On-vehicle control device

Abstract

To adjust a plurality of kinds of braking control.SOLUTION: An on-vehicle control device executes: first braking control that realizes required deceleration only by regenerative drive of an electric motor; brake range braking control that does not allow variation in acceleration due to a change in a distribution ratio of the required deceleration when the required deceleration is realized by a distribution of the regenerative drive of the electric motor and operation of a brake device but allows variation in acceleration at the time of operation to a brake range; and second braking control that realizes the required deceleration by a free distribution of the regenerative drive of the electric motor and the operation of the brake device and does not allow variation in acceleration at the time of the operation to the brake range. When the second braking control is executed, the distribution of the deceleration by the operation of the brake device is matched with the distribution of the deceleration in the operation of the brake device in the brake range braking control, and when the second braking control is executed during execution of the first braking control, the execution of the first braking control is stopped.SELECTED DRAWING: Figure 3

Description

[Technical field]

[0001] The present disclosure relates to an on-board control device, and more particularly to an on-board control device that is mounted on an electric vehicle having an electric motor for driving, a power storage device that exchanges power with the electric motor, and a brake device that can apply a braking force to the vehicle, and controls the electric motor and the brake device. [Background technology]

[0002] Conventionally, as this type of in-vehicle control device, one that includes a first reception unit that receives a plurality of first requests from a plurality of ADAS applications, an arbitration unit that arbitrates the plurality of first requests, a calculation unit that calculates a second request based on the arbitration result by the arbitration unit, a distribution unit that distributes the second request to at least one of the control units of the plurality of actuator systems, and a second reception unit that receives driver operation information has been proposed (see, for example, Patent Document 1). This device is designed to easily perform arbitration processing of drive requests output from driving assistance applications. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2023-063370 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, when multiple requests are executed simultaneously, the above-mentioned on-board control device may not be able to satisfy each request. For example, during execution of downhill control that realizes the required deceleration only by regenerative driving of the electric motor, if ADAS (Advanced Driver-Assistance Systems) control, which realizes the required deceleration by freely distributing the regenerative driving of the electric motor and the operation of the brake device and does not allow fluctuations in acceleration when operating to the brake range, intervenes, and then, when an operation to the brake range is performed and brake range control is executed that realizes the required deceleration by distributing the regenerative driving of the electric motor and the operation of the brake device, a fluctuation in acceleration may occur when operating to the rake range that is not allowed by the ADAS control.

[0005] The main purpose of the on-board control device disclosed herein is to coordinate between a first braking control which achieves the required deceleration only by regenerative drive of the electric motor, a brake range braking control which does not allow fluctuations in acceleration due to changes in the distribution rate of the required deceleration when achieving the required deceleration by distributing the regenerative drive of the electric motor and the operation of the brake device, but does allow fluctuations in acceleration when operating into the brake range, and a second braking control which achieves the required deceleration by freely distributing the regenerative drive of the electric motor and the operation of the brake device, and does not allow fluctuations in acceleration when operating into the brake range. [Means for solving the problem]

[0006] The vehicle control device of the present disclosure employs the following means to achieve the above-mentioned main object. The vehicle-mounted control device disclosed herein is an on-board control device that is mounted on an electric vehicle having an electric motor that outputs a driving force and a braking force for the vehicle to run, an electric storage device that exchanges power with the electric motor, and a brake device that can apply a braking force to the vehicle, and controls the electric motor and the brake device, and is capable of executing a first braking control that realizes a required deceleration only by regenerative driving of the electric motor, a brake range braking control that does not allow fluctuations in acceleration associated with changes in the distribution rate of the required deceleration when realizing the required deceleration by distributing the regenerative drive of the electric motor and the operation of the brake device, but allows fluctuations in acceleration when operating into the brake range, and a second braking control that realizes the required deceleration by freely distributing the regenerative drive of the electric motor and the operation of the brake device, and does not allow fluctuations in acceleration when operating into the brake range, and is characterized in that, when executing the second braking control, the distribution of deceleration due to the operation of the brake device is made to match the distribution of deceleration due to the operation of the brake device in the brake range braking control, and the execution of the first braking control is stopped when the second braking control is executed while the first braking control is being executed.

[0007] When the on-board control device of the present disclosure executes the second braking control, it matches the distribution of deceleration due to the operation of the brake device with the distribution of deceleration in the operation of the brake device in the brake range braking control. As a result, even if an operation to the brake range is performed while the second braking control is being executed, there is no change in the operation of the brake device, and therefore no fluctuation in acceleration occurs. Then, when the second braking control is executed while the first braking control is being executed, the execution of the first braking control is stopped. As a result, it is possible to adjust the first braking control, the second braking control, and the brake braking control. [Brief description of the drawings]

[0008] [Figure 1] 1 is a diagram showing an outline of the configuration of an automobile 20 according to an embodiment. [Diagram 2] 6 is a flowchart showing an example of a second braking control intervention process. [Diagram 3]5 is an explanatory diagram showing a schematic diagram of a time change in each braking control and a required deceleration; FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] Next, an embodiment of the present disclosure will be described. Fig. 1 is a schematic diagram showing the configuration of an automobile 10 equipped with a main electronic control unit 30 as an on-board control device according to an embodiment of the present disclosure. As shown in the figure, the automobile 10 of the embodiment includes a motor 12, an inverter 14, a battery 16, a motor electronic control unit (hereinafter referred to as "motor ECU") 22, a brake device 24, a brake electronic control unit (hereinafter referred to as "brake ECU") 25, a steering device 26, and a main electronic control unit (hereinafter referred to as "main ECU") 30.

[0010] The motor 12 is configured as, for example, a synchronous generator motor. A rotor of the motor 12 is connected to a drive shaft 18 coupled to drive wheels 28a, 28b via a differential gear 27. The inverter 14 is connected to the battery 16 and also to the motor 12, and by controlling the switching of a plurality of switching elements (not shown) of the inverter 14, the inverter 14 converts DC power from the battery 16 into three-phase AC power and applies it to the motor 12 to drive the motor 12 in a powering manner, or converts three-phase AC generated power obtained by regeneratively driving the motor 12 into DC power to charge the battery 16. The inverter 14 is controlled by a motor ECU 22. The battery 16 is configured as, for example, a lithium-ion battery or a nickel-metal hydride battery.

[0011] The motor ECU 22 is configured as a microcomputer. To the motor ECU 22, signals from various sensors necessary for driving and controlling the motor 12 are input, such as a rotational position θ from a rotational position detection sensor (not shown) attached to the drive shaft 18, and three-phase currents Iu, Iv, and Iw from a current sensor (not shown) that detects currents flowing through three-phase coils of the motor 12. In addition, the motor ECU 22 outputs various control signals for driving and controlling the motor 12, such as switching control signals for the inverter 14. The motor ECU 22 calculates the number of revolutions N of the drive shaft 18 based on the rotational position θ from the rotational position detection sensor.

[0012] The brake device 24 is configured as a well-known hydraulically driven brake device, and is configured to be able to apply braking force resulting from the brake depression force applied by depressing a brake pedal 48 and braking force resulting from hydraulic pressure adjustment to the driving wheels 28a, 28b and the driven wheels 28c, 28d. The brake device 24 is driven and controlled by a brake electronic control unit (hereinafter referred to as "brake ECU") 25. The brake ECU 25 is configured as a microcomputer. The brake ECU 25 controls the braking force resulting from the brake depression force applied by the brake device 24 and the braking force resulting from hydraulic pressure adjustment.

[0013] The steering device 26 is mechanically connected to a steering wheel (not shown) and the drive wheels 28a, 28b via a steering shaft, and is equipped with a steering actuator. The steering device 26 steers the drive wheels 28a, 28b based on the driver's operation, and also steers the drive wheels 28a, 28b by driving the actuator based on a steering signal from the main ECU 30.

[0014] The main ECU 30 is composed of a microcomputer. For example, an ignition signal from an ignition switch 40, a vehicle speed V from a vehicle speed sensor 41, each wheel speed from a wheel speed sensor 42, an acceleration α from an acceleration sensor 43, a yaw rate Yr from a yaw rate sensor 44, a road surface gradient θr from a gradient sensor 45, and the like are input to the main ECU 30. In addition, an accelerator opening Acc from an accelerator pedal position sensor 47 that detects the amount of depression of an accelerator pedal 46, a brake pedal position BP from a brake pedal position sensor 49 that detects the amount of depression of a brake pedal 48, a battery voltage Vb from a voltage sensor (not shown) attached between the terminals of the battery 16, a battery current Ib from a current sensor (not shown), and a battery temperature Tb from a temperature sensor (not shown) are also input to the main ECU 30.

[0015] The main ECU 30 outputs, for example, a control signal to the steering device 26, a display control signal to the display device 70, and a communication control signal to the communication device 72. The main ECU 30 calculates the power storage ratio SOC of the battery 16 based on an integrated value of the current Ib of the battery 16. The power storage ratio SOC is a ratio of the amount of power that can be discharged from the battery 16 to the total capacity of the battery 16. The main ECU 30 also calculates an output limit Wout as the maximum allowable power that can be output from the battery 16 and an input limit Win as the maximum allowable power that can be input (charged) to the battery 16 based on the power storage ratio SOC of the battery 16 and the temperature Tb of the battery 16. The main ECU 30 communicates with the motor ECU 22, the brake ECU 25, a shift electronic control unit (hereinafter referred to as "shift ECU") 50, a surroundings recognition electronic control unit (hereinafter referred to as "surroundings recognition ECU") 55, and a navigation device 60.

[0016] The shift ECU 50 is composed of a microcomputer. A shift position signal is input to the shift ECU 50 from a shift position sensor 52 that detects the operation position of a shift lever 51. The shift positions include a parking position (P range), a neutral position (N range), a drive position (D range), a brake position (B range), and a reverse position (R range). The shift ECU 50 sets the shift position based on the shift position signal from the shift position sensor 52 and a control signal from the surrounding recognition ECU 55, and transmits the set shift position to the main ECU 30.

[0017] The surrounding recognition ECU 55 is composed of a microcomputer. For example, signals indicating information on the vehicle and its surroundings from the surrounding recognition device 56 (for example, vehicle distances D1, D2 between the vehicle and other vehicles in front and behind the vehicle, and the vehicle's running position in the lane on the road surface, etc.) and an automatic driving mode signal from the automatic driving switch 57 are input to the surrounding recognition ECU 55. Examples of the surrounding recognition device 56 include a camera, a millimeter wave radar, a quasi-millimeter wave radar, an infrared laser radar, and a sonar. The automatic driving switch 57 is a switch that switches between a fully automatic driving mode in which all driving operations are performed automatically, a semi-automatic driving mode in which some driving operations are performed by the driver, and a manual driving mode in which the driver performs driving operations. Examples of the semi-automatic driving mode include adaptive cruise control.

[0018] The navigation device 60 includes a main body 62 with a built-in control unit, a GPS antenna 64 that receives information related to the current location of the vehicle, and a display 66. When a destination is set by a user operating the display 66, the main body 62 of the navigation device 60 sets a planned driving route from the current location of the vehicle to the destination based on map information stored in the main body 62 and the current location and destination of the vehicle from the GPS antenna 64, and displays the set planned driving route on the display 66 to provide route guidance.

[0019] In the embodiment of the automobile 10, the following controls are executed during braking: a first braking control that realizes the required deceleration required of the vehicle using only the braking force generated by the regenerative drive of the motor 12; a second braking control that realizes the required deceleration required of the vehicle by using a desired distribution (free distribution) between the braking force generated by the regenerative drive of the motor 12 and the braking force generated by the operation of the brake device 24, and does not allow fluctuations in acceleration when the shift position is operated to B range; and a brake range braking control that realizes the required deceleration required of the vehicle by distributing the braking force generated by the regenerative drive of the motor 12 and the braking force generated by the operation of the brake device 24 after the shift position is operated to B range, and does not allow fluctuations in acceleration when the distribution rate of the required deceleration is changed, but does allow fluctuations in acceleration when the shift position is operated to B range.

[0020] Next, the operation of the automobile 20 of the embodiment thus configured, particularly the operation when a request to execute the second braking control occurs during execution of the first braking control, will be described. Fig. 2 is a flowchart showing an example of a process executed by the main ECU 30 when the second braking control is initiated.

[0021] In the second braking control intervention process, the first braking control that is normally performed when the shift position SP is in the D range is executed (step S100). When a request for the second braking control is made while the first braking control is being executed (step S110), switching from the first braking control to the second braking control is started (step S120), and the braking force by the operation of the brake device 24 in the second braking control is made to match the braking force by the operation of the brake device 24 in the brake braking control (step S130). The first braking control is stopped by the switching.

[0022] Then, when the shift position SP is operated to the B range (step S140), switching from the second braking control to the brake range braking control begins (step S150), and this process ends.

[0023] 3 is an explanatory diagram showing a schematic diagram of the change over time of each braking control and the required deceleration in the automobile 10 of the embodiment. In the figure, the upper dashed line indicates the deceleration when the accelerator is off in the D range, and the lower dashed line indicates the deceleration when the accelerator is off in the B range. The solid line indicates the state in which the required deceleration is realized by the first braking control, and the broken line indicates the state in which the required deceleration is realized by the second braking control. "Regeneration" between the solid line of the deceleration value 0 and the dashed line of the D range means the deceleration due to the regenerative drive of the motor 12, "hydraulic brake" between the dashed line of the D range and the dashed line of the B range means the deceleration due to the operation of the brake device 24, and "regeneration" below the dashed line of the B range means the deceleration due to the regenerative drive of the motor 12.

[0024] In FIG. 3, when the required deceleration increases while the first braking control is being executed, which realizes the required deceleration only by the braking force due to the regenerative drive of the motor 12, and a request is made to execute the second braking control at time T1, switching from the first braking control to the second braking control is started. In the second braking control, as the required deceleration increases, the distribution of the braking force due to the operation of the brake device 24 is increased until it matches the distribution of the braking force due to the operation of the brake device 24 in the brake range braking control, and after it matches, the distribution of the braking force due to the regenerative drive of the motor 12 is increased. When the shift position SP is operated to the B range at time T2, switching from the second braking control to the brake range braking control is started. At this time (when operating to the B range), the distribution of the braking force due to the operation of the brake device 24 in the second braking control matches the distribution of the braking force due to the operation of the brake device 24 in the brake range braking control, so no fluctuation in acceleration occurs.

[0025] In the main ECU 30 mounted on the automobile 10 of the embodiment described above, when the second braking control is executed, the distribution of the deceleration caused by the operation of the brake device 24 is made to coincide with the distribution of the deceleration caused by the operation of the brake device 24 in the brake range braking control. As a result, even if the operation to the B range is performed while the second braking control is being executed, there is no change in the operation of the brake device 24, so no fluctuation in acceleration occurs. Then, when the second braking control is executed while the first braking control is being executed, the execution of the first braking control is stopped. When the first braking control and the second braking control are executed simultaneously, since the first braking control realizes the required deceleration only by the regenerative drive of the motor 12, the second braking control also realizes the required deceleration only by the regenerative drive of the motor 12, and when the operation to the B range is performed, a change occurs in the operation of the brake device 24, so a fluctuation in acceleration occurs. However, by stopping the execution of the first braking control when the second braking control is executed during execution of the first braking control, the second braking control after the first braking control is stopped causes the distribution of the deceleration caused by the operation of the brake device 24 to coincide with the distribution of the deceleration caused by the operation of the brake device 24 in the brake range braking control, so no fluctuation in acceleration occurs even if an operation to B range is performed. As a result, the first braking control, the second braking control, and the brake braking control can be adjusted.

[0026] The above describes the form for carrying out the present invention using an embodiment, but the present invention is not limited to such an embodiment in any way, and it goes without saying that the present invention can be carried out in various forms without departing from the gist of the present invention. [Industrial Applicability]

[0027] The present invention can be used in the automobile manufacturing industry and the like. [Explanation of symbols]

[0028] 10 automobile, 12 motor, 14 inverter, 16 battery, 22 motor ECU, 24 brake device, 25 brake ECU, 30 main ECU.

Claims

1. An on-board control device is mounted on an electric vehicle including an electric motor that outputs a driving force and a braking force to the vehicle, an electricity storage device that exchanges electric power with the electric motor, and a brake device that can apply a braking force to the vehicle, and controls the electric motor and the brake device, It is possible to execute a first braking control that realizes the required deceleration only by regenerative driving of the electric motor, a brake range braking control that does not allow fluctuations in acceleration due to changes in the distribution rate of the required deceleration when realizing the required deceleration by distributing the regenerative driving of the electric motor and the operation of the brake device, but allows fluctuations in acceleration when operating into the brake range, and a second braking control that realizes the required deceleration by freely distributing the regenerative driving of the electric motor and the operation of the brake device, and does not allow fluctuations in acceleration when operating into the brake range, When the second braking control is executed, a distribution of deceleration due to the operation of the brake device is made to coincide with a distribution of deceleration due to the operation of the brake device in the brake range braking control, When the second braking control is executed during the execution of the first braking control, the execution of the first braking control is stopped.

2. An in-vehicle control device comprising:

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