Control device, inverter device, automobile, and control method

Abstract

The present invention provides a control device, an inverter device, a vehicle and a control method, which can perform deceleration and stop control without causing discomfort to passengers when stopping a vehicle. An ECU (3) that receives a stop instruction from the outside calculates a target angular acceleration calculation unit (41) in a target speed calculation unit (7) based on an actual angular acceleration α0 of a vehicle (1) and a preset target angular acceleration ζ. ＊ To calculate the target angular acceleration α ＊ In addition, the target angular velocity calculation unit (43) calculates the actual angular acceleration α0, the actual angular velocity ω0 and the target angular acceleration ζ ＊ To calculate the target angular velocity ω ＊ Then, according to the target angular acceleration α ＊ and the target angular velocity ω ＊ The vehicle (1) is controlled to stop according to the target speed.

Description

Technical Field

[0001] The present invention relates to a control device for a vehicle such as an electric vehicle, an inverter device, a vehicle, and a control method. Background Art

[0002] In vehicles such as electric vehicles and hybrid vehicles, an electronic control unit (ECU) determines the vehicle's running state, the driver's driving operation state, etc. based on detection signals from various sensors and signals from onboard devices.

[0003] Furthermore, with the recent development of autonomous driving of automobiles, there is a growing demand for good riding comfort not only when the vehicle is traveling but also when it is parked.

[0004] Patent document 1 discloses the following technology: the driving force of the vehicle is controlled according to the yaw rate correlation amount (steering speed), thereby controlling the movement of the vehicle with good responsiveness to the driver's intentional steering operation, and when the steering speed is below a threshold, the vehicle's overreaction to slight steering operations is suppressed, and the movement of the vehicle is controlled so that the movement of the vehicle when traveling straight does not cause discomfort to the driver, and the movement desired by the driver is accurately achieved.

[0005] Patent Document 1: Japanese Patent Application Publication No. 2017-87889

[0006] The vehicle behavior control device described in Patent Document 1 uses the yaw rate (yaw acceleration) to perform the behavior control when the vehicle is steering. However, the yaw rate used in the control when steering the vehicle described in Patent Document 1 cannot be directly used for the control of the vehicle when parking.

[0007] As a result, there is a problem that, in the conventional technology, even if the motion control during steering can be performed, deceleration control for achieving good riding comfort during parking cannot be performed. Summary of the invention

[0008] The present invention has been made in view of the above-mentioned problems, and an object of the present invention is to enable deceleration control that does not cause discomfort to passengers when a vehicle is decelerated.

[0009] As a means to achieve the above-mentioned purpose and solve the above-mentioned problems, there is the following structure. That is, the first invention of the present application is a control device that receives a stop instruction from the outside and controls the deceleration of a vehicle, characterized in that the control device has: a unit for obtaining the actual angular velocity ω0 of the vehicle at the start of the deceleration and the actual angular acceleration α0 obtained by time-differentiating the actual angular velocity ω0; a unit for determining the actual angular acceleration α0 according to the actual angular acceleration α0 and a preset target angular acceleration ζ＊ To calculate the target angular acceleration α ＊ According to the actual angular acceleration α0, the actual angular velocity ω0 and the target angular acceleration ζ ＊ To calculate the target angular velocity ω ＊ and a control unit, which is based on the target angular acceleration α ＊ and the target angular velocity ω ＊ The vehicle is controlled to stop according to the target speed.

[0010] The second invention illustrated in the present application is an inverter device that drives an electric motor, and is characterized in that the inverter device has: a unit that generates a torque command signal for the electric motor in a manner that follows a target speed generated by a control device of the first invention illustrated above; and a unit that drives and controls the electric motor based on the torque command signal.

[0011] A third invention according to an example of the present application is a vehicle, characterized in that the vehicle includes the inverter device according to the second invention according to an example.

[0012] The fourth invention of the present application is a control method for controlling the deceleration of a vehicle by receiving a stop instruction from the outside, characterized in that the control method has the following steps: obtaining the actual angular velocity ω0 of the vehicle when the deceleration starts; performing time differentiation on the actual angular velocity ω0 to obtain the actual angular acceleration α0; and determining the actual angular acceleration α0 based on the actual angular acceleration α0 and a preset target angular acceleration ζ. ＊ To calculate the target angular acceleration α ＊ According to the actual angular acceleration α0, the actual angular velocity ω0 and the target angular acceleration ζ ＊ To calculate the target angular velocity ω ＊ ; and according to the target angular acceleration α ＊ and the target angular velocity ω ＊ The vehicle is controlled to stop at a target speed.

[0013] According to the present invention, good riding comfort can be achieved when the vehicle stops, and the time from the start of deceleration to the stop can be shortened. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a block diagram showing the overall configuration of a vehicle equipped with a vehicle electronic control device according to an embodiment of the present invention.

[0015] Figure 2 This is a block diagram showing the structure of the actual angular acceleration calculation unit of the ECU.

[0016] Figure 3This is an example of the frequency characteristics of a notch filter and a low-pass filter used for noise reduction.

[0017] Figure 4 1 is a block diagram showing the structure of a target speed calculation unit according to the first embodiment.

[0018] Figure 5 This is a flowchart showing the stop control of the first embodiment in chronological order.

[0019] Figure 6 This is an action timing chart for calculating the target angular velocity, etc. in the first embodiment.

[0020] Figure 7 This is an action timing diagram for calculating the target angular velocity, etc., according to the third embodiment.

[0021] Figure 8 This is an action timing diagram for calculating the target angular velocity, etc., according to the fourth embodiment.

[0022] Fig. 9 This is an action timing diagram for calculating the target angular velocity, etc. of the fifth embodiment.

[0023] Fig.10 The absolute value of the actual angular acceleration |α0'| and the maximum value of the target jerk ζ are shown. max Possible combinations of '.

[0024] Description of symbols

[0025] 1: vehicle; 2: vehicle control unit (VCU); 3: electronic control unit (ECU); 5: acceleration calculation unit; 7: target speed calculation unit; 8: speed calculation unit; 9: motor control unit (MCU); 10: inverter circuit; 11: transmission; 13a, 13b: wheels; 15: electric motor; 17: position detector; 21: accelerator pedal; 23: brake pedal; 25: brake control unit; 31: acceleration calculation unit; 33: notch filter; 35: low-pass filter; 41: target angular acceleration calculation unit; 43: target angular velocity calculation unit; 45: target angular acceleration storage unit; 47: timing calculation unit. DETAILED DESCRIPTION

[0026] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. Figure 1 It is a block diagram showing the overall configuration of a vehicle equipped with a vehicular electronic control device (hereinafter, also simply referred to as a control device) according to an embodiment of the present invention.

[0027] exist Figure 1In the figure, the vehicle 1 has the following parts: an electronic control unit (ECU: Electronic Control Unit) 3 as a motor control device; a vehicle control unit (VCU: Vehicle Control Unit) 2 as a superior control device (superior controller) of the ECU 3; a motor control unit (MCU: Motor Control Unit) 9, which drives the electric motor 15 according to the control signal from the ECU 3; and a transmission 11, which is connected to the electric motor 15 and transmits the rotational driving force of the electric motor 15 to the wheels 13a, 13b.

[0028] The vehicle 1 is, for example, an electric vehicle (EV), and includes a battery (not shown) that supplies driving power to the electric motor 15. The vehicle 1 is a vehicle that can automatically control the speed of acceleration, deceleration, and parking by operating a single pedal.

[0029] The automatic speed control here is, for example, the following control: one pedal has the functions of both an accelerator pedal and a brake pedal, and the vehicle is accelerated when the pedal stroke based on the driver's pedal operation is in a state of being stepped in from a specified position, and the vehicle is decelerated when it is in a state of returning from a specified position.

[0030] The ECU 3 is constituted by, for example, a microcomputer, which receives various signals and controls the entire ECU 3. The ECU 3 sends output signals corresponding to acceleration requests, deceleration requests, and stop requests for the vehicle 1 to the MCU 9, and controls the electric motor 15 to drive.

[0031] The ECU 3 also includes a read-only memory (ROM) storing various control programs in advance, and a storage unit storing a target angular acceleration, control results, calculation results, and the like described later.

[0032] The MCU 9 includes an inverter circuit 10 for supplying a driving current to the electric motor 15. The inverter circuit 10 is composed of a plurality of semiconductor switching elements, and is supplied with a motor driving power source from an external battery.

[0033] The switching element is also called a power element, and for example, a switching element such as a MOSFET (Metal-Oxide Semiconductor Field-Effect Transistor) or an IGBT (Insulated Gate Bipolar Transistor) is used.

[0034] The electric motor 15 is, for example, a three-phase brushless DC motor, and the semiconductor switching elements constituting the three-phase (U phase, V phase, W phase) inverter circuit 10 correspond to each phase of the electric motor 15. The electric motor 15 performs a power running operation as a motor that performs rotational drive and a regenerative operation in which the rotor receives rotational energy from a drive wheel and the like and operates as a generator.

[0035] The speed calculation unit 8 obtains the rotation angle of the electric motor 15 based on the signal from the position detector 17 disposed near the electric motor 15, and calculates the motor speed based on the rotation angle. As the position detector 17, for example, when a resolver is used, the detection accuracy of the rotation position and the durability under high temperature can be improved compared with a Hall element or the like. On the other hand, when a Hall element is used, a low-cost structure can be achieved compared with a resolver, an encoder, etc.

[0036] In the vehicle 1 , when the accelerator pedal 21 is operated by the driver, the accelerator opening sensor (not shown) detects the operation amount (accelerator opening). The VCU 2 generates a signal for controlling acceleration, deceleration, etc. of the vehicle 1 based on the accelerator opening information from the accelerator opening sensor.

[0037] When the brake pedal 23 is operated during automatic speed control, the VCU 2 sends a signal corresponding to the brake operation amount from a brake stroke sensor (not shown) to the brake control unit 25 via the ECU 3. The brake control unit 25 controls a brake mechanism 27 including a brake pad, a hydraulic mechanism, etc. to stop the vehicle 1.

[0038] In addition, regarding the braking control, a configuration including regenerative braking control for generating a braking force based on the regenerative amount of the electric motor 15 may be adopted.

[0039] VCU 2 switches between torque control (torque regulation) and speed control (speed regulation) when vehicle 1 is traveling. In the torque control, a target torque corresponding to the actual driving torque of the electric motor 15 is calculated, and control is performed so that the torque of the electric motor 15 follows the torque command value. In the speed control, control is performed (maintained) so that the actual rotation speed of the electric motor 15 becomes the target rotation speed.

[0040] During torque control, the VCU 2 calculates a torque command value for realizing the driving force (acceleration request, deceleration request) requested of the electric motor 15, for example, based on the depression amount of the accelerator pedal 21 and the vehicle speed, and inputs it as a command torque Trq* to the ECU 3. The ECU 3 generates a motor drive signal (PWM (Pulse Width Modulation) signal) corresponding to the command torque Trq*.

[0041] The motor drive signal generated by the ECU 3 is input to the inverter circuit 10 in the MCU 9 that functions as a drive circuit (motor drive circuit) for semiconductor switch elements. The semiconductor switch elements constituting the inverter circuit 10 are turned on / off controlled according to the motor drive signal, and a predetermined drive current is supplied from the inverter circuit 10 to the electric motor 15 to drive and control the electric motor 15.

[0042] On the other hand, during speed control, the acceleration calculation unit 5 of the ECU 3 calculates the acceleration α based on the angular velocity ω obtained by approximately differentiating the electrical angle of the motor. Here, at the timing when the stop request from the VCU 2 changes from "off" to "on", the angular velocity ω and the acceleration α are latched, and the actual angular acceleration α0 and the actual angular velocity ω0 are obtained.

[0043] The target speed calculation unit 7 calculates a target speed based on the actual angular acceleration α0 and the actual angular speed ω0, and inputs the target speed to the MCU 9. Then, the MCU 9 controls the rotation speed of the electric motor 15 based on the target speed from the target speed calculation unit 7.

[0044] Figure 2 1 is a block diagram showing the structure of the acceleration calculation unit 5 of the ECU. Figure 2 In the above-mentioned speed control, the acceleration calculation unit 31 calculates the actual angular acceleration based on the speed data. Here, the acceleration calculation unit 31 obtains the acceleration data by time-differentiating the speed data.

[0045] Regarding the signal output from the acceleration calculation unit 31, the notch filter 33 as a band elimination filter removes or reduces unnecessary mechanical resonance frequency components generated by the mechanical structure of the vehicle 1, etc. from the input actual angular acceleration signal. Here, the notch frequency of the notch filter 33 is determined according to the mechanical resonance frequency of the vehicle 1.

[0046] The signal output from the notch filter 33 is further input to the low-pass filter 35. The low-pass filter 35 reduces noises having a frequency higher than a certain frequency from various sensors from the output signal from the notch filter 33.

[0047] Figure 3 FIG. 3 shows an example of the frequency characteristics of the notch filter 33 and the low-pass filter 35. The notch filter 33 is, for example, a digital filter, and has an attenuation characteristic that uses the mechanical resonance frequency (for example, a frequency near 10 Hz) as the notch frequency (as f0). Figure 3 As indicated by the solid line in the middle, the amplitude gain is minimum at the notch frequency f0, and thus the notch filter 33 reduces the notch frequency component and the frequency components in the vicinity of the notch frequency component from the input signal and outputs the resultant signal.

[0048] The notch frequency f0 is a center frequency that attenuates an input signal. The frequency characteristic of the notch filter 33 can be expressed by a Q value that is a parameter indicating a notch width as shown in the following equation (a).

[0049] Q=f0 / (f2-f1)…(a)

[0050] In formula (a), f2-f1 is called the half-value width, such as Figure 3 As shown, the frequency f1 is lower than the frequency f0, and the frequency f1 is a frequency at which the amplitude is half of the resonance peak (the frequency at which the amplitude gain of the stopband is -3dB of the gain of the passband). The frequency f2 is higher than the frequency f0, and the frequency f2 is a frequency at which the amplitude is half of the resonance peak (the frequency at which the amplitude gain of the stopband is -3dB of the gain of the passband).

[0051] In the notch filter 33, the larger the Q value, the narrower the notch width. Figure 3 The Q value of the notch filter 33 having the characteristics shown is, for example, 0.7 to 0.8.

[0052] The low-pass filter 35 is, for example, a digital filter, and has the characteristic of reducing noise signal components above a certain frequency generated in the above-mentioned various sensors from the signal output by the notch filter 33. Figure 3 As indicated by the dashed line in FIG. 1 , the cutoff frequency fc of the low-pass filter 35 is set higher than the notch frequency f0 of the notch filter 33. The cutoff frequency fc is, for example, several hundred Hz, and more specifically, a frequency around 300 Hz.

[0053] The cutoff frequency fc of the low-pass filter 35 is determined according to the frequency of noise generated by various sensors mounted on the vehicle 1. The low-pass filter 35 is, for example, a first-order low-pass filter, thereby achieving a filtering performance (attenuation rate) of -20 dB / dec. In addition, the order of the low-pass filter 35 is not limited to the first order.

[0054] Furthermore, by using a low-pass filter, it is possible to reduce unnecessary sensor noise included in the acceleration data.

[0055] In this way, in the acceleration calculation unit 5, by combining the notch filter 33 and the low-pass filter 35 with different frequency characteristics, the unnecessary noise signal components contained in the acceleration data output from the acceleration calculation unit 31 can be reduced, and the accurate actual angular acceleration can be calculated based on the required signal components.

[0056] Next, a method of generating a target speed in the vehicle electronic control device according to the present embodiment will be described.

[0057] <Example 1>

[0058] Figure 4 1 is a block diagram showing the structure of a target speed calculation unit according to the first embodiment. Figure 4 The target speed calculation unit 7 shown in the figure includes, for example, a target angular acceleration storage unit 45, which stores, for example, a target angular acceleration ζ which is determined in advance by test riding or the like in consideration of the ride comfort of the vehicle. ＊ .

[0059] The target angular acceleration calculation unit 41 calculates the target angular acceleration zeta based on the actual angular acceleration α0 obtained by the acceleration calculation unit 5 and the target angular acceleration zeta stored in the target angular acceleration storage unit 45. ＊ To calculate the target angular acceleration α ＊ The target angular velocity calculation unit 43 calculates the target angular acceleration ζ based on the actual angular acceleration α0 and the actual angular velocity ω0 obtained by the acceleration calculation unit 5 and the target angular acceleration ζ stored in the target angular acceleration storage unit 45. ＊ To calculate the target angular velocity ω ＊ .

[0060] In addition, although the target angular jerk is also referred to as a target angular jump degree, the term will be collectively referred to as the target angular jerk in the following description.

[0061] The timing calculation unit 47 calculates the target angular jerk ζ based on the actual angular acceleration α0, the actual angular velocity ω0, and the target angular jerk ζ. ＊ To calculate the switch ζ as described later ＊ The timing t1 and α ＊ and ω ＊ The timing calculation unit 47 calculates the results t1 and t2 as ζ ＊ The output timing and switching timing of the target angular acceleration calculation unit 41 and the target angular velocity calculation unit 43 are inputted thereto.

[0062] Figure 5 1 is a flowchart showing the stop control of the first embodiment in chronological order, wherein the stop control of the first embodiment includes the calculation processing of the target angular velocity and the like in the electronic control unit (ECU) 3. Figure 6 This is an action timing chart for calculating the target angular velocity, etc. in the first embodiment.

[0063] The electronic control unit (ECU) 3 controls the driving force according to the stroke of the accelerator pedal 21 to accelerate the vehicle 1 , and controls the braking force according to the return of the accelerator pedal 21 (for example, the return amount of the accelerator pedal from the reference point) to decelerate the vehicle 1 .

[0064] The closer the accelerator opening of the accelerator pedal 21 is to 0, the greater the braking force for decelerating the vehicle 1. When the accelerator opening is 0, the braking force for decelerating the vehicle 1 is the largest. Therefore, when the driver operates the accelerator pedal 21 during the automatic speed control as described above and the vehicle 1 is decelerated to a speed below a certain speed and the accelerator opening indicating the operation state of the accelerator pedal 21 becomes 0, the vehicle control unit (VCU) 2 outputs a stop command to the ECU 3.

[0065] Therefore, in Figure 5 In step S11, when receiving the stop command from the VCU 2, the ECU 3 determines that the vehicle 1 has shifted from the above-mentioned torque control to the speed control, and then executes a process for stopping the vehicle (stop control).

[0066] In step S13, the ECU 3 obtains acceleration data (acceleration signal) by time-differentiating the speed of the vehicle 1 obtained by the speed calculation unit 8 through the acceleration calculation unit 5. Specifically, when the speed control (stop request) from the VCU 2 changes from "off" to "on", the acceleration α is latched and the actual angular acceleration α0 is obtained.

[0067] Here, the frequency component corresponding to the mechanical resonance frequency of the vehicle 1 is reduced from the acceleration signal by the notch filter 33. Furthermore, the sensor noise component having a certain frequency or higher is reduced from the output signal from the notch filter 33 by the low-pass filter 35 to obtain the actual angular acceleration α0.

[0068] The speed of the vehicle 1 is obtained based on, for example, the rotation speed of the electric motor 15 or the rotation speed of the wheels 13 a and 13 b .

[0069] In the next step S15 , the ECU 3 latches the angular velocity ω through the acceleration calculation unit 5 at the timing when the speed control (stop request) from the VCU 2 changes from “OFF” to “ON”, and acquires the actual angular velocity ω0.

[0070] Then, in step S17, the ECU 3 uses the timing calculation unit 47 to calculate the target angular acceleration ζ according to the actual angular acceleration α0, the actual angular velocity ω0, and the following equation (1): ＊ , use equation (3) to calculate the switching ζ ＊ Then, use equation (4) to calculate α ＊ and ω ＊ The timing t2 at which both are 0. In addition, by performing calculations so as to minimize t2, the stopping distance of the vehicle 1 can be minimized.

[0071] Specifically, the timing calculation unit 47 obtains z ＊ The switching timing t1 makes the switching timing t2, α＊ and ω ＊ becomes 0. As described above, α0 is the actual angular acceleration when the stop instruction based on the stop command starts, and ω0 is the actual angular velocity when the stop instruction starts.

[0072]

Mathematical formula 1

[0073]

[0074] In formula (1), ζ0 = n·ζ max , n is a function represented by the following equation (2). In equation (2), sgn(x) is a sign function that returns 1 when x>0, returns -1 when x<0, and returns 0 when x=0.

[0075]

Mathematical formula 2

[0076]

[0077]

Mathematical formula 3

[0078]

[0079]

Mathematical formula 4

[0080]

[0081] In steps S19, S23, and S27, the ECU 3 determines the elapsed time t from receiving the stop command to starting the vehicle to decelerate to a stop. If 0 < t ≤ t1 ("Yes" in step S19), in step S21, the target angular acceleration storage unit 45 outputs ζ0 as the target angular acceleration ζ as shown in equation (1): ＊ .

[0082] In step S33, the target angular acceleration calculation unit 41 performs an integration operation with α0 and ζ0 as inputs, thereby obtaining the target angular acceleration α as shown in the following equation (5): ＊ =α0+ζ0t(0<t≤t1).

[0083] More specifically, when 0<t≤t1, in step S21, as Figure 6 As shown in the action timing diagram (c), the maximum jerk -ζ is set max As the target angular acceleration ζ0.

[0084]

Mathematical formula 5

[0085]

[0086] In the next step S35, the target angular velocity calculation unit 43, which receives α0, ω0, and ζ0 as input, performs an integration operation to obtain the target angular velocity ω as shown in the following equation (6). ＊ =ω0+α0t+ζ0t 2 / 2(0<t≤t1).

[0087]

Mathematical formula 6

[0088]

[0089] Then, in step S37, the target angular acceleration α obtained in steps S33 and S35 is ＊ and the target angular velocity ω ＊ The signal is sent to the motor control unit (MCU) 9, and the MCU 9 performs motor control based on the target speed.

[0090] When the elapsed time t from the start of deceleration to the stop is t1<t≤t2 (“Yes” in step S23), in step S25, the target angular acceleration storage unit 45 outputs -ζ0 as the target angular acceleration ζ as shown in equation (1). ＊ .

[0091] In this case, in step S33, the target angular acceleration calculation unit 41 performs an integration operation with α0 and -ζ0 as inputs, thereby obtaining the target angular acceleration α shown in equation (5): ＊ =α0+2ζ0t1-ζ0t(t1<t≤t2) In the next step S35, the target angular velocity calculation unit 43 inputs α0, ω0, and -ζ0, and performs an integration operation to obtain the target angular velocity ω shown in the following equation (6): ＊ =ω0-ζ0t1 2 +(2ζ0t1+α0)t-ζ0t 2 / 2(t1<t≤t2).

[0092] Then, in step S37, the target angular acceleration α obtained in steps S33 and S35 is converted to ＊ and the target angular velocity ω ＊ The signal is sent to the motor control unit (MCU) 9, and the MCU 9 performs motor control based on the target speed.

[0093] In addition, when t1<t≤t2, in step S25, Figure 6 As shown in the action timing diagram (c), the maximum jerk ζ is set max As the target angular acceleration ζ0.

[0094] On the other hand, if the elapsed time t from the start of deceleration satisfies t2<t (YES in step S27), then in step S29, ζ is set to ＊ = 0, in the next step S31, as shown in equations (5) and (6), the target angular acceleration α is set ＊ =0, target angular velocity ω ＊ =0.

[0095] Thus, by setting the target angular acceleration ζ to ＊ From the maximum jerk -ζ max Switch to ζ max ,like Figure 6 As shown in the action timing diagram (b), when 0<t≤t1, the target angular acceleration α ＊ Increase in the negative direction to increase the deceleration. When t1<t≤t2, the target angular acceleration α ＊ Control in the positive direction, that is, the direction of brake reduction.

[0096] Thus, the electric motor 15 starts to decelerate and stops (t=0 to t2), and the acceleration changes continuously. max By maximizing the jerk (limiting it) within a certain range, good ride comfort can be achieved during deceleration and the time (distance) until the vehicle stops can be shortened.

[0097] In step S39 , the ECU 3 determines whether the vehicle 1 equipped with the electric motor 15 driven to rotate according to the target speed is stopped (the speed becomes 0). Then, before the vehicle 1 stops, the electric motor 15 is controlled based on the target speed.

[0098] In the above control, once the target angular acceleration ζ is determined ＊ , the target speed is determined accordingly. Thus, by applying the above speed control to the traction motor of the vehicle that performs automatic speed control, the target angular acceleration is made constant and the target angular acceleration is changed continuously, thereby improving the ride comfort when stopping even under conditions such as a slope (slope holding state). In other words, maintaining the state before entering the slope holding state for stopping control can improve the ride comfort.

[0099] <Example 2>

[0100] In the above-mentioned embodiment 1, the switching ζ is calculated. ＊ The timing t1 and α ＊ and ω ＊ At the timing t2 when both become 0, control may be performed instead of this calculation.

[0101] In the stop control of the second embodiment, at the timing t1, (α ＊ ) 2 / ω ＊ =-2nζ max Therefore, t1 and t2 are not calculated, and control is performed during the time t from when the vehicle 1 starts to decelerate to when it stops, so that |ω ＊ |≤(α ＊ ) 2 / 2ζ max When the target angular acceleration ζ is established, ＊ , and in ω ＊ When the target angular acceleration α becomes smaller than the specified value, ＊ 、Target angular velocity ω ＊ and the target angular acceleration ζ ＊ becomes 0.

[0102] Therefore, there is no need to calculate the target angular acceleration ζ ＊ By using the switching time t1 and the target stop time t2, the acceleration during the stop control can be corrected in the ECU 3.

[0103] <Example 3>

[0104] In the stop control of the first embodiment, if the actual angular velocity ω0 at the start of the stop instruction is large, the absolute value of the angular acceleration halfway to the stop is too large, and it is assumed that the passenger may feel uncomfortable.

[0105] Therefore, in the third embodiment, when the absolute value |α| of the angular acceleration of the vehicle 1 exceeds the maximum acceleration α which is preset so as not to make the passengers feel uncomfortable, max In the case of ＊ The absolute value of is maintained at a constant value α max , until |ω ＊ |≤α max 2 / 2ζ max Established.

[0106] Specifically, if Figure 7 As shown in the action timing diagram (b), when the absolute value of the target angular acceleration |α| exceeds the maximum acceleration -α max At time A, the target angular acceleration ζ ＊ From the maximum jerk -ζ max Then, the target angular jerk ζ is set to ＊ Constant (maintained at 0) until |ω ＊ |≤α max 2 / 2ζ max At the time B, the＊ Switch from 0 to maximum jerk ζ max .

[0107] Therefore, in Example 3, considering that even if the angular acceleration changes slowly, the passengers may feel uncomfortable when the angular acceleration exceeds the allowable amount, a limit is set on the angular acceleration to prevent the absolute value from becoming too large, thereby eliminating the situation where the passengers feel uncomfortable when the vehicle stops.

[0108] <Example 4>

[0109] When the absolute value of the actual angular acceleration α0 is greater than the absolute value of the actual angular velocity ω0 at the start of the stop instruction, if the target velocity is calculated based on this, for example, Figure 8 As shown by reference numeral 51 in the action timing diagram (a), the target speed will cross 0. That is, if Figure 8 If the angular acceleration indicated by reference numeral 55 in the action timing diagram (b) is calculated in the same manner as in the first embodiment, the target speed will cross 0.

[0110] In such a case, the target speed changes from decreasing (characteristic curve convex downward) to increasing (characteristic curve convex upward). Therefore, the vehicle 1 temporarily moves backwards from the forward state to the stop, and the stop is not smooth, so the passengers feel uncomfortable.

[0111] Therefore, in the stop control of the fourth embodiment, in order to prevent the target speed from becoming negative, the angular acceleration at the start of the stop is limited. Figure 8 As shown in the action timing diagram (b), the angular acceleration α0 (labeled 55) is changed to an angular acceleration α0′ (labeled 57) which is smaller than the angular acceleration α0.

[0112] Specifically, the absolute value of the actual angular acceleration |α0| when the vehicle 1 starts to decelerate is √(2|ω0ζ max |) to calculate the target speed. In this case, if Figure 8 As shown in the action timing diagrams (a) and (b), the angular acceleration is limited so that α ＊ and ω ＊ On the other hand, since the control is performed in the direction of reducing the angular acceleration α0, as shown by reference numeral 59 in the action timing diagram (c), the target angular acceleration ζ ＊ There is no change before and after limiting α0.

[0113] Thus, by limiting the actual angular acceleration at the start of deceleration, it is possible to prevent the target angular velocity ω from ＊ By crossing 0, the vehicle can be stopped without temporarily reversing from the forward state.

[0114] <Example 5>

[0115] Assuming that the target speed crosses 0 as in the fourth embodiment, as the fifth embodiment, Fig. 9 As shown in the action timing diagram (c), the target angular acceleration ζ is set ＊ The maximum jerk is limited from ζ max (No. 71) is relaxed to ζ max ' (reference numeral 73) stop control.

[0116] Specifically, the absolute value of the actual angular acceleration |α0′| when the vehicle starts to decelerate is calculated by setting |α0|>|α0′|, and the maximum value ζ of the target angular acceleration is calculated by max ′ is set to (α0') 2 / |2ω0|. In this way, by temporarily relaxing the target angular acceleration, it is possible to prevent the target angular velocity ω ＊ By crossing 0, the vehicle can be stopped without temporarily moving backward from the forward state. Fig.10 The absolute value of the actual angular acceleration |α0'| and the maximum value of the target jerk ζ are shown. max Possible combinations of '.

[0117] The stop control described in the above-mentioned fourth and fifth embodiments including the method of calculating the target angular velocity etc. may be executed separately, or the stop control using the fourth and fifth embodiments in combination may be adopted.

[0118] As described above, when receiving a stop instruction from the outside, the vehicle electronic control device of this embodiment performs a stop operation according to the actual angular acceleration α0 of the vehicle and the preset target angular acceleration ζ. ＊ To calculate the target angular acceleration α ＊ , and according to the actual angular acceleration α0, the actual angular velocity ω0 and the target angular acceleration ζ ＊ To calculate the target angular velocity ω ＊ , based on the target angular acceleration α calculated ＊ and the target angular velocity ω ＊ The target speed is controlled to stop the vehicle.

[0119] In addition, by switching the target angular acceleration ζ determined in advance with consideration of riding comfort ＊ , and control is performed so that the acceleration and speed of the vehicle simultaneously become 0 at the target stopping time, thereby enabling vehicle control that suppresses unnatural changes in acceleration during parking and achieving natural riding comfort.

[0120] In this way, by keeping the angular acceleration of the vehicle constant at the maximum value within the allowable range and continuously changing the angular acceleration when the vehicle stops, good riding comfort can be achieved even under conditions such as a slope (slope holding state), and the time from the start of deceleration to stopping can be shortened.

[0121] In addition, the actual angular velocity ω0 and the actual angular acceleration α0 are calculated based on the signal after the mechanical resonance frequency component of the vehicle is reduced by using a notch filter and the sensor noise component is further reduced by using a low-pass filter. As a result, the target speed can be generated based on the speed data and acceleration data after unnecessary noise is reduced, and the vehicle can be decelerated without discomfort.

[0122] For example, in an inverter device that drives an electric motor, a torque command signal for the electric motor is generated in a manner that follows a target speed generated by the above-mentioned vehicle electronic control device, and the electric motor is driven and controlled according to the torque command signal, thereby enabling control of the inverter device based on the target speed during deceleration.

[0123] Furthermore, by providing the above-described inverter device in an automobile or the like, the automobile or the like can be smoothly stopped during deceleration.

Claims

1. A control device for controlling the deceleration of a vehicle that travels using the driving force of an electric motor mounted thereon, receiving a stop instruction from an external device, wherein: When the actual angular velocity ω0 and the actual angular acceleration α0 are respectively set to values ​​calculated from the electrical angle of the electric motor, The control device has: a unit for obtaining the actual angular velocity ω0 at the start of the deceleration and the actual angular acceleration α0 obtained by time-differentiating the actual angular velocity ω0; According to the actual angular acceleration α0 and the preset target angular acceleration ζ ＊ To calculate the target angular acceleration α ＊ Units; According to the actual angular acceleration α0, the actual angular velocity ω0 and the target angular acceleration ζ ＊ To calculate the target angular velocity ω ＊ Units; as well as A control unit, which controls the angular acceleration according to the target angular acceleration α ＊ and the target angular velocity ω ＊ The vehicle is controlled to stop at a target speed. The control unit performs control during the time from when the vehicle starts to decelerate to when it stops, so that ＊ |≤(α ＊ ) 2 / 2ζ max When the target angular acceleration ζ is established, ＊ , and in ω ＊ When the target angular acceleration α becomes smaller than the specified value, ＊ , the target angular velocity ω ＊ And the target angular acceleration ζ ＊ becomes 0.

2. The control device according to claim 1, wherein: The control unit determines to set the target angular acceleration ζ ＊ Switch to +ζ max or -ζ max Any one of the time t1, so that the target angular acceleration α ＊ and the target angular velocity ω ＊ Both become 0 at the target stop time t2.

3. The control device according to claim 2, wherein: When the time from the start of deceleration of the vehicle to the stop is t, when 0<t≤t1, the target angular jerk ζ is ＊ Let +n·ζ max , n is 1 or -1, when t1<t≤t2, the target angular acceleration ζ ＊ Let -n·ζ max , when t2<t, the target angular acceleration ζ ＊ Set to 0.

4. The control device according to claim 1, wherein: The control unit controls the vehicle when the absolute value of the angular acceleration |α| exceeds a preset maximum acceleration α max In the case of ＊ The absolute value of is maintained at a constant value α max , until |ω ＊ |≤α max 2 / 2ζ max Established.

5. The control device according to claim 1, wherein: The actual angular acceleration α0 when the vehicle starts to decelerate is set to √(2|ω0ζ max |) to calculate the target speed.

6. The control device according to claim 1, wherein: The actual angular acceleration α0′ when the vehicle starts to decelerate is set to α0<α<√(2|ω0ζ max |) to calculate, and the maximum value of the target angular acceleration ζ max Let (α0') 2 / |2ω0|.

7. The control device according to any one of claims 1 to 6, wherein: The actual angular velocity ω0 and the actual angular acceleration α0 are respectively the angular velocity and the angular acceleration after filtering by a notch filter and / or a low-pass filter.

8. An inverter device for driving an electric motor, wherein: The inverter device comprises: a unit for generating a torque command signal for the electric motor in such a manner as to follow a target speed generated by the control device according to any one of claims 1 to 7; as well as A unit controls driving of the electric motor according to the torque command signal.

9. An automobile comprising the inverter device according to claim 8.

10. A control method for controlling the deceleration of a vehicle that travels using the driving force of an electric motor mounted thereon, receiving a stop instruction from an external device, wherein: When the actual angular velocity ω0 and the actual angular acceleration α0 are respectively set to values ​​calculated from the electrical angle of the electric motor, The control method has the following steps: Determine the actual angular velocity ω0 when starting the deceleration; Differentiate the actual angular velocity ω0 with respect to time to obtain the actual angular acceleration α0; According to the actual angular acceleration α0 and the preset target angular acceleration ζ ＊ To calculate the target angular acceleration α ＊ ; According to the actual angular acceleration α0, the actual angular velocity ω0 and the target angular acceleration ζ ＊ To calculate the target angular velocity ω ＊ ; as well as According to the target angular acceleration α ＊ and the target angular velocity ω ＊ The vehicle is controlled to stop at a target speed. The control unit controls the vehicle during the time from when the vehicle starts to decelerate to when it stops, so that ＊ |≤(α ＊ ) 2 / 2ζ max When the target angular acceleration ζ is established, ＊ , and in ω ＊ When the target angular acceleration α becomes smaller than the specified value, ＊ , the target angular velocity ω ＊ And the target angular acceleration ζ ＊ becomes 0.

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