine the driver's intention to accelerate or decelerate and control the traction motor with good response. Additionally, in the drive motor connected to the drive wheels, the direction of torque generation is different when accelerating and decelerating, so it is required to control the drive motor in a responsive manner in response to accelerator operation. .

An object of the present invention is to control a travel motor with good response in response to accelerator operation.

The vehicle control device of the present invention is a vehicle control device that controls a driving motor connected to a drive wheel, and sets a first accelerator opening degree based on the amount of operation of an accelerator operation section by a driver. a first opening setting section; a second opening setting section that sets a second accelerator opening based on the operation speed of the accelerator operating section and the first accelerator opening; and a second opening setting section that sets a second accelerator opening based on the second accelerator opening. The vehicle includes a driving force setting section that sets a target driving force of the traveling motor, and a motor control section that controls the traveling motor based on the target driving force. The second opening degree setting section sets the second accelerator opening degree to an accelerator opening degree that has a larger absolute value than the first accelerator opening degree when the absolute value of the operation speed of the accelerator operation section exceeds a threshold value. After setting the second accelerator opening for a predetermined time, the second accelerator opening is updated closer to the first accelerator opening.

According to the present invention, when the absolute value of the operation speed of the accelerator operation section exceeds the threshold value, the second accelerator opening degree is set to be larger in absolute value than the first accelerator opening degree. Thereby, the traveling motor can be controlled with good response in response to the accelerator operation.

1 is a schematic diagram showing a configuration example of a vehicle equipped with a vehicle control device according to an embodiment of the present invention. It is a figure showing an example of a driving force map showing target driving force. FIG. 3 is a diagram illustrating an example of the execution status of zero-crossing processing. 3 is a flowchart illustrating an example of a motor control execution procedure. It is a figure which shows an example of the opening degree correction value set based on operation speed. FIG. 3 is a diagram showing the transition of target driving force in motor control. 2 is a timing chart showing an example of changes in a controlled accelerator opening degree, a target driving force, and the like. 2 is a timing chart showing an example of changes in a controlled accelerator opening degree, a target driving force, and the like. 2 is a timing chart showing an example of changes in a controlled accelerator opening degree, a target driving force, and the like.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings.

[Vehicle configuration]
FIG. 1 is a schematic diagram showing an example of the configuration of a vehicle 11 including a vehicle control device 10 according to an embodiment of the present invention. As shown in FIG. 1, the vehicle 11 is provided with a motor generator (driving motor) 13 connected to rear wheels (drive wheels) 12. The rear wheel 12 is connected to the rotor 13r of the motor generator 13 via a gear train 14, a motor output shaft 15, a differential mechanism 16, and a wheel drive shaft 17. Further, an inverter 18 which is a power conversion device is connected to the stator 13s of the motor generator 13, and a battery 19 such as a lithium ion battery is connected to the inverter 18. Although the illustrated vehicle 11 is a rear wheel drive vehicle that drives the rear wheels 12, it is not limited to this, and may be a front wheel drive vehicle that drives the front wheels 20. The vehicle may be an all-wheel drive vehicle.

The vehicle control device 10 includes a main controller 21 and a motor controller 22, each of which includes a microcomputer or the like, in order to control the motor driving force of the motor generator 13. The main controller 21 is also provided with an accelerator determination section 23 and a driving force setting section 24 . The accelerator determining unit 23 determines the accelerator opening degree Acc based on a transmission signal from an accelerator sensor 26, which will be described later. Further, the driving force setting unit 24 sets a target driving force Tf based on the accelerator opening degree Acc, etc., and outputs this target driving force Tf to the motor controller 22. Further, the motor controller 22 functioning as a motor control section controls the motor driving force (driving force) MF of the motor generator 13 based on the target driving force Tf. Sensors connected to the main controller 21 include an accelerator sensor 26 that detects the amount of depression (operation amount) of the accelerator pedal (accelerator operation section) 25, a brake sensor 28 that detects the amount of depression of the brake pedal 27, and a vehicle speed that detects the vehicle speed. There are sensors 29 and the like. Note that the main controller 21 and the motor controller 22 are communicably connected to each other via an in-vehicle network 30 such as CAN.

Here, FIG. 2 is a diagram showing an example of a driving force map showing the target driving force Tf. As shown in FIG. 2, the driving force map has characteristic lines L1 to L5 indicating the target driving force Tf for each accelerator opening Acc. That is, when the accelerator opening Acc is 0%, the target driving force Tf is set along the characteristic line L1, and when the accelerator opening Acc is 25%, the target driving force Tf is set along the characteristic line L2. A force Tf is set. Similarly, when the accelerator opening Acc is 50%, the target driving force Tf is set along the characteristic line L3, and when the accelerator opening Acc is 75%, the target driving force Tf is set along the characteristic line L4. When the driving force Tf is set and the accelerator opening degree Acc is 100%, the target driving force Tf is set along the characteristic line L5. For example, when the accelerator opening degree Acc is "50%" and the vehicle speed is "Vx", "Fx" is set as the target driving force Tf requested by the driver. Note that in the driving force map shown in FIG. 2, five characteristic lines L1 to L5 are set as an example, but the present invention is not limited to this, and the driving force map shown in FIG. You can also use a map.

[Zero cross processing]
As shown in FIG. 2, when the accelerator opening degree Acc is large, that is, when the accelerator pedal 25 is depressed by the driver, the target driving force of the motor generator 13 is set to the powering side. That is, when the accelerator opening degree Acc is large, the motor generator 13 is controlled to a power running state, and a power running torque is generated in the motor generator 13. On the other hand, when the accelerator opening degree Acc is small, that is, when the driver's depression of the accelerator pedal 25 is released, the target driving force of the motor generator 13 is set to the regeneration side. That is, when the accelerator opening degree Acc is small, the motor generator 13 is controlled to a regenerative power generation state, and a regenerative torque opposite to the powering torque is generated in the motor generator 13.

Therefore, when the accelerator pedal 25 is depressed during deceleration driving, the motor torque switches from regenerative torque to powering torque, and the meshing tooth surfaces of the gear train 14 connected to the motor generator 13 are switched, causing a shock. There is a risk of it getting lost. Furthermore, when the accelerator pedal 25 is released from the accelerator pedal 25 during acceleration, the motor torque switches from the power running torque to the regenerative torque, and the meshing tooth surfaces of the gear train 14 connected to the motor generator 13 switch. There is a risk of causing shock. Therefore, in order to suppress the occurrence of shock due to accelerator operation, the motor controller 22 adjusts the rate of change Sfc of the motor driving force MF when the motor driving force MF changing toward the powering side or the regeneration side passes through zero. Executes zero-cross processing to lower the value. In other words, the motor controller 22 executes a zero-crossing process to reduce the rate of change in motor torque when the motor torque changing toward the power running side or the regeneration side passes through zero.

FIG. 3 is a diagram showing an example of the execution status of zero-crossing processing. As shown by the solid line in FIG. 3, a case will be described in which the accelerator pedal 25 is depressed during deceleration traveling and the motor driving force MF changes from "-F1" to "F2". As shown at time t1, when the accelerator pedal 25 is depressed during deceleration driving, the rate of change Sfc of the motor drive force MF is set to "S1" (symbol a1), and the motor drive force MF on the regeneration side is directed toward zero. control begins (symbol b1). Then, as shown at time t2, when the motor driving force MF reaches a predetermined range α near zero (symbol b2), the rate of change Sfc of the motor driving force MF is lowered to a predetermined "S2" (symbol a2). Thereafter, as shown at time t3, when the motor driving force MF passes through zero and exits the predetermined range α (symbol b3), the rate of change Sfc of the motor driving force MF is increased to "S1" again (symbol a3). , as shown at time t4, the motor driving force MF is controlled to "F2" on the power running side (symbol b4).

In this manner, the motor controller 22 lowers the rate of change Sfc of the motor driving force MF compared to the most recent rate of change when the motor driving force MF changing from the regeneration side to the power running side passes through zero. As a result, the motor driving force MF can be gradually changed at the timing when the motor driving force MF passes zero, that is, at the timing when the meshing tooth surfaces of the gear train 14, etc. are switched, and the occurrence of shock due to accelerator operation can be suppressed. can do.

Next, as shown by the broken line in FIG. 3, a case will be described in which the accelerator pedal 25 is released during acceleration and the motor driving force MF changes from "F2" to "-F1". As shown at time t1, when the accelerator pedal 25 is released during accelerating driving, the rate of change Sfc of the motor driving force MF is set to "-S3" (symbol c1), and the motor driving force MF on the power running side is set to "-S3" (symbol c1). begins to be controlled toward zero (symbol d1). Then, as shown at time t2, when the motor driving force MF reaches a predetermined range α near zero (symbol d2), the rate of change Sfc of the motor driving force MF is lowered to a predetermined value "-S4" (symbol c2). . Thereafter, as shown at time t3, when the motor driving force MF passes through zero and exits the predetermined range α (symbol d3), the rate of change Sfc of the motor driving force MF is increased to "-S3" again (symbol c3). ), as shown at time t4, the motor driving force MF is controlled to "-F1" on the regeneration side (symbol d4).

In this way, the motor controller 22 lowers the rate of change Sfc of the motor driving force MF compared to the most recent rate of change when the motor driving force MF changing from the power running side to the regeneration side passes through zero. As a result, the motor driving force MF can be gradually changed at the timing when the motor driving force MF changing toward the regeneration side passes zero, that is, at the timing when the meshing tooth surfaces of the gear train 14 etc. are switched, and the accelerator operation It is possible to suppress the occurrence of shock associated with

Note that "S1" and "-S3" which are the rate of change Sfc of the motor driving force MF are the motor driving force MF which is the actual driving force at time t1 and "-F1" or "F2" which is the target driving force. , that is, the driving force difference X. For example, if the driving force difference If it is small, the rate of change Sfc of motor driving force MF is set small. Note that the method of controlling the rate of change Sfc of the motor driving force MF is not limited to P control using only a proportional term, but may also be PD control or PI control that includes a differential term or an integral term. It may also be PID control with an integral term added. Further, "S2" and "-S4" which are the change speeds Sfc between times t2 and t3 may be preset upper limit speeds, and "S1" and "-S3" are multiplied by a predetermined coefficient. It may be a calculated upper limit speed.

[Motor control]
By the way, when the accelerator pedal 25 is depressed during deceleration driving, it takes time for the motor torque to switch from regenerative torque to power running torque. It is required to quickly generate power running torque in conjunction with accelerator operation. Furthermore, if the accelerator pedal 25 is released during acceleration, it takes time for the motor torque to switch from the power running torque to the regenerative torque, so the vehicle 11 can be decelerated without causing any discomfort to the driver. Therefore, it is required to generate regenerative torque quickly in conjunction with accelerator operation.

Therefore, the vehicle control device 10 of the present embodiment executes motor control, which will be described later, in order to control the motor generator 13 with good response in response to the accelerator operation. In order to execute this motor control, the main controller 21 of the vehicle control device 10 is provided with a first opening degree setting section 31 and a second opening degree setting section 32 that constitute the accelerator determination section 23. An operation speed calculation section 33 is provided to calculate the operation speed of the operation speed. As will be described later, the first opening setting unit 31 sets the operated accelerator opening (first accelerator opening) Acc1 based on the amount of depression (operation amount) of the accelerator pedal 25 transmitted from the accelerator sensor 26. Further, the operation speed calculation unit 33 calculates the operation speed AS of the accelerator pedal 25 based on the amount of depression of the accelerator pedal 25 transmitted from the accelerator sensor 26 . Then, the second opening degree setting unit 32 sets a control accelerator opening degree (second accelerator opening degree) Acc2 for setting the target driving force Tf based on the operation accelerator opening degree Acc1 and the operation speed AS. That is, the aforementioned accelerator opening degree Acc corresponds to the control accelerator opening degree Acc2.

(flowchart)
FIG. 4 is a flowchart showing an example of a motor control execution procedure. As shown in FIG. 4, in step S10, the operating accelerator opening degree Acc1 is set based on the signal from the accelerator sensor 26. In this step S10, the operating accelerator opening degree Acc1 is set in the range of "0%" to "100%" according to the amount of depression of the accelerator pedal 25. For example, when the accelerator pedal 25 is not depressed, the operating accelerator opening Acc1 is set to "0%", and when the accelerator pedal 25 is depressed to the operating limit, the operating accelerator opening Acc1 is set to "100%". ”. Subsequently, in step S11, the operating speed AS of the accelerator pedal 25 is calculated based on the signal from the accelerator sensor 26. The operation speed AS of the accelerator pedal 25 includes an operation speed in the acceleration direction calculated when the accelerator pedal 25 is depressed, and an operation speed in the deceleration direction calculated when the accelerator pedal 25 is released. . Note that the operating speed AS in the acceleration direction is calculated as a positive value, and the operating speed AS in the deceleration direction is calculated as a negative value.

Subsequently, the process proceeds to step S12, where it is determined whether the absolute value of the operating speed AS exceeds a predetermined threshold value X1. If it is determined in step S12 that the operating speed AS exceeds the threshold value X1, that is, if the accelerator pedal 25 is being operated quickly, the process proceeds to step S13, where the opening correction value AC is set based on the operating speed AS. Ru. Here, FIG. 5 is a diagram showing an example of the opening degree correction value AC set based on the operating speed AS. As shown in FIG. 5, when the operating speed AS in the acceleration direction is low, an opening correction value AC is set that changes from "+25%" to "0%" over time along the characteristic line La1. Ru. Further, when the operating speed AS in the acceleration direction is high, an opening degree correction value AC that changes from "+50%" to "0%" with the passage of time along the characteristic line La2 is set. On the other hand, when the operating speed AS in the deceleration direction is low, an opening correction value AC is set that changes from "-25%" to "0%" over time along the characteristic line Lb1. Further, when the operating speed AS in the deceleration direction is high, an opening correction value AC is set that changes from "-50%" to "0%" with the passage of time along the characteristic line Lb2.

As shown in FIG. 4, when the opening correction value AC is set in step S13, the process proceeds to step S14, where the control accelerator opening Acc2 is set by adding the opening correction value AC to the operating accelerator opening Acc1. Ru. For example, when the accelerator pedal 25 is quickly depressed, that is, when the accelerator pedal 25 is quickly operated in the acceleration direction, the controlled accelerator opening Acc2 is set to the open side more than the operated accelerator opening Acc1. Further, when the accelerator pedal 25 is released quickly, that is, when the accelerator pedal 25 is quickly operated in the deceleration direction, the controlled accelerator opening Acc2 is set to the closed side compared to the operated accelerator opening Acc1. Ru. That is, when the accelerator pedal 25 is quickly operated in the acceleration direction or deceleration direction, the controlled accelerator opening degree Acc2 is set to be larger in absolute value than the operated accelerator opening degree Acc1. When the controlled accelerator opening Acc2 is set in this way, the process proceeds to step S15, where the target driving force Tf of the motor generator 13 is set based on the controlled accelerator opening Acc2 and the vehicle speed V, and the process proceeds to step S16, where the target driving force Motor generator 13 is controlled based on Tf.

On the other hand, if it is determined in step S12 that the operating speed AS is equal to or less than the threshold value X1, the process proceeds to step S17, where the opening degree correction value AC is set to zero. That is, in step S12, if it is determined that the operation speed AS is lower than the threshold value X1 due to gentle operation of the accelerator pedal 25, the process proceeds to step S17, and the opening degree correction value AC is set to zero. . In this manner, when the opening degree correction value AC is set to zero, in step S14, the controlled accelerator opening degree Acc2 that matches the operated accelerator opening degree Acc1 is set. Then, the process proceeds to step S15, where the target driving force Tf is set based on the control accelerator opening degree Acc2 and the vehicle speed V, and the process proceeds to step S16, where the motor generator 13 is controlled based on the target driving force Tf. That is, when the accelerator pedal 25 is operated gently, the target driving force Tf of the motor generator 13 is set based on the controlled accelerator opening Acc2 that matches the operated accelerator opening Acc1.

(Change in target driving force Tf due to accelerator on)
Here, FIG. 6 is a diagram showing the transition of the target driving force Tf in motor control. As shown in FIG. 6, when the driver depresses the accelerator pedal 25 during deceleration driving, and the operated accelerator opening Acc1 increases from "0%" to "75%", that is, the driver's accelerator operation is negative. A case of transition from a1 to b1 will be explained. At this time, if the driver gently depresses the accelerator pedal 25 and the opening correction value AC is set to zero, the controlled accelerator opening Acc2 is set to match the operated accelerator opening Acc1. In this case, the target driving force Tf is set along the characteristic line L4, as indicated by the broken arrow α1.

On the other hand, when the driver quickly depresses the accelerator pedal 25 and the opening correction value AC is set along the characteristic line La2 in FIG. 5, the opening correction value AC is added to the operated accelerator opening Acc1. Thus, the control accelerator opening degree Acc2 is set. That is, after the controlled accelerator opening Acc2 is set to "125%," the controlled accelerator opening Acc2 is updated as it approaches "75%" of the operated accelerator opening Acc1. In this case, as shown by the solid arrow α2 in FIG. 6, after the target driving force Tf is set along the characteristic line Lx1, the target driving force Tf is gradually updated toward the characteristic line L4.

In this way, when the accelerator pedal 25 is depressed quickly, the driver's intention to accelerate is strong, so the target driving force Tf is lower than when the accelerator pedal 25 is depressed slowly, as shown by the arrow α2. is temporarily raised. As a result, the difference between the target driving force Tf and the motor driving force MF, which is the actual driving force, can be increased, and the motor driving force MF on the power running side, that is, the power running torque can be quickly started up. It can be controlled with good response. In addition, when the controlled accelerator opening Acc2 is set to exceed "100%", it is assumed that the target driving force Tf on the powering side temporarily exceeds the motor performance, but the controlled accelerator opening Acc2 is Since it converges toward the operation accelerator opening Acc1, the target driving force Tf also falls within the motor performance as time passes.

(Change in target driving force Tf due to accelerator off)
Subsequently, as shown in FIG. 6, when the driver releases the accelerator pedal 25 while accelerating, and the operating accelerator opening Acc1 decreases from "75%" to "0%", that is, when the driver releases the accelerator pedal 25 while driving, A case where the hand accelerator operation shifts from code b1 to code a1 will be explained. At this time, if the driver gently releases the depression of the accelerator pedal 25 and the opening correction value AC is set to zero, the controlled accelerator opening Acc2 is set to match the operated accelerator opening Acc1. be done. In this case, the target driving force Tf is set along the characteristic line L1, as shown by the broken arrow β1.

On the other hand, when the driver quickly releases the depression of the accelerator pedal 25 and the opening correction value AC is set along the characteristic line Lb2 in FIG. By adding , the control accelerator opening degree Acc2 is set. That is, after the controlled accelerator opening Acc2 is set to "-50%", the controlled accelerator opening Acc2 is updated as it approaches "0%" of the operated accelerator opening Acc1. In this case, as shown by the solid arrow β2 in FIG. 6, after the target driving force Tf is set along the characteristic line Lx4, the target driving force Tf is gradually updated toward the characteristic line L1.

In this way, when the depression of the accelerator pedal 25 is released quickly, the driver's intention to decelerate is strong. Target driving force Tf is temporarily lowered. As a result, the difference between the target driving force Tf and the motor driving force MF, which is the actual driving force, can be increased, and the motor driving force MF on the regenerative side, that is, the regenerative torque can be quickly started up. It can be controlled with good response. In addition, if the controlled accelerator opening Acc2 is set below "0%", it is assumed that the target driving force Tf on the regeneration side temporarily exceeds the motor performance, but the controlled accelerator opening Acc2 is Since it converges toward the operation accelerator opening Acc1, the target driving force Tf also falls within the motor performance as time passes.

Note that, in the above description, the case where the depression of the accelerator pedal 25 is released, that is, the case where the operated accelerator opening Acc1 is reduced to "0%" is described, but the present invention is not limited to this. For example, even if the accelerator pedal 25 is not depressed, that is, even if the operated accelerator opening Acc1 has not decreased to "0%," the target driving force Tf is similarly determined using the controlled accelerator opening Acc2. can be set.

(Timing chart: Accelerator on while decelerating)
FIG. 7 is a timing chart showing an example of changes in the control accelerator opening degree Acc2, the target driving force Tf, etc. FIG. 7 shows a situation where the accelerator pedal 25 is depressed during deceleration. Further, in FIG. 7, the motor driving force MF, acceleration, and vehicle speed when using the target driving force Tf based on the controlled accelerator opening Acc2 are shown as solid lines, and the target driving force Tf based on the operating accelerator opening Acc1 is shown as a solid line. The motor driving force MF', acceleration, and vehicle speed when using ' are shown by broken lines.

As shown at time t1 in FIG. 7, when the accelerator pedal 25 is depressed during deceleration driving and the operation speed AS in the acceleration direction exceeds the threshold value X1, the opening side (in the direction of the arrow OP) is more than the operation accelerator opening Acc1. The control accelerator opening degree Acc2 is set to . Then, a target driving force Tf is set based on the control accelerator opening Acc2, and the motor driving force MF is controlled toward this target driving force Tf. Further, the control accelerator opening Acc2, which is set to be more open than the operating accelerator opening Acc1, is then gradually updated closer to the operating accelerator opening Acc1. That is, a gain is given to the control accelerator opening Acc2 over a predetermined period with respect to the operating accelerator opening Acc1. In this way, by setting the control accelerator opening Acc2, the target driving force Tf can be temporarily raised, so that the motor driving force MF on the power running side, that is, the power running torque can be quickly started up, and the motor generator 13 can be controlled with good response.

That is, compared to the case where the target driving force Tf' is set using the operating accelerator opening Acc1, when the controlled accelerator opening Acc2 is used, the target driving force Tf can be set to be larger toward the powering side. As a result, the motor driving force MF directed toward the target driving force Tf can be quickly raised to the power running side compared to the motor driving force MF' directed toward the target driving force Tf', and the motor generator 13 can be controlled with good response. can. Thereby, as shown by the arrow Ta, the time required for the vehicle 11 that is running at a deceleration speed to accelerate can be shortened, and the vehicle 11 can be quickly accelerated in conjunction with the accelerator operation.

(Timing chart: Accelerator off during acceleration)
FIG. 8 is a timing chart showing an example of changes in the control accelerator opening degree Acc2, the target driving force Tf, etc. FIG. 8 shows a situation when the accelerator pedal 25 is released from the accelerator pedal 25 during acceleration. Further, in FIG. 8, the motor driving force MF, acceleration, and vehicle speed when using the target driving force Tf based on the controlled accelerator opening Acc2 are shown as solid lines, and the target driving force Tf based on the operating accelerator opening Acc1 is shown as a solid line. The motor driving force MF', acceleration, and vehicle speed when using ' are shown by broken lines.

As shown at time t1 in FIG. 8, if the depression of the accelerator pedal 25 is released during acceleration and the operation speed AS in the deceleration direction exceeds the threshold value A control accelerator opening degree Acc2 is set in the direction). Then, a target driving force Tf is set based on the control accelerator opening Acc2, and the motor driving force MF is controlled toward this target driving force Tf. Furthermore, the control accelerator opening Acc2, which is set closer to the closed side than the operating accelerator opening Acc1, is then gradually updated closer to the operating accelerator opening Acc1. That is, a gain is given to the control accelerator opening Acc2 over a predetermined period with respect to the operating accelerator opening Acc1. In this way, by setting the control accelerator opening Acc2, the target driving force Tf can be temporarily lowered, so that the motor driving force MF on the regenerative side, that is, the regenerative torque can be quickly started up, and the motor generator 13 can be controlled with good response.

That is, compared to the case where the target driving force Tf' is set using the operating accelerator opening Acc1, when the controlled accelerator opening Acc2 is used, the target driving force Tf can be set to be larger on the regenerative side. As a result, the motor drive force MF toward the target drive force Tf can be quickly raised to the regeneration side compared to the motor drive force MF' toward the target drive force Tf', and the motor generator 13 can be controlled with good response. can. As a result, as shown by the arrow Tb, the time required for the vehicle 11 to decelerate during acceleration can be shortened, and the vehicle 11 can be quickly decelerated in conjunction with the accelerator operation.

Note that the target driving force Tf is not limited to accelerating driving, and even if the accelerator pedal 25 is released during steady driving or decelerating driving, the target driving force Tf is similarly determined using the control accelerator opening Acc2. is set. Further, the target driving force Tf is not limited to the case where the accelerator pedal 25 is released, but even when the accelerator pedal 25 is released, the target driving force Tf is similarly determined using the control accelerator opening Acc2. Set.

(Timing chart: Accelerator on while accelerating)
FIG. 9 is a timing chart showing an example of changes in the control accelerator opening degree Acc2, the target driving force Tf, etc. FIG. 9 shows a situation when the accelerator pedal 25 is depressed during acceleration. Further, in FIG. 9, the motor driving force MF, acceleration, and vehicle speed when using the target driving force Tf based on the controlled accelerator opening Acc2 are shown as solid lines, and the target driving force Tf based on the operating accelerator opening Acc1 is shown as a solid line. The motor driving force MF', acceleration, and vehicle speed when using ' are shown by broken lines.

As shown at time t1 in FIG. 9, when the accelerator pedal 25 is depressed during acceleration driving and the operating speed AS in the acceleration direction exceeds the threshold value X1, the operating accelerator opening degree Acc1 is on the open side (in the direction of arrow OP). The control accelerator opening degree Acc2 is set to . Then, a target driving force Tf is set based on the control accelerator opening Acc2, and the motor driving force MF is controlled toward this target driving force Tf. Further, the controlled accelerator opening degree Acc2, which is set to be more open than the operated accelerator opening degree Acc1, is then gradually updated closer to the operated accelerator opening degree Acc1. That is, a gain is given to the control accelerator opening Acc2 over a predetermined period with respect to the operating accelerator opening Acc1. In this way, by setting the control accelerator opening Acc2, the target driving force Tf can be temporarily raised, so that the motor driving force MF on the power running side, that is, the power running torque can be quickly started up, and the motor generator 13 can be controlled with good response.

That is, compared to the case where the target driving force Tf' is set using the operating accelerator opening Acc1, when the controlled accelerator opening Acc2 is used, the target driving force Tf can be set to be larger toward the powering side. As a result, the motor driving force MF directed toward the target driving force Tf can be quickly raised to the power running side compared to the motor driving force MF' directed toward the target driving force Tf', and the motor generator 13 can be controlled with good response. can. Thereby, the vehicle 11 can be quickly accelerated in conjunction with the accelerator operation. Note that the target driving force Tf is similarly set using the control accelerator opening Acc2 even if the accelerator pedal 25 is depressed during steady driving, not only during accelerated driving.

[summary]
As explained above, the operating accelerator opening Acc1 is set based on the operating amount of the accelerator pedal 25, and the control accelerator opening Acc2 is set based on the operating speed AS of the accelerator pedal 25 and the operating accelerator opening Acc1. . Further, a target driving force Tf is set based on the control accelerator opening Acc2, and the motor generator 13 is controlled based on this target driving force Tf. When the absolute value of the operating speed AS of the accelerator pedal 25 exceeds the threshold value X1, a controlled accelerator opening Acc2 having a larger absolute value than the operating accelerator opening Acc1 is set. That is, if it is determined that the driver has a strong intention to accelerate or decelerate because the absolute value of the operating speed AS of the accelerator pedal 25 exceeds the threshold value X1, the controlled accelerator opening Acc2 will be lower than the operated accelerator opening Acc1. is also set larger on the open or closed side. Thereby, the target driving force Tf can be set to be large toward the power running side or the regeneration side, and the motor generator 13 can be controlled with good response in response to the accelerator operation. Further, when the absolute value of the operating speed AS of the accelerator pedal 25 is less than the threshold value X1, a control accelerator opening Acc2 that matches the operating accelerator opening Acc1 is set. In other words, if it is determined that the driver's intention to accelerate or decelerate is weak because the absolute value of the operating speed AS of the accelerator pedal 25 is less than the threshold value X1, the controlled accelerator opening matches the operated accelerator opening Acc1. Acc2 is set.

Further, as explained using FIG. 3, the vehicle control device 10 controls the rate of change Sfc of the motor driving force MF when the motor driving force MF changing toward the power running side or the regeneration side passes through zero. Execute zero torque processing to lower the rate of change than the most recent rate of change. In this zero torque process, the rate of change in the target driving force Tf is limited so as to reduce the rate of change Sfc in the motor driving force MF under predetermined conditions. Here, in the above-mentioned motor control, the target driving force Tf is not changed based on the operating speed AS of the accelerator pedal 25, but the controlled accelerator opening degree Acc2 is changed based on the operating speed AS of the accelerator pedal 25. In this way, in the motor control, the control accelerator opening Acc2 is changed instead of the target driving force Tf, so it is possible to avoid complication of the zero torque process for controlling the target driving force Tf.

Further, a situation will be described in which, as the absolute value of the operating speed AS of the accelerator pedal 25 increases, the difference between the operated accelerator opening Acc1 and the controlled accelerator opening Acc2 becomes larger. In this situation, as described above, for example, since the operating speed AS of the accelerator pedal 25 is low, the opening correction value AC is set along the characteristic line La1 in FIG. 5, and the operating speed AS of the accelerator pedal 25 is Since the opening correction value AC is high, this corresponds to a situation where the opening correction value AC is set along the characteristic line La2 in FIG. That is, as shown in FIG. 5, as the operating speed AS in the acceleration direction increases, a large opening correction value AC is set on the positive side of the characteristic line La2, etc., and the operating speed AS in the deceleration direction increases. Accordingly, a situation in which a large opening degree correction value AC is set on the negative side of the characteristic line Lb2, etc. corresponds to the situation.

It goes without saying that the present invention is not limited to the embodiments described above, and can be modified in various ways without departing from the spirit thereof. In the above description, the vehicle 11 to which the vehicle control device 10 is applied is exemplified as an electric vehicle having only a running motor as a power source; however, the present invention is not limited to this; It may also be a hybrid vehicle equipped with a motor and an engine. Furthermore, in the above description, the main controller 21 is made to function as the first opening setting section 31, the second opening setting section 32, and the driving force setting section 24, and the motor controller 22 is made to function as a motor control section. It is not limited to this. For example, one controller may function as the first opening degree setting section 31, the second opening degree setting section 32, the driving force setting section 24, and the motor control section.

In the above description, when the motor driving force MF changing toward the power running side or the regeneration side passes through zero, zero torque processing is executed to lower the change speed Sfc of the motor drive force MF to be lower than the most recent change speed. However, the present invention is not limited to this, and the present invention may be applied to vehicles that do not perform zero torque processing. Further, in the examples shown in FIGS. 7 to 9, etc., after setting the control accelerator opening Acc2, the control accelerator opening Acc2 is continuously brought closer to the operating accelerator opening Acc1, but this is not limited to this. For example, the control accelerator opening Acc2 may be brought closer to the operating accelerator opening Acc1 in steps.

In the above description, when the accelerator pedal 25 is operated in the acceleration direction or deceleration direction, the common threshold value X1 is used as a comparison target with the operation speed AS, but the invention is not limited to this. That is, the threshold value used when the accelerator pedal 25 is operated in the acceleration direction and the threshold value used when the accelerator pedal 25 is operated in the deceleration direction may be different from each other. Furthermore, in the above description, the target driving force Tf is set based on the control accelerator opening Acc2 both when the accelerator pedal 25 is operated in the acceleration direction and when the accelerator pedal 25 is operated in the deceleration direction. However, it is not limited to this. For example, the target driving force Tf may be set based on the control accelerator opening Acc2 only when the accelerator pedal 25 is operated in the acceleration direction, and the target driving force Tf may be set based on the control accelerator opening Acc2 only when the accelerator pedal 25 is operated in the deceleration direction. The target driving force Tf may be set based on the opening degree Acc2.

In the above explanation, the control accelerator opening Acc2 is set by adding the opening correction value AC to the operating accelerator opening Acc1, but the invention is not limited to this. For example, adding a coefficient to the operating accelerator opening Acc1 The control accelerator opening degree Acc2 may be set by multiplying by . In addition, in the example shown in FIG. 5, two characteristic lines La1 and La2 are set according to the operating speed AS as characteristic lines indicating the positive opening correction value AC, but the present invention is not limited to this. Instead, only one characteristic line may be set as the characteristic line indicating the positive opening correction value AC, or three or more characteristic lines may be set. Similarly, two characteristic lines Lb1 and Lb2 are set according to the operating speed AS as characteristic lines indicating the negative opening correction value AC, but the invention is not limited to this, and the negative opening As the characteristic line indicating the correction value AC, only one characteristic line may be set, or three or more characteristic lines may be set.

In the flowchart shown in FIG. 4, when the absolute value of the operating speed AS of the accelerator pedal 25 is less than the threshold value X1, the opening correction value AC is set to zero, thereby changing the controlled accelerator opening Acc2 to the operating accelerator opening Acc1. However, it is not limited to this. For example, even if the absolute value of the operating speed AS of the accelerator pedal 25 is less than the threshold value X1, the opening correction value AC may be set to a value other than zero. Further, when the absolute value of the operating speed AS of the accelerator pedal 25 exceeds the threshold value X1, the target driving force Tf is set based on the control accelerator opening degree Acc2, while the absolute value of the operating speed AS of the accelerator pedal 25 exceeds the threshold value X1. If it is below, the target driving force Tf may be set based on the operating accelerator opening Acc1.

10 Vehicle control device 12 Rear wheel (drive wheel)
13 Motor generator (travel motor)
22 Motor controller (motor control section)
24 Driving force setting section 25 Accelerator pedal (accelerator operation section)
31 First opening setting section 32 Second opening setting section Acc1 Operation accelerator opening (first accelerator opening)
Acc2 Control accelerator opening (second accelerator opening)
Tf Target driving force MF Motor driving force (driving force)
Sfc Change speed X1 Threshold

Claims (6)

A vehicle control device that controls a travel motor connected to a drive wheel,
a first opening degree setting section that sets a first accelerator opening degree based on the amount of operation of the accelerator operation section by the driver;
a second opening setting section that sets a second accelerator opening based on the operating speed of the accelerator operating section and the first accelerator opening;
a driving force setting unit that sets a target driving force of the traveling motor based on the second accelerator opening;
a motor control unit that controls the traveling motor based on the target driving force;
has
The second opening degree setting section sets the second accelerator opening degree to an accelerator opening degree that has a larger absolute value than the first accelerator opening degree when the absolute value of the operation speed of the accelerator operation section exceeds a threshold value. after setting the second accelerator opening for a predetermined period of time, updating the second accelerator opening so as to bring it closer to the first accelerator opening;
Vehicle control device. The vehicle control device according to claim 1,
The second opening degree setting section sets the second accelerator opening degree to an opening side more than the first accelerator opening degree when the accelerator operation section is operated in an acceleration direction.
Vehicle control device. The vehicle control device according to claim 1 or 2,
The second opening degree setting section sets the second accelerator opening degree to a closer side than the first accelerator opening degree when the accelerator operation section is operated in a deceleration direction.
Vehicle control device. The vehicle control device according to any one of claims 1 to 3 ,
When setting the second accelerator opening, the second opening degree setting section adjusts the first accelerator opening degree and the second accelerator opening degree as the absolute value of the operation speed of the accelerator operation section increases. increase the difference between
Vehicle control device. The vehicle control device according to any one of claims 1 to 4 ,
The motor control unit lowers the rate of change in the driving force of the traveling motor to be lower than the most recent rate of change when the driving force of the traveling motor changes toward the power running side or the regeneration side and passes through zero.
Vehicle control device. The vehicle control device according to any one of claims 1 to 5 ,
The second opening degree setting unit sets the second accelerator opening degree to match the first accelerator opening degree when the absolute value of the operation speed of the accelerator operation unit is less than the threshold value.
Vehicle control device.

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