Control device, manager, system, control method, and vehicle

Abstract

To provide a controller and the like which can control driving force of a vehicle to be any value.SOLUTION: A controller mounted on a vehicle comprises: a reception part which receives presence or absence of operation by a driver and longitudinal acceleration obtained from an operation support system; and a distribution part which distributes a request regarding brake according to the longitudinal acceleration received by the reception part into at least one of a plurality of actuators based on the presence or absence of the operation by the driver received by the reception part.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a control device for controlling a driving force of a vehicle, a manager system, a control method, and a vehicle equipped with a manager. [Background technology]

[0002] Patent Document 1 describes a driving support device that performs constant speed driving control to keep the vehicle speed constant when driving downhill with the brake pedal in the OFF state and the accelerator opening not larger than a predetermined threshold. In the driving support device described in Patent Document 1, when the total tire braking force calculated based on engine braking and running resistance is insufficient for the required braking force required to drive the vehicle at a set constant speed, the device compensates for the insufficient braking force with the brakes and limits the gear shift, thereby reducing discomfort due to gear shift shock, vibration, etc. during constant speed driving control. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2012-192875 A Summary of the Invention [Problem to be solved by the invention]

[0004] As described in Patent Document 1, when coasting downhill and using the brakes to generate the necessary braking force without downshifting, if the load on the brakes becomes too large, the braking effectiveness may decrease due to a fade phenomenon.

[0005] On the other hand, instead of suppressing downshifts as in Patent Document 1, control to maintain a constant speed by transmission control is also conceivable. However, in a vehicle equipped with a stepped automatic transmission (AT), the braking force generated by the AT is discrete, making it difficult to maintain a constant vehicle speed by transmission control. In addition, when a large braking force is required, there is a problem that the engine speed increases, generating vibrations and noise, which can be annoying to the user.

[0006] Therefore, an object of the present invention is to provide a control device and the like that can control the driving force of a vehicle to an arbitrary value. [Means for solving the problem]

[0007] One embodiment of the present invention is a control device mounted on a vehicle, comprising a reception unit that receives whether or not a driver has performed an operation and longitudinal acceleration obtained from a driving assistance system, and a distribution unit that distributes a request for braking corresponding to the longitudinal acceleration received by the reception unit to at least one of a plurality of actuators based on the whether or not a driver has performed an operation received by the reception unit. Effect of the Invention

[0008] According to the present invention, it is possible to provide a control device and the like that can control the driving force of a vehicle to an arbitrary value. [Brief description of the drawings]

[0009] [Figure 1] Functional block diagram of a driving force control device according to an embodiment [Diagram 2] FIG. 2 is a diagram for explaining an overview of the driving force control performed by the driving force control device shown in FIG. [Diagram 3] A flowchart showing an example of a control process executed by the driving force control device shown in FIG. [Figure 4] A flowchart showing a part of the control process continued from FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] (overview) The driving force control device of the present invention adjusts the vehicle's driving force by changing the gear ratio of the powertrain when the vehicle is coasting and the driver is not operating the accelerator or brake, and realizes the desired driving force by generating braking force by applying brakes to compensate for any braking force deficiency.

[0011] (Embodiment) <Configuration> FIG. 1 is a functional block diagram of a driving force control device according to an embodiment.

[0012] The driving force control device 1 is a device for controlling the driving force of a vehicle equipped with a powertrain 11 and a brake 12, and includes a required driving force calculation unit 2, a powertrain control unit 3, a braking force calculation unit 4, and a brake control unit 5. The powertrain 11 may also be called a drivetrain. In this embodiment, an example will be described in which the powertrain 11 includes an engine and a stepped automatic transmission (AT), but the driving force control device according to this embodiment can also be applied to a vehicle equipped with a continuously variable transmission (CVT) instead of an AT, in which the CVT is used like a stepped transmission.

[0013] When the vehicle is in a coasting state in which neither the accelerator pedal nor the brake pedal is being operated by the driver, the required driving force calculation unit 2 calculates the required driving force Fx * Calculate the required driving force Fx * is the required acceleration Gx * The required driving force Fx can be calculated based on the deviation between the actual acceleration Gx and the actual acceleration Gx. * The required acceleration Gx * By calculating the required acceleration Gx based on the deviation between the required acceleration Gx and the actual acceleration Gx, the responsiveness of the driving force control can be improved. * is the required speed Vx required by the driving assistance system, etc. *Alternatively, the required driving force calculation unit 2 may calculate the required driving force based on the deviation between the actual speed Vx, which is a measurement value of the actual speed, and the required acceleration Gx calculated by a driving assistance system or the like. * You may also obtain the following.

[0014] The powertrain control unit 3 calculates the required driving force Fx * and the driving force Fxmin realized by the powertrain in a coasting state, the gear ratio of the powertrain is controlled based on the driving force Fxmin realized by the powertrain in a coasting state. The driving force Fxmin realized by the powertrain in a coasting state is the driving force realized at the current gear ratio (gear stage) when the engine is fully closed (the minimum driving force at the current gear ratio). The gear ratio control performed by the powertrain control unit 3 will be described in detail later.

[0015] The braking force calculation unit 4 calculates the required driving force Fx * is smaller than the driving force Fxmin realized when the engine is fully closed with the current gear ratio, the brake braking force Fxbrk required to realize the required driving force is calculated. The brake braking force Fxbrk is expressed by the following formula. If the driving force of the vehicle is the force in the vehicle's traveling direction, the braking force for braking the vehicle is a negative driving force. Required driving force Fx * is smaller than the driving force Fxmin realized when the engine is fully closed at the current gear ratio, it is necessary to add a braking force (negative driving force) to the driving force Fxmin realized when the engine is fully closed at the current gear ratio. Therefore, the braking force shortage during coasting, which cannot be generated by the powertrain 11, is generated by the brake 12 as the brake braking force Fxbrk, thereby increasing the required driving force Fx * To achieve this. Fxbrk=Fx * -Fxmin

[0016] The brake control unit 5 controls the brake 12 to apply the braking force calculated by the braking force calculation unit 4. A force Fxbrk is generated in the brake 12.

[0017] FIG. 2 is a diagram for explaining an outline of the driving force control performed by the driving force control device shown in FIG. 1. In FIG. 2, the thick solid line indicates the required driving force Fx * 2. The thick long dashed line represents the time change in driving force Fxmin realized by the powertrain 11, and the thick short dashed line represents the time change in braking force Fxbrk generated by the brake. The 6th-speed fully closed driving force, the 5th-speed fully closed driving force, and the 4th-speed fully closed driving force shown in Fig. 2 correspond to the driving force Fxmin realized by the powertrain 11 when the engine is fully closed at the 6th-speed gear ratio, the 5th-speed gear ratio, and the 4th-speed gear ratio, respectively.

[0018] Required driving force Fx in Figure 2 * The graph in Fig. 1 shows an example in which the vehicle enters a downhill road, and then coasts without accelerator or brake operation, and the required driving force decreases over time (the required braking force increases) to maintain a constant vehicle speed. Required driving force Fx * As the driving force Fxbrk decreases, the powertrain control unit 3 changes the gear ratio by downshifting, thereby decreasing the driving force generated by the powertrain 11 (increasing the braking force) as shown by the thick long dashed line in FIG. 2. However, since the magnitude of the driving force that can be realized by the gear ratio control of the powertrain 11 is discrete, it is difficult to realize the required driving force only by the control of the powertrain 11 by the powertrain control unit 3. Therefore, in this embodiment, the brake control unit 4 controls the brake 12 in cooperation with the control of the powertrain 11 by the powertrain control unit 3, thereby generating the brake braking force Fxbrk shown by the short dashed line in FIG. 2. As a result, a required driving force of any value can be generated by the sum of the driving force realized by the powertrain 11 and the braking force generated by the brake 12.

[0019] The gear ratio control of the powertrain 11 by the powertrain control unit 3 is preferably performed as follows.

[0020] When the power train control unit 3 can stepwise switch the gear ratio for each of a plurality of gear stages, a first threshold value for downshifting and a second threshold value for upshifting are set for each gear stage (gear ratio) with respect to the value of the required driving force. The first threshold value can be set to a value smaller than the driving force Fxmin realized by the power train 11 at full engine closure in each gear stage by Fxd, for example. On the other hand, the second threshold value is smaller than the driving force Fxmin realized by the power train 11 at full engine closure in each gear stage by Fxu and is larger than the first threshold value (where |Fxu| < |Fxd|).

[0021] The power train control unit 3 determines whether the required driving force Fx * changes to a value less than the first threshold value of the current gear stage, and when the state where the required driving force Fx * is less than the first threshold value of the current gear stage (the state satisfying Fx * < Fxmin - Fxd) continues for a predetermined time, the gear stage of the power train 11 is reduced by one stage. Also, the power train control unit 3 determines whether the required driving force Fx * changes to a value greater than the second threshold value of the current gear stage, and when the state where the required driving force Fx * is greater than the second threshold value of the current gear stage (the state satisfying Fx * > Fxmin - Fxu) continues for a predetermined time, the gear stage of the power train 11 is increased by one stage. When downshifting is performed based on the first threshold value, in a situation where the required driving force Fx * decreases continuously as in the case of traveling downhill, the braking force by transmission control can be maximally utilized while downshifting to reduce the load on the brake 12. Also, when upshifting is performed based on the second threshold value, in a situation where the required driving force Fx * increases over time as in the case of a decreasing downhill gradient, the gear ratio can be switched in advance before the driving force becomes insufficient beyond the driving force Fxmin realized at full engine closure in the current gear stage.

[0022] <Control Process> ​​Hereinafter, the driving force control device according to this embodiment will be described with reference to FIGS. 1, 3, and 4. The control process will now be described.

[0023] Figures 3 and 4 are flowcharts showing an example of a control process executed by the driving force control device shown in Figure 1. The control process shown in Figures 3 and 4 is executed in response to detection of the occurrence of a coasting state in which neither the accelerator nor the brake is being operated by the driver.

[0024] Step S1: The required driving force calculation unit 2 calculates the required acceleration Gx * As described above, the required acceleration Gx * is the required speed Vx required by the driving assistance system, etc. * The required driving force calculation unit 2 can calculate the required acceleration Gx from the driving support system or the like. * If the above can be obtained, the process of step S1 can be omitted. Then, the process proceeds to step S2.

[0025] Step S2: The required driving force calculation unit 2 calculates the required driving force Fx * Calculate the required driving force Fx * is the required acceleration Gx calculated in step S1 * The actual acceleration Gx can be calculated based on the deviation between the actual acceleration Gx and the actual acceleration Gx, which is a measured value of the actual acceleration. Then, the process proceeds to step S3.

[0026] Step S3: The powertrain control unit 3 acquires the driving force Fxmin that the powertrain 11 realizes when the accelerator is fully closed in the current gear position. The powertrain control unit 3 can calculate the driving force Fxmin that is realized when the accelerator is fully closed in the current gear position based on, for example, a map or table prepared in advance.

[0027] Step S4: The powertrain control unit 3 calculates the required driving force Fx *is greater than the driving force Fxmin realized when the accelerator is fully closed in the current gear position for a certain period of time. The process of step S4 is a process for determining whether or not to repeat the coordinated control of the powertrain 11 and the brake 12. If the determination in step S4 is YES, the process proceeds to step S5, and otherwise the process proceeds to step S6.

[0028] Step S5: The powertrain control unit 3 turns OFF a flag Flg, which indicates whether or not cooperative control of the powertrain 11 and the brake 12 is being executed. When the flag Flg is ON, it indicates that cooperative control of the powertrain 11 and the brake 12 is being executed. Then, the process ends.

[0029] Step S6: The powertrain control unit 3 determines whether or not a flag indicating whether or not coordinated control of the powertrain 11 and the brake 12 is being executed is ON. If the determination in step S6 is YES, the process proceeds to step S7, otherwise the process proceeds to step S8.

[0030] Step S7: The powertrain control unit 3 sets the parameter Sn representing the gear position to the gear position Sl stored after the previous control. When the coordinated control of the powertrain 11 and the brake 12 is being executed, the required driving force Fx is calculated by the process of step S11 or S12 described later. * Depending on the value of , a downshift or upshift may be performed and the gear position may change from the initial value (the gear position set in step S8 described later). Therefore, in step S7, the gear position Sl stored after the processing of steps S10 to S13 described later is executed is obtained and set to Sn. Then, the processing proceeds to step S10 in FIG.

[0031] Step S8: The powertrain control unit 3 sets the parameter Sn representing the gear position to the current gear position S. After that, the process proceeds to step S9.

[0032] Step S9: The powertrain control unit 3 turns ON a flag Flg, which indicates whether or not cooperative control between the powertrain 11 and the brake 12 is being executed. After that, the process proceeds to step S10 in FIG.

[0033] Step S10: The powertrain control unit 3 calculates the required driving force Fx * is equal to or greater than the first threshold value (Fxmin-Fxd) for downshifting set for the current gear stage, the required driving force Fx * is changed to a state where it is less than the first threshold value, and the required driving force Fx * It is determined whether the required driving force Fx is less than the first threshold value for a predetermined period of time. * The determination as to whether the state in which the required driving force Fx is less than the first threshold value continues for a predetermined period of time is made based on the * This is to eliminate a situation in which the state where the transmission speed is equal to or greater than the first threshold value and a state where the transmission speed is less than the first threshold value frequently switch in a short period of time, and to accurately determine a case where a downshift is required. If the determination in step S10 is YES, the process proceeds to step S11, and otherwise the process proceeds to step S12.

[0034] Step S11: The powertrain control unit 3 downshifts the gear stage Sn of the transmission of the powertrain 11 by one stage (that is, increases the gear ratio), After that, the process proceeds to step S14.

[0035] Step S12: The powertrain control unit 3 calculates the required driving force Fx * is equal to or less than the second threshold (Fxmin-Fxu) for shifting up set for the current gear stage, the required driving force Fx * exceeds the second threshold, and the required driving force Fx * It is determined whether the required driving force Fx exceeds the second threshold value for a predetermined period of time. * The determination as to whether the state in which the required driving force Fx exceeds the second threshold value continues for a predetermined period of time is made by *This is to eliminate a situation in which the state where the torque exceeds the second threshold and the state where the torque is equal to or less than the second threshold frequently switches in a short period of time, and to accurately determine a case where an upshift is required. If the determination in step S12 is YES, the process proceeds to step S13, and otherwise the process proceeds to step S14.

[0036] Step S13: The powertrain control unit 3 shifts up the gear Sn of the transmission of the powertrain 11 by one step (that is, reduces the gear ratio), After that, the process proceeds to step S14.

[0037] Step S14: The powertrain control unit 3 stores the gear position Sn by setting it in the parameter Sl. After that, the process proceeds to step S15.

[0038] Step S15: The powertrain control unit 3 acquires the driving force Fxmin that the powertrain 11 realizes when the accelerator is fully closed in the current gear position. As in the process of step S3, the powertrain control unit 3 can calculate the driving force Fxmin that is realized when the accelerator is fully closed in the current gear position, for example, based on a map or table prepared in advance. Note that if the determination in step S12 is NO and the gear position has not been changed, the process of step S15 may be omitted. After that, the process proceeds to step S16.

[0039] Step S16: The braking force calculation unit 4 calculates the required driving force Fx * Based on the driving force Fxmin that the powertrain 11 realizes when the accelerator is fully closed in the current gear position, which is acquired in step S15, the brake braking force Fxbrk to be generated by the brake 12 is calculated. * -Fxmin) After that, the process proceeds to step S17.

[0040] Step S17: The brake control unit 5 controls the brake 12 to generate the braking force Fxbrk calculated in step S16 in the brake 12. After that, the process proceeds to step S1 in FIG.

[0041] <Effects, etc.> The driving force control device 1 according to the present invention changes the gear ratio of the powertrain 11 in a coasting state in which neither the accelerator nor the brake is being operated by the driver, thereby adjusting the driving force (braking force) Fxmin generated by the powertrain 11 to the required driving force Fx * The required driving force Fx is increased or decreased according to the braking force Fxbrk generated by the brake 12 to compensate for the insufficient braking force. * By controlling the gear ratio of the powertrain 11 and the brake 12 in a coordinated manner, the load on the brake 12 can be reduced compared to when the brake 12 is used alone to control the driving force. In addition, since the brake 12 compensates for the braking force that cannot be achieved by controlling the gear ratio of the powertrain 11 alone, it is possible to suppress gear shift shocks, vibrations, and the like that occur when the gear ratio of the powertrain 11 is changed. [Industrial Applicability]

[0042] The present invention can be used as a driving force control device that controls the driving force of a vehicle. [Explanation of symbols]

[0043] 1. Driving force control device 2. Required driving force calculation section 3 Powertrain control section 4 Braking force calculation section 5 Brake control unit 11 Powertrain 12 Brake

Claims

1. A control device mounted on a vehicle, a reception unit that receives information on the presence or absence of an operation by a driver and longitudinal acceleration acquired from a driving assistance system; A control device comprising: a distribution unit that distributes a request for braking according to longitudinal acceleration received by the reception unit to at least one of a plurality of actuators based on the presence or absence of an operation by the driver received by the reception unit.

2. A manager mounted on a vehicle, a reception unit that receives information on the presence or absence of an operation by a driver and longitudinal acceleration acquired from a driving assistance system; The manager includes a distribution unit that distributes a request for braking according to the longitudinal acceleration received by the reception unit to at least one of a powertrain system including the powertrain actuator and a brake system including a brake actuator based on the presence or absence of an operation by the driver received by the reception unit.

3. A manager mounted on a vehicle, a reception unit that receives information on whether an accelerator pedal and a brake pedal are operated and longitudinal acceleration acquired from a driving assistance system; The manager includes a distribution unit that distributes a request for braking according to the longitudinal acceleration received by the reception unit to at least one of a powertrain system including the powertrain actuator and a brake system including a brake actuator based on the presence or absence of an operation by the driver received by the reception unit.

4. A system including a manager mounted on a vehicle, a powertrain system including a powertrain actuator, and a brake system including a brake actuator, The manager: a reception unit that receives information on the presence or absence of an operation by a driver and longitudinal acceleration acquired from a driving assistance system; A system comprising: a distribution unit that distributes a request for braking according to longitudinal acceleration received by the reception unit to at least one of the powertrain system and the brake system based on the presence or absence of an operation by the driver received by the reception unit.

5. A control method executed by a manager mounted on a vehicle, comprising: receiving information on whether or not a driver has performed an operation and longitudinal acceleration obtained from a driving assistance system; and distributing the received request for braking according to the longitudinal acceleration to at least one of a powertrain system including the powertrain actuator and a brake system including a brake actuator based on the presence or absence of the received operation by the driver.

6. A vehicle equipped with a manager, The manager: a reception unit that receives information on the presence or absence of an operation by a driver and longitudinal acceleration acquired from a driving assistance system; A distribution unit distributes a received request for braking according to longitudinal acceleration to at least one of a plurality of actuators based on the presence or absence of the received operation by the driver.

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