WO2025258077A1 - Dispositif de commande de véhicule et procédé de commande de véhicule - Google Patents

Dispositif de commande de véhicule et procédé de commande de véhicule

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Publication number
WO2025258077A1
WO2025258077A1 PCT/JP2024/021756 JP2024021756W WO2025258077A1 WO 2025258077 A1 WO2025258077 A1 WO 2025258077A1 JP 2024021756 W JP2024021756 W JP 2024021756W WO 2025258077 A1 WO2025258077 A1 WO 2025258077A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
gain
accelerator operation
operation amount
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/JP2024/021756
Other languages
English (en)
Japanese (ja)
Inventor
和弥 細山
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Subaru Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Subaru Corp filed Critical Subaru Corp
Priority to PCT/JP2024/021756 priority Critical patent/WO2025258077A1/fr
Publication of WO2025258077A1 publication Critical patent/WO2025258077A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • 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
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • This disclosure relates to a vehicle control device installed in a vehicle and a vehicle control method executed by the vehicle control device.
  • Patent Documents 1 and 2 Various technologies have been proposed to operate vehicles more safely (see, for example, Patent Documents 1 and 2).
  • JP 2011-205799 A Japanese Patent Application Laid-Open No. 2005-124287
  • a vehicle control device is a device capable of controlling a vehicle driven by a motor.
  • This vehicle control device is equipped with a control unit that derives a target torque by adding a periodically fluctuating torque to a required torque corresponding to an accelerator operation amount, and controls the torque of the motor based on the derived target torque.
  • This control unit is capable of changing the gain of the fluctuating torque based on the amount of change per unit time in the accelerator operation amount.
  • a vehicle control method is a method capable of controlling a vehicle that runs by motor drive. This vehicle control method includes the following two steps. (A) Deriving a target torque by adding a periodically fluctuating torque to the required torque according to the accelerator operation amount, and controlling the torque of the motor based on the derived target torque. (B) Changing the gain of the fluctuating torque based on the amount of change per unit time of the accelerator operation amount.
  • FIG. 1 is a diagram illustrating an example of functional blocks of a vehicle according to an embodiment of the present disclosure.
  • 2A is a diagram showing an example of a waveform of a required torque
  • FIG. 2B is a diagram showing an example of a waveform of a fluctuating torque
  • FIG. 2C is a diagram showing an example of a waveform of a target torque.
  • FIG. 3 is a diagram showing an example of a waveform of the target torque.
  • FIG. 4 is a diagram showing an example of a procedure for deriving a target torque in the vehicle of FIG.
  • FIG. 5 is a diagram showing a modified example of the procedure for deriving the target torque in the vehicle of FIG. Fig.
  • FIG. 6(A) is a diagram showing an example of a waveform of torque fluctuation.
  • Fig. 6(B) is a diagram showing an example of target torque.
  • Fig. 6(C) is a diagram showing an example of the amount of change over time in accelerator operation amount or the amount of change over time in required torque.
  • Fig. 6(D) is a diagram showing an example of the on/off state of a torque fluctuation control activation switch.
  • FIG. 7 is a diagram showing a modified example of the waveform of the target torque.
  • Fig. 8(A) is a diagram showing an example of a waveform of torque fluctuation.
  • Fig. 8(B) is a diagram showing an example of target torque.
  • FIG. 8(C) is a diagram showing an example of the amount of change over time in accelerator operation amount or the amount of change over time in required torque.
  • Fig. 8(D) is a diagram showing an example of the on/off state of the torque fluctuation control activation switch.
  • FIG. 9 is a diagram showing a modified example of the procedure for deriving the target torque in the vehicle of FIG.
  • FIG. 10 is a diagram showing a modified example of the procedure for deriving the target torque in the vehicle of FIG.
  • FIG. 11 is a diagram showing a modified example of the functional blocks of the vehicle shown in FIG.
  • motor output is smoother than engine output. This provides a smooth feel in all driving conditions, for example, when driving straight, changing lanes, or turning.
  • driver information information from the vehicle
  • Vehicle grip decreases in the rain or on snowy or icy roads with low friction coefficients, resulting in even less driver information than on dry roads. This makes it difficult for the driver to grasp road conditions and the vehicle's grip. As a result, the tire's slip limit can easily be exceeded, causing slippage and resulting in the vehicle spinning or understeer.
  • one approach is to derive a target torque by adding a periodically fluctuating torque to the required torque according to the acceleration request, and then control the motor torque based on the derived target torque (see, for example, Patent Documents 1 and 2).
  • a target torque by adding a periodically fluctuating torque to the required torque according to the acceleration request, and then control the motor torque based on the derived target torque.
  • Patent Documents 1 and 2 there are situations where there is little demand for such torque control, and conversely, situations where there is a lot of demand for such torque control, and there is a need to perform torque control that corresponds to the level of demand in each situation. It is desirable to provide a vehicle control device and vehicle control method that can perform torque control that corresponds to the level of demand in each situation.
  • FIG. 1 illustrates an example of functional blocks of a vehicle 1 according to an embodiment of the present disclosure.
  • the vehicle 1 is capable of traveling by motor drive.
  • the vehicle 1 includes, for example, a sensor unit 10, a storage unit 20, a control unit 30, a control flag input unit 40, and a motor 50.
  • the control unit 30 corresponds to a specific example of a "vehicle control device" or "control unit” according to an embodiment of the present disclosure.
  • the sensor unit 10 is configured to include various sensors mounted on the vehicle 1.
  • the sensor unit 10 has an accelerator operation amount sensor 11 and a vehicle state amount sensor 12.
  • the sensor unit 10 may also have sensors other than those described above.
  • the accelerator operation amount sensor 11 is capable of detecting the amount of accelerator operation from the amount of depression of the accelerator pedal.
  • the accelerator operation amount sensor 11 is capable of outputting data on the detected amount of accelerator operation (accelerator operation amount data) to the control unit 30.
  • the vehicle state quantity sensor 12 is capable of detecting vehicle state quantities, which are information indicating the state of the vehicle 1.
  • the vehicle state quantity sensor 12 is capable of outputting time series data (vehicle state quantity data) about the detected vehicle state quantities to the control unit 30.
  • the vehicle state quantity sensor 12 is configured to include, as sensors capable of detecting vehicle state quantities, for example, a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, a steering angle sensor, and a steering torque sensor.
  • the vehicle speed sensor is capable of detecting the speed of the vehicle 1 (vehicle speed).
  • the vehicle speed sensor is capable of outputting time series data (vehicle speed data) about the detected vehicle speed to the control unit 30.
  • the acceleration sensor is capable of detecting the acceleration applied to the vehicle 1.
  • the acceleration sensor is capable of outputting time series data (acceleration data) about the detected acceleration in three directions (longitudinal acceleration, lateral acceleration, and vertical acceleration) to the control unit 30.
  • the angular velocity sensor is capable of detecting the angular velocity of the vehicle 1.
  • the angular velocity sensor is capable of outputting time series data (angular velocity data) about the detected three angular velocities (yaw angular velocity, roll angular velocity, and pitch angular velocity) to the control unit 30.
  • the steering angle sensor is capable of detecting the steering angle (steering angle) of the steering wheel of the vehicle 1.
  • the steering angle sensor is capable of outputting time series data (steering angle data) about the detected steering angle to the control unit 30.
  • the steering torque sensor is capable of detecting the steering torque generated by the driver's steering wheel operation.
  • the steering torque sensor is capable of outputting time series data (steering torque data) about the detected steering torque to the control unit 30.
  • the memory unit 20 stores thresholds 21.
  • the thresholds 21 include, for example, thresholds th1 and th2 for the time change in accelerator operation amount dAc/dt or the time change in required torque Tr dTr/dt.
  • the memory unit 20 stores, for example, a control flag 22 input from a control flag input unit 40 described below.
  • the control flag 22 includes an identifier indicating whether the driving mode is a "torque fluctuation control mode" or a "normal mode.”
  • “Torque fluctuation control mode” refers to a mode in which torque control is performed by oscillating the target torque Tg at a low frequency.
  • Normal mode refers to a mode in which torque control is performed according to the required torque Tr without oscillating the target torque Tg at a low frequency.
  • the memory unit 20 may store, for example, a program executed by the control unit 30.
  • This program is a program that causes the control unit 30 to execute a series of procedures for controlling the entire vehicle 1.
  • the memory unit 20 is composed of, for example, RAM (Random Access Memory), ROM (Read Only Memory), auxiliary storage devices (hard disks, etc.), etc.
  • the control unit 30 is capable of controlling the entire vehicle 1.
  • the control unit 30 is, for example, a so-called ECU (Electronic Control Unit), and is configured to include, for example, one or more processors and one or more memories.
  • the control unit 30 may also be configured to include, for example, a CPU (Central Processing Unit). In this case, the control unit 30 may be capable of controlling the entire vehicle 1, for example, by executing a program stored in the memory unit 20.
  • the control unit 30 is capable of controlling the vehicle 1, which is driven by a motor.
  • the control unit 30 has a driving control unit 31, for example, as shown in FIG. 1.
  • the driving control unit 31 is capable of controlling the driving of the vehicle 1 (for example, the torque of the motor 50).
  • the driving control unit 31 has a required torque derivation unit 32, a variable torque derivation unit 33, and a motor torque control unit 34, for example, as shown in FIG. 1.
  • the required torque derivation unit 32 is capable of deriving the required torque Tr (see Figure 2(A)) according to the acceleration request.
  • the acceleration request refers to the depression of the accelerator pedal or a variation in the amount of depression of the accelerator pedal.
  • the required torque derivation unit 32 is capable of deriving the required torque Tr according to the amount of accelerator operation.
  • Figure 2(A) shows an example of the change over time in the required torque Tr obtained when the driver depresses the accelerator pedal at a constant speed over time.
  • the acceleration request may be made by the driver during manual driving, or by the cruise control unit 31 during automated driving.
  • the required torque derivation unit 32 is capable of deriving the amount of torque (required torque Tr) that should be generated by the motor 50 based on accelerator operation amount data obtained from the accelerator operation amount sensor 11.
  • the fluctuating torque derivation unit 33 is capable of deriving the fluctuating torque Tf (see Figure 2(B)), which fluctuates periodically.
  • the fluctuating torque Tf is used to provide driver information to the driver by intentionally changing the behavior of the vehicle 1.
  • Figure 2(B) shows an example of how the fluctuating torque Tf changes over time.
  • the fluctuating torque Tf is expressed by multiplying the gain G by the base torque Tf0.
  • the fluctuation range of the fluctuating torque Tf is, for example, a value in the range of several percent to several tens of percent of the magnitude of the required torque Tr.
  • the frequency of the fluctuating torque Tf (base torque Tf0) is, for example, a value in the range of 10 Hz to 30 Hz.
  • the waveform of the fluctuating torque Tf (base torque Tf0) is, for example, a rectangular or sine waveform.
  • the fluctuation range, frequency, and waveform of the fluctuating torque Tf are not limited to the above specific examples.
  • the fluctuating torque derivation unit 24 may, for example, be capable of changing at least one of the fluctuation range, frequency, and waveform of the base torque Tf0 depending on the magnitude of the required torque Tr.
  • the fluctuating torque derivation unit 24 may, for example, be capable of keeping at least one of the fluctuation range, frequency, and waveform of the base torque Tf0 constant regardless of the magnitude of the required torque Tr.
  • the fluctuating torque derivation unit 33 is capable of changing the gain G of the fluctuating torque Tf based on the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr.
  • the fluctuating torque derivation unit 33 is capable of deriving the time change dAc/dt of the accelerator operation amount based on the accelerator operation amount data obtained from the accelerator operation amount sensor 11.
  • the fluctuating torque derivation unit 33 is capable of deriving the time change dTr/dt of the required torque Tr based on the required torque Tr obtained from the required torque derivation unit 32.
  • the fluctuation torque derivation unit 33 is capable of changing the gain G to a larger value as the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr increases.
  • the fluctuation torque derivation unit 33 is capable of setting the gain G to a first gain (gain G1).
  • the gain G1 is a value greater than 0.
  • the gain G1 may be zero (0).
  • the gain G is set to gain G1.
  • Figure 3 shows an example of the waveform of the target torque Tg when the torque fluctuation control activation switch is changed from off to on at time ta.
  • the variable torque derivation unit 33 is capable of setting the gain G to a second gain (gain G2) when the time change in the accelerator operation amount dAc/dt or the time change in the required torque Tr dTr/dt is equal to or greater than threshold th1 and smaller than threshold th2.
  • Gain G2 is a value greater than gain G1. For example, when the time change in the accelerator operation amount dAc/dt or the time change in the required torque Tr dTr/dt is equal to or greater than threshold th1 and smaller than threshold th2 ( ⁇ 2), as shown in Figure 3, gain G is set to gain G2.
  • the variable torque derivation unit 33 is capable of setting the gain G to a third gain (gain G3) when the time change in the accelerator operation amount dAc/dt or the time change in the required torque Tr dTr/dt is equal to or greater than the threshold value th2. For example, when the time change in the accelerator operation amount dAc/dt or the time change in the required torque Tr dTr/dt is ⁇ 3, which is equal to or greater than the threshold value th2, as shown in Figure 3, the gain G is set to gain G3.
  • the variable torque derivation unit 33 may be capable of correcting the thresholds th1 and th2 based on the vehicle state quantity data obtained by the vehicle state quantity sensor 12, and replacing the thresholds th1 and th2 included in the thresholds 21 in the memory unit 20 with the thresholds th1 and th2 obtained by the correction.
  • the motor torque control unit 34 When the driving mode is normal mode, the motor torque control unit 34 is able to set the required torque Tr as the target torque Tg and control the torque of the motor 50 based on the set target torque Tg.
  • the motor torque control unit 34 When the driving mode is torque fluctuation control mode, the motor torque control unit 34 is able to derive the target torque Tg (see Figure 2(C)) by adding the fluctuation torque Tf to the required torque Tr and control the torque of the motor 50 based on the derived target torque Tg.
  • Figure 2(C) shows an example of how the target torque Tg changes over time.
  • Figure 2 (C) shows an example of the waveform of the target torque Tg when the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr is ⁇ 1 ( ⁇ 1 ⁇ th1), an example of the waveform of the target torque Tg when the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr is ⁇ 2 (th1 ⁇ ⁇ 2 ⁇ th2), and an example of the waveform of the target torque Tg when the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr is ⁇ 3 (th2 ⁇ ⁇ 3).
  • the motor torque control unit 34 is able to determine whether or not it is necessary to add the fluctuating torque Tf to the required torque Tr based on the control flag 22. For example, when the control flag 22 indicates torque fluctuation control mode, the motor torque control unit 34 is able to derive the target torque Tg by adding the fluctuating torque Tf to the required torque Tr. For example, when the control flag 22 indicates normal mode, the motor torque control unit 34 is able to set the required torque Tr as the target torque Tg without adding the fluctuating torque Tf to the required torque Tr.
  • the control flag input unit 40 is capable of receiving input of the control flag 22 from the driver.
  • the control flag input unit 40 is, for example, a paddle shift attached to the steering wheel.
  • the control flag input unit 40 can store "1" as the control flag 22 in the memory unit 20.
  • the control flag input unit 40 can store "0" as the control flag 22 in the memory unit 20.
  • the control flag input unit 40 can store "1" as the control flag 22 in the memory unit 20.
  • control flag 22 When control flag 22 is "1", it means, for example, that the mode is torque fluctuation control mode. When control flag 22 is "0", it means, for example, that the mode is normal mode in which periodic torque fluctuation control is not performed. Note that the values that control flag 22 can take are not limited to those mentioned above.
  • the motor 50 is configured to drive the steered wheels of the vehicle 1.
  • the motor 50 is capable of driving the steered wheels of the vehicle 1 in accordance with the target torque Tg input from the motor torque control unit 34.
  • the steered wheels refer to at least one of the front wheels and the rear wheels.
  • One motor 50 may be provided for the front wheels, and one may be provided for the rear wheels.
  • the driving control unit 31 may be capable of controlling the motor 50 for the front wheels and the motor 50 for the rear wheels in common. Furthermore, the driving control unit 31 may be capable of controlling the motor 50 for the front wheels and the motor 50 for the rear wheels independently of each other.
  • Fig. 4 is a diagram for explaining an example of a procedure for deriving the target torque Tg.
  • the driving control unit 31 acquires an acceleration request from the accelerator operation amount sensor 11 (step S101). Next, the driving control unit 31 derives a required torque Tr according to the acquired acceleration request (step S102). Next, when the control flag 22 input from the control flag input unit 40 indicates torque fluctuation control mode (step S103; Y), the driving control unit 31 determines whether the time change in the accelerator operation amount dAc/dt is smaller than the threshold value th1 (step S104). If the time change in the accelerator operation amount dAc/dt is smaller than the threshold value th1 (step S104; Y), the driving control unit 31 sets the gain G of the fluctuation torque Tr to G1 (step S105). The driving control unit 31 further sets the target torque Tg to Tr + G1 ⁇ Tf (step S106).
  • step S104 If the time change in accelerator operation amount dAc/dt is greater than or equal to threshold th1 (step S104; Y), it is determined whether the time change in accelerator operation amount dAc/dt is greater than or equal to threshold th1 and less than threshold th2 (step S107). If the time change in accelerator operation amount dAc/dt is greater than or equal to threshold th1 and less than threshold th2 (step S107; Y), the cruise control unit 31 sets the gain G of the fluctuating torque Tr to G2 (step S108). The cruise control unit 31 further sets the target torque Tg to Tr + G2 ⁇ Tf (step S109).
  • the cruise control unit 31 sets the gain G of the fluctuating torque Tr to G3 (step S110).
  • the cruise control unit 31 further sets the target torque Tg to Tr + G3 ⁇ Tf (step S111). In this manner, the target torque Tg is derived.
  • the driving control unit 31 controls the torque of the motor 50 based on the derived target torque Tg. In this way, the torque of the motor 50 is controlled.
  • step S112 which is provided in place of step S104
  • the cruise control unit 31 may use the time change in required torque Tr dTr/dt instead of the time change in accelerator operation amount dAc/dt to determine the magnitude relationship between the time change in required torque Tr dTr/dt and threshold value th1.
  • step S113 which is provided in place of step S107
  • the cruise control unit 31 may use the time change in required torque Tr dTr/dt instead of the time change in accelerator operation amount dAc/dt to determine the magnitude relationship between the time change in required torque Tr dTr/dt and threshold values th1 and th2.
  • Figure 6(A) shows an example of the waveform of fluctuation torque Tf.
  • Figure 6(B) shows an example of target torque Tg.
  • Figure 6(C) shows an example of the time change dAc/dt of accelerator operation amount or the time change dTr/dt of required torque Tr.
  • Figure 6(D) shows the on/off state of the torque fluctuation control activation switch.
  • the on/off state of the torque fluctuation control activation switch corresponds to the "1" or "0" of the control flag 22 described above.
  • the vehicle 1 is in a steady state, and the torque fluctuation control activation switch is off. Furthermore, the torque of the motor 50 is controlled by the target torque Tg, which does not have periodic torque fluctuations.
  • the driver inputs the control flag 22, which indicates the torque fluctuation control mode, via the control flag input unit 40 at time t0.
  • target torque Tg is set to Tr + G1 x Tf0 until time t2, set to Tr + G2 x Tf0 from time t2 to time t3, and set to Tr + G3 x Tf0 from time t3 onwards.
  • a target torque Tg is derived by adding a periodically fluctuating torque Tf to a required torque Tr corresponding to an acceleration request, and the torque of the motor 50 is controlled based on the derived target torque Tg.
  • the gain G of the fluctuating torque Tf then changes based on the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr.
  • the gain G of the fluctuating torque Tr increases as the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr increases. This allows the torque fluctuation to be increased in situations where there is a large torque fluctuation demand. Therefore, torque control can be performed according to the demand level for each situation.
  • gain G is set to gain G1.
  • gain G is set to gain G2.
  • gain G is set to gain G3.
  • the gain G of the fluctuating torque Tf may be allowed to change linearly in accordance with the change in the time change dAc/dt of the accelerator operation amount or the change in the time change dTr/dt of the required torque Tr, as shown in Figures 7 and 8.
  • Figure 7 shows a modified example of the waveform of the target torque.
  • Figure 8(A) shows an example of the waveform of the fluctuation torque Tf.
  • Figure 8(B) shows an example of the target torque Tg.
  • Figure 8(C) shows an example of the time change dAc/dt of the accelerator operation amount or the time change dTr/dt of the required torque Tr.
  • Figure 8(D) shows the on/off state of the torque fluctuation control activation switch.
  • the on/off state of the torque fluctuation control activation switch corresponds to the "1" and "0" of the control flag 22 described above.
  • the driver depresses the accelerator pedal at a constant acceleration over time.
  • the time change in accelerator operation amount dAc/dt or the time change in required torque Tr dTr/dt increases over time.
  • the target torque Tg is set to a value that increases over time.
  • Figure 9 is a diagram illustrating an example of the procedure for deriving the target torque Tg.
  • the driving control unit 31 acquires an acceleration request from the accelerator operation amount sensor 11 (step S201). Next, the driving control unit 31 derives a required torque Tr according to the acquired acceleration request (step S202). Next, when the control flag 22 input from the control flag input unit 40 indicates torque fluctuation control mode (step S203; Y), the driving control unit 31 derives the time change in accelerator operation amount dAc/dt based on the accelerator operation amount data obtained from the accelerator operation amount sensor 11 (step S204). Next, the driving control unit 31 derives a gain G of the fluctuation torque Tf using the derived time change in accelerator operation amount dAc/dt (step S204).
  • the driving control unit 31 controls the torque of the motor 50 based on the derived target torque Tg. In this way, the torque of the motor 50 is controlled.
  • the cruise control unit 31 may derive the time change dTr/dt of the required torque Tr instead of the time change dAc/dt of the accelerator operation amount in step S207, which is provided instead of the above-mentioned step S204. Furthermore, for example, as shown in FIG. 10, the cruise control unit 31 may derive the gain G of the required torque Tr using the time change dTr/dt of the required torque Tr instead of the time change dAc/dt of the accelerator operation amount in step S208, which is provided instead of the above-mentioned step S205.
  • the gain G of the fluctuating torque Tf changes linearly in response to changes in the amount of change in accelerator operation amount over time dAc/dt or the amount of change in required torque Tr over time dTr/dt. This allows torque fluctuations to be reduced when there is little torque fluctuation demand, and increased when there is a lot of torque fluctuation demand. This makes it possible to perform torque control that responds to the level of demand in each situation.
  • the driving control unit 31 may be configured to determine whether or not to add the fluctuating torque Tf to the required torque Tr based on the friction coefficient (estimated ⁇ ) of the road surface on which the vehicle 1 is traveling. For example, when the estimated ⁇ is below a predetermined value, the driving control unit 31 (motor torque control unit 34) may be configured to add the fluctuating torque Tf to the required torque Tr to derive the target torque Tg. For example, when the estimated ⁇ is equal to or greater than a predetermined value, the driving control unit 31 (motor torque control unit 34) may be configured to set the required torque Tr as the target torque Tg without adding the fluctuating torque Tf to the required torque Tr.
  • the driving control unit 31 further includes a road surface ⁇ estimation unit 35.
  • the road surface ⁇ estimation unit 35 is capable of estimating ⁇ based on, for example, road surface state quantity data input from the road surface state quantity sensor 13 described below.
  • the road surface ⁇ estimation unit 35 is capable of estimating the color and roughness of the road surface ahead of the vehicle 1 from, for example, camera image data.
  • the road surface ⁇ estimation unit 35 is capable of estimating the amount of moisture on the road surface on which the vehicle 1 is traveling based on, for example, outside air temperature data, road surface temperature data, and near-infrared data.
  • the road surface ⁇ estimation unit 35 is capable of estimating the road surface condition (e.g., dry, wet) and type of road surface (e.g., asphalt, snow, ice) on which the vehicle 1 is traveling based on, for example, laser light data.
  • the road surface ⁇ estimator 35 is capable of estimating the coefficient of friction (estimated ⁇ ) of the road surface on which the vehicle 1 is traveling, based on, for example, data obtained by estimation (for example, at least one of road surface color, road surface roughness, moisture content, road surface condition, and road surface type). Note that the road surface ⁇ estimator 35 may also be capable of estimating the estimated ⁇ using methods other than those described above.
  • the camera is capable of acquiring images of the area in front of the vehicle 1.
  • the camera is capable of outputting time series data (image data) about the acquired images to the control unit 30.
  • the outside air temperature sensor is capable of detecting the temperature around the vehicle 1.
  • the outside air temperature sensor is capable of outputting time series data (outside air temperature data) about the detected temperature to the control unit 30.
  • the road surface temperature sensor is capable of detecting the temperature of the road surface of the lane on which the vehicle 1 is traveling.
  • the road surface temperature sensor is capable of outputting time series data (road surface temperature data) about the detected temperature to the control unit 30.
  • the threshold value 21 in the storage unit 20 may further include one or more threshold values in addition to the two threshold values th1 and th2.
  • the traveling control unit 31 may set the gain G of the torque fluctuation Tf using three or more threshold values included in the threshold value 21 in the storage unit 20.
  • a vehicle control device capable of controlling a vehicle driven by a motor, a control unit that derives a target torque by adding a periodically fluctuating torque to a required torque corresponding to an accelerator operation amount, and controls the torque of the motor based on the derived target torque;
  • the control unit is capable of changing a gain of the torque fluctuation based on a change in the accelerator operation amount per unit time.
  • the control unit When the change rate per unit time of the accelerator operation amount is smaller than a first threshold value, the gain of the torque fluctuation is set to a first gain; when the change rate per unit time of the accelerator operation amount is equal to or greater than the first threshold value and smaller than a second threshold value that is greater than the first threshold value, the gain of the torque fluctuation is set to a second gain that is greater than the first gain;
  • the vehicle control device according to (1) or (3), wherein when the change rate per unit time of the accelerator operation amount is equal to or greater than the second threshold value, the gain of the torque fluctuation is set to a third gain that is greater than the second gain.
  • the first gain is zero.
  • a vehicle control method capable of controlling a vehicle driven by a motor, comprising: a torque controller for controlling the motor based on the target torque, the torque controller adding a periodically varying torque to the torque required in accordance with the accelerator operation amount; and changing a gain of the fluctuating torque based on an amount of change per time in the accelerator operation amount.
  • the control unit 30 shown in FIGS. 1 and 11 can be implemented by circuitry including at least one semiconductor integrated circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC), and/or at least one field-programmable gate array (FPGA).
  • the at least one processor can be configured to perform all or some of the functions of the control unit 30 shown in FIGS. 1 and 11 by reading instructions from at least one non-transitory, tangible computer-readable medium.
  • Such media can take various forms, including, but not limited to, various magnetic media such as hard disks, various optical media such as CDs or DVDs, and various semiconductor memories (i.e., semiconductor circuits) such as volatile or non-volatile memories.
  • Volatile memory can include DRAM and SRAM.
  • Non-volatile memory can include ROM and NVRAM.
  • An ASIC is an integrated circuit (IC) specialized to perform all or some of the functions of the control unit 30 shown in FIGS. 1 and 11.
  • An FPGA is an integrated circuit that is designed to be configurable after manufacture to perform all or part of the various functions of the control unit 30 shown in Figures 1 and 11.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Un dispositif de commande de véhicule selon un mode de réalisation de la présente divulgation est capable de commander un véhicule qui se déplace par entraînement de moteur. Le dispositif de commande de véhicule comprend une unité de commande qui dérive un couple cible en appliquant un couple variable, qui varie périodiquement, à un couple requis correspondant à la quantité d'actionnement d'accélérateur, et qui est capable d'effectuer une commande de couple moteur sur la base du couple cible dérivé. L'unité de commande est capable de modifier le gain du couple variable sur la base de la quantité de changement de la quantité d'actionnement de l'accélérateur par unité de temps.
PCT/JP2024/021756 2024-06-14 2024-06-14 Dispositif de commande de véhicule et procédé de commande de véhicule Pending WO2025258077A1 (fr)

Priority Applications (1)

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PCT/JP2024/021756 WO2025258077A1 (fr) 2024-06-14 2024-06-14 Dispositif de commande de véhicule et procédé de commande de véhicule

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PCT/JP2024/021756 WO2025258077A1 (fr) 2024-06-14 2024-06-14 Dispositif de commande de véhicule et procédé de commande de véhicule

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005124287A (ja) * 2003-10-15 2005-05-12 Toyota Motor Corp 車両用駆動制御装置
JP4754766B2 (ja) * 2000-06-28 2011-08-24 株式会社ブリヂストン 車両制御方法及び車両制御装置
JP2011205799A (ja) * 2010-03-25 2011-10-13 Gpm Kk 電気自動車の状態把握支援装置、状態把握支援方法、車両点検装置及び車両点検方法

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4754766B2 (ja) * 2000-06-28 2011-08-24 株式会社ブリヂストン 車両制御方法及び車両制御装置
JP2005124287A (ja) * 2003-10-15 2005-05-12 Toyota Motor Corp 車両用駆動制御装置
JP2011205799A (ja) * 2010-03-25 2011-10-13 Gpm Kk 電気自動車の状態把握支援装置、状態把握支援方法、車両点検装置及び車両点検方法

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