JP2021050681A - Vehicular control device and vehicular control method - Google Patents

Abstract

To provide a vehicular control device and method capable of improving drivability and fuel economy in driving force control by using an accelerator opening and other parameters.SOLUTION: A vehicular control device 100 includes: a first target torque determination section 110 determining target torque of a driving force source on the basis of input parameters including accelerator opening information; and an assist torque determination section 120 determining assist torque S1. The assist torque determination section includes: a start time target torque determination section 121 determining target torque on the basis of information on a road surface gradient and movable load obtained by a gradient detection section 133 and a movable load detection section 132; and a difference calculation section 122 calculating a differential value of each output obtained by an acceleration sensor 131 detecting traveling acceleration. The first target torque determination section determines target torque of the driving force source by using the differential value output from the difference calculation section and the accelerator opening information as input parameters.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device and a vehicle control method for determining a target torque based on the magnitude of the accelerator opening (the amount of depression of the accelerator pedal).

In a vehicle, the torque of a driving force source (internal combustion engine or electric motor) is controlled based on the amount of depression of the accelerator pedal of the driver, so that acceleration according to the driver's request is generated.

Conventionally, many techniques have been proposed to generate acceleration according to the driver's request.

Patent Document 1 discloses a technique for controlling a fuel injection amount based on a vehicle loading state, a traveling road gradient, and a vehicle speed in addition to the accelerator opening degree.

Patent Document 2 discloses a technique for calculating a target torque increase amount based on a target acceleration increase amount and determining a fuel injection amount.

Patent Document 3 discloses a technique for increasing the idle speed based on the road surface gradient.

JP-A-2009-156173 JP-A-2017-106378 Japanese Unexamined Patent Publication No. 2006-220041

As described above, in the control of vehicles in recent years, in addition to the accelerator opening degree, a large number of parameters are used for controlling fuel injection.

An object of the present invention is to provide a vehicle control device and a method capable of further improving drivability and fuel consumption when a driving force source is controlled by using other parameters in addition to the accelerator opening degree.

One aspect of the vehicle control device of the present invention is
A first target torque determination unit that determines the target torque of the driving force source based on the input parameters including the accelerator opening information, and
As the input parameter to the first target torque determination unit, an assist torque determination unit that determines assist torque information and an assist torque determination unit.
Have,
The assist torque determination unit is
Gradient detection unit that detects the road surface slope,
A load-bearing detector that detects the load and
A target torque / target acceleration determination unit that determines a target torque or a target acceleration based on the road surface gradient information, load load information, and accelerator opening information.
An accelerometer that detects running acceleration and
A difference calculation unit that outputs a difference between the actual acceleration obtained by the acceleration sensor or its torque conversion value and the output of the target torque / target acceleration determination unit.
Have,
The first target torque determination unit is
The target torque of the driving force source is determined by using the difference output from the difference calculation unit of the assist torque determining unit and the accelerator opening degree information as the input parameters.

One aspect of the vehicle control method of the present invention is
Starting target torque / target acceleration determination step that determines the target torque or target acceleration at the time of starting based on the road surface gradient information, load load information, and accelerator opening information.
A difference acquisition step for obtaining a difference between the actual acceleration obtained by the acceleration sensor or its torque conversion value and the target torque / target acceleration at the time of starting.
A target torque determination step for determining a target torque of a driving force source using the difference and the accelerator opening information, and a target torque determination step.
including.

According to the present invention, when the driving force source is controlled by using other parameters in addition to the accelerator opening degree, drivability and fuel consumption can be further improved.

Block diagram showing the configuration of the vehicle control device according to the embodiment The figure which shows the structural example of the target torque determination part at the time of starting The figure which shows another configuration example of the target torque determination part at the time of starting The figure which shows another configuration example of the target torque determination part at the time of starting Block diagram showing another configuration example of the vehicle control device Diagram for explaining the operation of the vehicle control device Block diagram showing another configuration example of the vehicle control device

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

<1> Overall Configuration FIG. 1 is a block diagram showing a configuration of a vehicle control device according to an embodiment of the present invention.

The vehicle control device 100 has a target torque determining unit 110 that determines a target torque of the drive source based on the accelerator opening degree information. In addition, the vehicle control device 100 has an assist torque determining unit 120 that determines the assist torque using parameters other than the accelerator opening information.

The assist torque determination unit 120 includes a starting target torque determination unit 121, a difference calculation unit 122, and a feedback controller 123.

The starting target torque determination unit 121 inputs clutch position information, accelerator opening information, load load information detected by the load load detection unit 132, and road surface gradient information detected by the gradient detection unit 133, and these are input. Based on, the target torque at the time of starting, which is the target torque in the initial state of starting, is determined.

The difference calculation unit 122 inputs the target torque at the time of starting from the target torque determining unit 121 at the time of starting, and also inputs the actual acceleration from the G sensor (accelerometer) 131 via the torque conversion unit 124 to obtain the target torque at the time of starting. The difference value from the torque corresponding to the actual acceleration is output.

The G sensor 131 detects and outputs the acceleration of the own vehicle in the traveling direction.

The load load detection unit 132 estimates the load by calculation based on the difference between the acceleration when the load is empty and the acceleration when the load is loaded. However, the load load detection unit 132 is not limited to this, and may detect the load load by, for example, measuring the sinking of the vehicle body at the time of loading with a sensor. The gradient detection unit 133 detects the gradient of the traveling road surface by using, for example, an acceleration sensor. However, the method of detecting the road surface gradient is not limited to this.

The torque conversion unit 124 converts the actual acceleration from the G sensor 131 into torque. That is, the torque conversion unit 124 calculates the torque corresponding to the input actual acceleration using parameters such as the weight of the own vehicle.

The difference value output from the difference value calculation unit 122 is the difference between the ideal target torque in consideration of the load and the road surface gradient and the actual torque actually output by the vehicle. That is, the difference value represents the shortage of torque.

The difference value output from the difference calculation unit 122 is input to the feedback controller 123. The feedback controller is, for example, a PID controller (Proportional Integral Differential Controller), and outputs a control value (that is, assist torque S1) with the difference value output from the difference calculation unit 122 as a target value.

In this way, the assist torque determination unit 120 outputs the assist torque S1, which is the difference between the ideal target torque considering the load and the road surface gradient and the actual torque actually output by the vehicle. Toque.

The assist torque S1 is input to the target torque determination unit 110 via the selection switch 150. The selection switch 150 selects whether or not to input the assist torque S1 to the target torque determination unit 110 based on the determination result of the start initial state determination unit 140. Specifically, the selection switch 150 causes the start initial state determination unit 140 to input the assist torque S1 to the target torque determination unit 110 when the determination result that the own vehicle is in the start initial state is obtained. On the other hand, the selection switch 150 does not cause the target torque determination unit 110 to input the assist torque S1 when the start initial state determination unit 140 obtains a determination result that the own vehicle is not in the start initial state.

The start initial state determination unit 140 determines whether or not the own vehicle is in the start initial state. The starting initial state determination unit 140 determines, for example, that the starting initial state is when the vehicle speed is greater than 0 and equal to or less than a predetermined threshold value. Further, the start initial state determination unit 140 determines that the start initial state is in the start initial state when, for example, the engine speed is close to the idling number and the number of gear stages is the first or second speed. Further, the starting initial state determination unit 140 determines that the starting initial state is in the starting initial state, for example, when the clutch is within a predetermined time from the start of connection based on the clutch position.

The target torque determination unit 110 determines the target torque based on the accelerator opening degree and the assist torque S1. Specifically, the target torque determination unit 110 determines the target torque by obtaining the corresponding torque conversion value from the input accelerator opening degree and adding the torque conversion value and the assist torque S1. Although not shown, the target torque determination unit 110 is input with, for example, air conditioner operation information in addition to the accelerator opening degree information and the assist torque S1. The target torque determination unit 110 determines the target torque required to generate all the power required by the vehicle.

The target torque is used to control the fuel injection amount when the vehicle is driven by an internal combustion engine, and to control the power supply to the motor when the vehicle is driven by a motor. Etc. are used.

<2> Target torque determination unit 121 when starting
FIG. 2 is a diagram showing a configuration example of the starting target torque determining unit 121. As can be seen from the figure, the starting target torque determining unit 121 outputs a table (which may be called a map) T1 that outputs the target torque according to the clutch position and the accelerator opening, and outputs the target torque according to the load. It has a table T2 to be operated and a table T3 to output a target torque according to the gradient.

The table T1 is a two-dimensional table that outputs a target torque according to the clutch position and the accelerator opening. For example, when the accelerator opening is 100%, the clutch position is 30 [Nm] at 25%, the clutch position is 50 [Nm] at 50%, and the clutch position is 70 [Nm] at 75%. When the clutch position is 100%, a target torque of 100 [Nm] is output. Similarly, for example, when the accelerator opening is 25%, the clutch position is 3 [Nm] at 25%, the clutch position is 5 [Nm] at 50%, and the clutch position is 7 [Nm] at 75%. m], when the clutch position is 100%, a target torque of 10 [Nm] is output.

The table T2 is a one-dimensional table that outputs a target torque according to the load. In the example of the figure, an example of a table corresponding to a load of up to 1 [t] is shown. From the table T2, a target torque of 15 [N ・ m] is output when the load is 0.5 [t], and a target torque of 30 [N ・ m] is output when the load is 1 [t].

The table T3 is a one-dimensional table that outputs a target torque according to the road surface gradient. In the example of the figure, an example of a table corresponding to a gradient up to 15 [°] is shown. From the table T3, a target torque of 15 [N ・ m] is output when the gradient is 5 [°], and a target torque of 30 [N ・ m] is output when the gradient is 15 [°].

The starting target torque determining unit 121 adds the target torque obtained by using the table T1, the target torque obtained by using the table T2, and the target torque obtained by using the table T3 to start the vehicle. Get the target torque.

Here, in the present embodiment, a more appropriate target torque can be set by using the two-dimensional table T1 to obtain a target torque that takes into account not only the accelerator opening but also the clutch position. become.

For example, the stronger the clutch connection, the greater the assist torque can be obtained. As a result, the assist torque fluctuates smoothly before and after the meet point of the clutch, so that the driver can obtain a constant feeling of acceleration before and after the meet point. As a result, it is possible to reduce the discomfort of the driver when the clutch is connected and improve the drivability.

Further, when the clutch is not engaged, it is not necessary to increase the assist torque unnecessarily even if the accelerator opening degree is large. As a result, it is possible to prevent the assist torque from being unnecessarily increased and suppress the deterioration of fuel efficiency. Specifically, torque assist is started when the clutch begins to engage. Here, if the torque assist is started before the clutch is started to be connected, the fuel is wastedly injected, and the fuel is wasted. In the present embodiment, the torque assist is started when the clutch starts to be engaged, so that wasteful fuel consumption can be suppressed. In other words, if the clutch position is taken into consideration, the assist amount can be given at the timing when the vehicle just starts, so that wasteful fuel consumption can be suppressed.

As described above, according to the configuration of the present embodiment, it is possible to improve drivability and fuel consumption when the assist torque determination unit 120 is provided to perform torque assist in the initial start state.

The configuration of the starting target torque determination unit 121 is not limited to the example shown in FIG. For example, the assist torque may be calculated using the equation of motion from the own weight and the road surface gradient instead of the table.

FIG. 3 is a diagram showing another configuration example of the starting target torque determining unit 121. The starting target torque determining unit 121 in FIG. 3 has a table T11 that outputs a target torque according to the clutch position and the accelerator opening, a table T12 that outputs a coefficient 1 according to the load, and a coefficient 2 according to the gradient. It has a table T13 for outputting the above and a reference table T21 for outputting the target torque according to the clutch position and the accelerator opening.

Here, the table T11 has the same configuration as the table T1 of FIG. The reference table T21 may have the same configuration as the table T11, or may have a different configuration. The torque output from the reference table T21 is multiplied by a coefficient 1 according to the load output output from the table T12 and a coefficient 2 according to the road surface gradient output from the table T13. The multiplication result is added to the target torque output from the table T11 to obtain the target torque at the time of starting.

FIG. 4 is a diagram showing another configuration example of the starting target torque determining unit 121. The starting target torque determining unit 121 in FIG. 3 weights and adds the target torque based on the road surface gradient and the target torque based on the load, and adds the weighted addition value, the target torque obtained from the accelerator opening and the clutch position, and the target torque. By adding, the target torque at the time of starting is obtained.

This will be described in detail. The starting target torque determining unit 121 in FIG. 4 has a table T11 that outputs a target torque according to the clutch position and the accelerator opening, a table T12 that outputs a target torque according to the load, and a target torque according to the gradient. Has a table T13 for outputting the above and a weight coefficient table T31.

According to the configuration of FIG. 4, the target torque according to the load output output from the table T12 and the target torque according to the road surface gradient output from the table T13 are weighted and added by complementary weighting coefficients. Then, the target torque after the weighting addition is added to the target torque output from the table T11 to obtain the target torque at the time of starting.

According to the configuration of FIG. 4, the target torque according to the load and the target torque according to the road surface gradient are weighted and added by the complementary weighting coefficient, so that the target torque according to the load and the road surface are added. Compared with the case where the target torque according to the gradient is simply added (for example, compared with the configuration of FIG. 2), an excessive increase in the assist torque can be suppressed. For example, it is possible to prevent a target torque that exceeds the drive reduction capacity from being determined.

In the example of FIG. 4, the weighting coefficient is selected based on the load, but the weighting coefficient may be selected based on the gradient, and the weight is further selected based on the parameters other than the load and the gradient. Coefficients may be selected.

<3> Other Configuration Examples FIG. 5 is shown by assigning the same reference numerals to the portions corresponding to those in FIG. 1, and shows other configuration examples of the vehicle control device. In the vehicle control device 200, the start initial state determination unit 140 and the selection switch 150 are omitted as compared with the vehicle control device 100 of FIG. Instead of these, the vehicle control device 200 has a coefficient table T41 and a multiplication unit 201.

The coefficient table T41 outputs a coefficient that decreases from 1 as the vehicle speed increases. Further, the coefficient table T41 outputs a coefficient that decreases from 1 as the actual acceleration increases. As a result, the assist torque determining unit 220 of FIG. 5 receives a large assist torque from the assist torque determining unit 220 even though the vehicle speed is sufficiently increased or the acceleration is larger than a predetermined value. Suppress output.

FIG. 6 is a diagram for explaining the operation of the vehicle control device 200. The “target torque” in the figure is a target torque output from the target torque determination unit 110. The "accelerator torque" is a torque conversion value obtained by the target torque determination unit 110 from the accelerator opening degree. The "assist torque" is the assist torque S1 output from the feedback controller 123.

If the coefficient table T41 and the multiplication unit 201 are not provided, a constant assist torque can be obtained as shown in the figure when the load weight and the gradient are constant, and the target torque obtained by adding the accelerator torque and the assist torque is also constant. Become. On the other hand, in the present embodiment, the vehicle speed is increased after the meet point (connection timing) of the clutch is set, and the assist torque is decreased by the coefficient table T41 and the multiplication unit 201. As a result, the target torque approaches the accelerator torque as the vehicle speed increases. Further, in the present embodiment, when the actual acceleration increases to a predetermined value or more after the clutch meet timing (connection timing), the assist torque is reduced by the coefficient table T41 and the multiplication unit 201. As a result, the target torque approaches the accelerator torque as the vehicle speed increases.

By doing so, the intervention of the assist torque can be limited to the necessary situations, and the decrease in drivability due to the intervention of the assist torque can be suppressed.

For example, the gradient detection unit 133 detects the gradient of the traveling road surface by using the acceleration sensor. In this case, the gradient can be detected almost accurately when the vehicle is stopped, but the error of the gradient detection increases as the traveling acceleration of the vehicle increases. As a result, the error of the assist torque also becomes large. According to the configuration of the present embodiment, the assist torque is reduced as the actual acceleration increases, so that the influence of the error can be suppressed.

FIG. 7, which is shown by assigning the same reference numerals to the portions corresponding to those in FIG. 1, shows another configuration example of the vehicle control device. In the vehicle control device 300, the torque conversion unit 124 is omitted as compared with the vehicle control device 100 of FIG. Further, instead of the starting target torque determining unit 121, the starting target acceleration determining unit 321 is provided. As a result, the assist torque determination unit 320 in FIG. 7 determines the assist torque S1 on an acceleration basis. That is, the "torque" in the assist torque determining unit 120 in the above-described embodiment can be read as "acceleration". Although not shown, the assist torque determination unit 320 actually has a torque conversion unit that converts acceleration into torque in the subsequent stage of the feedback controller 123 or the feedback controller 123, and finally the assist torque S1. Is output.

<4> Summary As described above, according to the present embodiment, the vehicle control devices 100, 200, and 300 determine the target torque of the driving force source based on the input parameters including the accelerator opening information. Assist torque that determines assist torque information (assist torque S1) as the input parameters to the first target torque determination unit (target torque determination unit 110) and the first target torque determination unit (target torque determination unit 110). The assist torque determination units 120, 220, and 320 have determination units 120, 220, and 320, and the assist torque determination units 120, 220, and 320 include a slope detection unit 133 that detects the road surface gradient, a load load detection unit 132 that detects the load, and a road surface gradient. With the target torque / target acceleration determination unit (start target torque determination unit 121 / start target acceleration determination unit 321) that determines the target torque or target acceleration based on the information and load load information and the accelerator opening information. , The acceleration sensor 131 that detects the running acceleration, the actual acceleration obtained by the acceleration sensor 131 or its torque conversion value, and the target torque / target acceleration determination unit (start target torque determination unit 121 / start target acceleration determination unit 321). ) And the difference calculation unit 122 that calculates the difference between the two, and the first target torque determination unit (target torque determination unit 110) is the difference calculation unit 122 of the assist torque determination units 120, 220, and 320. The target torque of the drive source is determined by using the difference output from and the accelerator opening information as input parameters.

In this way, the difference between the actual acceleration obtained by the acceleration sensor 131 or its torque conversion value and the output of the target torque / target acceleration determination unit (start target torque determination unit 121 / start target acceleration determination unit 321). The first target torque determination unit (target torque determination unit 110) includes the difference calculation unit 122 for calculating the difference, and the difference output from the difference calculation unit 122 of the assist torque determination units 120, 220, 320. Since the target torque of the drive source is determined by using the accelerator opening information and the accelerator opening information as input parameters, drivability and fuel efficiency can be improved.

Further, according to the present embodiment, the target torque / target acceleration determination unit (starting target torque determining unit 121 / starting target acceleration determining unit 321) of the assist torque determining units 120, 220, 320 has information on the road surface gradient. It has a weighted addition unit (see FIG. 4) that obtains a weighted addition value by weighting and adding information on the load and the load, and obtains a target torque or a target acceleration based on the weighted addition value and accelerator opening information. Output.

Further, according to the present embodiment, in the weighting addition unit (see FIG. 4), the weighting coefficient multiplied by the road surface gradient information and the weighting coefficient multiplied by the load load information are complementary values to each other. is there.

Further, according to the present embodiment, the vehicle control devices 100 and 200 are based on the determination results of the initial start state determination unit 140 for determining that the vehicle is in the initial start state and the initial start state determination unit 140. Further, the first target torque determination unit (target torque determination unit 110) further includes a selection unit (selection switch 150) for selecting whether or not to use the assist torque information determined by the assist torque determination unit 120.

Further, according to the present embodiment, the target torque / target acceleration determination unit (starting target torque determining unit 121 / starting target acceleration determining unit 321) of the assist torque determining units 120, 220, 320 has information on the road surface gradient. The target torque or the target acceleration is determined based on the load load information, the accelerator opening information, and the clutch position.

Further, according to the present embodiment, the starting target torque / target acceleration determination step for determining the target torque or the target acceleration at the time of starting based on the road surface gradient information, the load load information, and the accelerator opening information. Using the difference acquisition step for obtaining the difference between the actual acceleration obtained by the acceleration sensor or the torque conversion value thereof and the target torque / target acceleration at the time of starting, the difference, and the accelerator opening information. The target torque determination step for determining the target torque of the drive source is included.

The above-described embodiments are merely examples of embodiment of the present invention, and the technical scope of the present invention should not be construed in a limited manner by these. That is, the present invention can be implemented in various forms without departing from its gist or its main features.

The present invention is widely applicable as a vehicle control device and method for determining a target torque of a drive source.

100, 200, 300 Vehicle control device 110 Target torque determination unit 120, 220, 320 Assist torque determination unit 121 Start target torque determination unit 122 Difference calculation unit 123 Feedback controller 124 Torque conversion unit 131 G sensor 132 Load load detection unit 133 Gradient detection unit 140 Start initial state determination unit 150 Selection switch 321 Start target acceleration determination unit S1 Assist torque

Claims (6)

A first target torque determination unit that determines the target torque of the driving force source based on the input parameters including the accelerator opening information, and
As the input parameter to the first target torque determination unit, an assist torque determination unit that determines assist torque information and an assist torque determination unit.
Have,
The assist torque determination unit is
Gradient detection unit that detects the road surface slope,
A load-bearing detector that detects the load and
A target torque / target acceleration determination unit that determines a target torque or a target acceleration based on the road surface gradient information, load load information, and accelerator opening information.
An accelerometer that detects running acceleration and
A difference calculation unit that outputs a difference between the actual acceleration obtained by the acceleration sensor or its torque conversion value and the output of the target torque / target acceleration determination unit.
Have,
The first target torque determination unit is
The target torque of the driving force source is determined by using the difference output from the difference calculation unit of the assist torque determining unit and the accelerator opening degree information as the input parameters.
Vehicle control device. The target torque / target acceleration determination unit of the assist torque determination unit is
It has a weighting addition unit that obtains a weighting addition value by weighting and adding the road surface gradient information and the load load information.
The target torque or the target acceleration is output based on the weighted addition value and the accelerator opening information.
The vehicle control device according to claim 1. In the weighting addition unit, the weighting coefficient multiplied by the road surface gradient information and the weighting coefficient multiplied by the load load information are complementary values to each other.
The vehicle control device according to claim 2. The vehicle control device is
The initial start state determination unit that determines that the vehicle is in the initial start state,
A selection unit that selects whether or not to use the assist torque information determined by the assist torque determination unit in the first target torque determination unit based on the determination result of the start initial state determination unit.
Have more,
The vehicle control device according to any one of claims 1 to 3. The target torque / target acceleration determination unit of the assist torque determination unit is
The target torque or target acceleration is determined based on the road surface gradient information, the load load information, the accelerator opening information, and the clutch position.
The vehicle control device according to any one of claims 1 to 4. Starting target torque / target acceleration determination step that determines the target torque or target acceleration at the time of starting based on the road surface gradient information, load load information, and accelerator opening information.
A difference acquisition step for obtaining a difference between the actual acceleration obtained by the acceleration sensor or its torque conversion value and the target torque / target acceleration at the time of starting.
A target torque determination step for determining a target torque of a driving force source using the difference and the accelerator opening information, and a target torque determination step.
Control methods for vehicles including.

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