Vehicle control system

Abstract

To provide a vehicle control device that, when the vehicle stabilization system is malfunctioning, can generate appropriate regenerative torque, improve the vehicle's braking force through the generation of regenerative torque, and thereby enhance vehicle safety. [Solution] The vehicle control device comprises a motor which is the drive source of the vehicle, a control unit which controls the vehicle, a vehicle stabilization device which stabilizes the vehicle's behavior when the vehicle's behavior becomes unstable, and a state determination unit which determines whether the vehicle stabilization device is normal or abnormal. The control unit sets the regenerative torque of the motor with a regenerative amount according to the determination result of the state determination unit.

Description

Technical Field

[0001] The present disclosure relates to a vehicle control device.

Background Art

[0002] In recent years, from the perspective of reducing environmental impact, electric vehicles powered by motors have been developed even for commercial vehicles such as buses and trucks. Electric vehicles are equipped with a function of generating electric power by regeneratively driving the motor when the vehicle decelerates and storing the generated electric power in a battery. As a technology related to this electric power generation, it has been proposed to generate regenerative torque according to the opening of the accelerator pedal (accelerator opening).

[0003] Patent Document 1 discloses a technique for making constant the acceleration feeling with respect to the accelerator opening and the deceleration feeling with regenerative torque equivalent to engine braking regardless of an arbitrary weight which is the total weight of all passengers including the total loaded weight and a predetermined vehicle weight with respect to this regenerative torque.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] By the way, for example, it has been proposed to generate regenerative torque according to the accelerator opening and the vehicle speed (vehicle velocity) to obtain a regeneration amount according to the driver's setting. However, in a situation where the regeneration amount desired by the driver is set, when it is necessary to stabilize the vehicle behavior from a disturbed state or when wheel slip is detected, etc., the regenerative torque according to the accelerator opening and the vehicle speed is not used, and priority is given to control for stabilizing the vehicle behavior and preventing the driving wheels from locking.

[0006] Electric vehicles are equipped with vehicle stabilization systems (such as ABS (Anti-lock Braking System)) to maintain vehicle stability and increase the likelihood of avoiding obstacles through steering. However, if the vehicle's behavior becomes unstable, such as when the wheels lock up due to the output of a large regenerative torque from regenerative driving, and the vehicle stabilization system does not function properly (malfunctions), the vehicle's behavior cannot be restored to a normal state. Therefore, it is necessary to prohibit the generation of regenerative torque when the vehicle stabilization system is malfunctioning.

[0007] On the other hand, simply disabling regenerative drive (generation of regenerative torque) when the vehicle stabilization system is malfunctioning would leave the vehicle's braking system to rely solely on the service brakes, potentially resulting in insufficient braking force when driving downhill, for example. Furthermore, if the vehicle stabilization system malfunctions while regenerative torque is being generated, disabling the generation of regenerative torque could cause a torque drop, potentially causing discomfort to the driver.

[0008] Therefore, the purpose of this disclosure is to provide a vehicle control device that can improve vehicle safety by generating appropriate regenerative torque while simultaneously improving the vehicle's braking force through the generation of regenerative torque, even when the vehicle stabilization system is malfunctioning. [Means for solving the problem]

[0009] This disclosure is made to solve at least some of the aforementioned problems and can be implemented in the following forms or applications.

[0010] (1) The vehicle control device according to this application example comprises a motor which is the drive source of the vehicle, a control unit which controls the vehicle, a vehicle stabilization device which stabilizes the vehicle behavior when the vehicle behavior becomes unstable, and a state determination unit which determines whether the vehicle stabilization device is normal or abnormal, wherein the control unit sets the regenerative torque of the motor with a regenerative amount according to the determination result of the state determination unit.

[0011] In other words, according to this application example, the control unit can set the motor's regenerative torque with a regenerative amount corresponding to the determination result of the state determination unit. In this way, the required regenerative torque can be controlled depending on whether the vehicle stabilization system is normal or abnormal. As a result, when the vehicle stabilization system is abnormal, it is possible to generate appropriate regenerative torque, improve the vehicle's braking force through the generation of regenerative torque, and enhance vehicle safety.

[0012] (2) In the vehicle control device according to the above example of application, the control unit may, when the state determination unit determines that there is an abnormality, set the upper limit of the regenerative amount to a lower value than when the vehicle stabilization device is functioning normally.

[0013] In this way, when the state determination unit determines that there is an abnormality, the control unit can prevent the vehicle from being braked solely by the service brake by setting the upper limit of the regenerative braking amount to a lower value compared to when the vehicle stabilization device is functioning normally, and can also suppress torque loss. This improves the braking force of the vehicle and enhances the safety of the vehicle.

[0014] (3) In the vehicle control device according to the above application example, the control unit may gradually generate the regenerative torque of the motor so that the amount of regeneration corresponds to the determination result of the state determination unit.

[0015] In this way, the control unit gradually generates regenerative torque from the motor so that the amount of regeneration corresponds to the judgment result, thereby reducing the reaction when switching to that amount of regeneration. This makes it possible to reduce driver discomfort while ensuring vehicle safety.

[0016] (4) In the vehicle control device according to the above example of application, the control unit may, when the state determination unit determines that the system has returned from an abnormal state to a normal state, gradually restore the set regenerative amount and switch to the normal regenerative amount of the vehicle stabilization device.

[0017] In this way, the control unit can gradually restore the set regenerative amount to the normal regenerative amount of the vehicle stabilization device, thereby reducing the reaction when switching the regenerative amount. As a result, the desired amount of regenerative energy can be generated while the vehicle behavior is stable, thereby ensuring vehicle safety while reducing driver discomfort.

[0018] (5) In the vehicle control device according to the above application example, the control unit may, when the state determination unit determines that the vehicle has returned from an abnormal state to a normal state, switch the regenerative torque of the motor to the normal regenerative amount when the vehicle is in at least one of the following states: the vehicle is in a key-off state, the vehicle is stopped, or the difference between the normal regenerative amount of the vehicle stabilization device and the abnormal regenerative amount is less than or equal to a predetermined value.

[0019] Thus, when the control unit determines that the vehicle stabilization system has returned to normal, it switches from the set regenerative braking amount to the normal regenerative braking amount when any one of the states is reached. This reduces the driver's reaction caused by a sudden return to the normal regenerative braking amount, thereby improving vehicle safety.

[0020] (6) The control device for the vehicle according to the above application example further comprises, in (1) above, a plurality of torque maps in which the regenerative torque of the motor is set, a first regenerative amount generation unit that generates a first regenerative amount according to the torque map selected by the driver's operation, and a second regenerative amount generation unit that generates a predetermined regenerative amount as a second regenerative amount, and the control unit may, when the determination result of the state determination unit is determined to be abnormal, set the regenerative amount of the motor as the third regenerative amount, which is the smaller in absolute value between the first regenerative amount generated by the first regenerative amount generation unit and the second regenerative amount generated by the second regenerative amount generation unit.

[0021] That is, according to this application example, when the determination result of the state determination unit determines an abnormality, the regeneration amount with the smaller absolute value between the first regeneration amount and the second regeneration amount can be set as the third regeneration amount for the regeneration torque of the motor. In this way, by setting the regeneration torque as the regeneration amount with the smaller absolute value when the vehicle stabilization device is abnormal, it is possible to avoid braking the vehicle only with the service brake. Thereby, when the vehicle stabilization device is abnormal, the braking force of the vehicle can be improved and the safety of the vehicle can be enhanced.

[0022] (7) In the vehicle control device according to the above application example, in the above (6), the second regeneration amount may vary according to the rotational speed of the motor and may be a value smaller than the first regeneration amount generated by the first regeneration amount generation unit when the vehicle is running.

[0023] In this way, by setting the regeneration torque with the second regeneration amount being a value smaller than the first regeneration amount during running, it is possible to generate a regeneration torque equivalent to an engine brake. Thereby, the braking force of the vehicle can be improved and the safety of the vehicle can be enhanced.

Brief Description of the Drawings

[0024] [Figure 1] It is a schematic configuration diagram showing the configuration of a vehicle equipped with the vehicle control device according to this embodiment. [Figure 2] It is a time chart showing the execution status of the accelerator opening degree, required torque, and ABS sensor status accompanying the vehicle speed of the vehicle according to this embodiment. [Figure 3] It is a graph showing the relationship between the rotational speed of the motor and the required torque for each torque line according to this embodiment. [Figure 4] It is a flowchart showing the determination of the regeneration torque according to this embodiment. [Figure 5] It is a flowchart showing the control routine according to this embodiment.

Modes for Carrying Out the Invention

[0025] The embodiments of this disclosure will be described below with reference to the drawings. However, this disclosure is not limited to the content described below, and can be modified and implemented as such without altering its essence. Furthermore, the drawings used in describing the embodiments are schematic representations of the components, and may be partially emphasized, enlarged, reduced, or omitted to enhance understanding, and may not accurately represent the scale or shape of the components. In this embodiment, the range of torque in the force-driven (positive) phase is defined as the driving torque (Nm), the range of torque in the regenerative (negative) phase is defined as the regenerative torque, and the amount of regeneration is defined as the absolute value of the regenerative torque.

[0026] (Device configuration) Figure 1 is a schematic diagram showing a vehicle 1 equipped with a control device according to this embodiment. Vehicle 1 is, for example, an electric vehicle, or a commercial vehicle such as a bus or truck. As shown in Figure 1, vehicle 1 includes a drive motor 10 (hereinafter simply referred to as "motor") which is a drive source for driving, a drive battery 11 (hereinafter simply referred to as "battery") which supplies power to the motor 10, a braking unit 12 which brakes the vehicle, and an ECU 13 (control unit) which controls vehicle 1.

[0027] The motor 10 is electrically connected to a high-voltage (e.g., 200V) battery 11 via an inverter converter 14 (hereinafter simply referred to as the inverter). The inverter 14 converts the DC power from the battery 11 to AC power and supplies it.

[0028] Motor 10 is rotationally driven by AC power converted by inverter 14, generating driving torque to rotate the drive wheels 20. The driving torque generated by motor 10 is transmitted to a propeller shaft (not shown) via a transmission mechanism 15, and then connected to the left and right drive wheels via a differential and drive shaft. The vehicle 1 is able to move when the driving force generated by motor 10 is transmitted to the drive wheels. The transmission mechanism 15 changes the rotational driving force transmitted from motor 10. In this embodiment, the left and right rear wheels 20RR and 20RL are drive wheels, and the front wheels 20FR and 20FL are driven wheels and steering wheels.

[0029] Battery 11 is a secondary battery, such as a lithium-ion battery. Battery 11 converts the stored DC power into AC power via the inverter 14 and supplies it to the motor 10. In addition, for example, when the vehicle 1 is decelerating or driving downhill (during regenerative driving), the motor 10 acts as a generator (regenerative operation) due to the reverse driving force from the drive wheels 20. Vehicle 1 can also charge battery 11 with the power generated by this motor 10.

[0030] The braking unit 12 is specifically the drum brakes 21FR, 21FL, 21RR, and 21RL provided on each wheel 20FR, 20FL, 20RR, and 20RL. The type of brake is not limited to drum brakes; for example, it may be a disc brake. Furthermore, the braking unit 12 is not limited to friction brakes such as drum brakes or disc brakes, but may also include auxiliary brakes such as engine compression release brakes, retarders, exhaust brakes, and regenerative brakes.

[0031] The ECU (Electronic Control Unit) 13 is a computer equipped with a central processing unit (CPU), main memory (ROM, RAM, etc.) for storing control programs and control maps, input / output devices, timer counters, and the like. The ECU 13 is connected to various devices and other control units mounted on the vehicle 1 via the CAN (Control Area Network), which is an in-vehicle communication network.

[0032] For example, the ECU 13 of this embodiment is connected to various sensors and levers, such as an accelerator sensor 23 that detects the amount of operation of the accelerator pedal 22, a brake switch 25 that detects the pressing operation of the brake pedal 24, a change lever 26 operated by the driver, a motor rotation speed sensor 27 that detects the rotation speed of the motor 10, a vehicle speed sensor 28 that detects the speed of the vehicle 1, and ABS sensors 29FR, 29FL, 29RR, 29RL (collectively referred to as ABS sensor 29) located near the wheels of each drive wheel 20FR, 20FL, 20RR, 20RL of the vehicle 1.

[0033] The change lever 26 (first regenerative power generation unit) has a function to switch torque maps according to the driver's operation. When the driver operates the change lever 26, one of several torque maps, each with a set degree of deceleration related to the regenerative motion of the motor 10, is selected, and this information is transmitted to the ECU 13. The ECU 13 receives the transmitted information, executes the torque map switching, and controls the motor 10 to generate torque (required torque) according to the torque map.

[0034] Here, the torque map is set with the required torque (driving torque or regenerative torque) that is determined from the accelerator opening information detected by the accelerator sensor 23 and the vehicle speed information detected by the vehicle speed sensor 28. Each torque map is set with a different magnitude of regenerative torque, and a regenerative amount (first regenerative amount E1) is generated according to the regenerative torque specified by the accelerator opening information and the vehicle speed information. In this embodiment, the vehicle 1 has four torque maps. Note that, when the gear ratio in the transmission mechanism 15 is known, the vehicle speed of the vehicle 1 can be calculated based on the rotational speed of the motor 10. That is, it is also possible to set the torque using the motor rotation speed information detected by the motor rotation speed sensor 27 instead of (or in addition to) the vehicle speed information detected by the vehicle speed sensor 28.

[0035] The ABS sensor 29 is, for example, a speed sensor that detects the rotational speed of each drive wheel 20 and calculates the slip ratio. The ABS sensor 29 is a sensor for operating the vehicle stabilization device 13a (ABS), which will be described later.

[0036] (Control configuration) The ECU 13 of this embodiment includes a vehicle stabilization device 13a, a state determination unit 13b, and a second regeneration amount generation unit 13c.

[0037] The vehicle stabilization device 13a is a device for stabilizing the vehicle behavior of vehicle 1. Specifically, the vehicle stabilization device 13a is a device that activates when the vehicle behavior of vehicle 1 becomes unstable and automatically performs the same function as pumping the brakes without locking the drive wheels 20 even if the driver continues to press the brake pedal 24 firmly.

[0038] The state determination unit 13b determines whether the vehicle stabilization device 13a is in a normal mode where it is operating normally, or in an abnormal mode (abnormal mode) where it is not operating normally. Here, the normal mode of the vehicle stabilization device 13a is a state in which the ABS sensor 29 detects the rotational speed of the drive wheels 20 and transmits the detected information to the ECU 13. The vehicle stabilization device 13a operates based on the information transmitted from the ABS sensor 29. On the other hand, the abnormal mode of the vehicle stabilization device 13a is a state in which the ABS sensor 29 is unable to detect the rotational speed of the drive wheels 20 due to a malfunction of the ABS sensor 29, and the detected information is not transmitted to the ECU 13. Furthermore, the abnormal mode of the vehicle stabilization device 13a may also include a state in which the state determination unit 13b cannot obtain information from the ABS sensor 29, regardless of whether the ABS sensor 29 is working normally or not. Since the information is not transmitted from the ABS sensor 29, the vehicle stabilization device 13a does not operate.

[0039] The second regenerative amount generation unit 13c generates a predetermined amount of regeneration (second regenerative amount E2) according to the vehicle speed of the vehicle 1. Specifically, the second regenerative amount generation unit 13c controls the motor 10 to generate a regenerative torque corresponding to the vehicle speed information detected by the vehicle speed sensor 28. The second regenerative amount E2 is a value greater than 0 Nm and is smaller than the amount of regenerative torque when the vehicle stabilization device 13a based on the torque map is functioning normally (see Figure 3(c) Torque line at 0% accelerator opening) (see Figure 3(b) Minimum torque line when ABS sensor fails). In other words, the second regenerative amount generation unit 13c generates the minimum regenerative torque (regenerative amount). Note that, similar to the torque map described above, it is also possible to set the motor rotation speed information detected by the motor rotation speed sensor 27 instead of (or in addition to) the vehicle speed information detected by the vehicle speed sensor 28. In this embodiment, the second generation amount E2 is set in a range of, for example, 10 Nm to 90 Nm depending on the vehicle speed.

[0040] (Time Chart) Figure 2 shows a time chart illustrating the relationship between the accelerator opening, requested torque, and ABS sensor 29 status in relation to the vehicle speed of vehicle 1. Figure 2 shows the case where vehicle 1 starts moving and stops with one of the torque maps selected by the driver.

[0041] From timing O to timing A in Figure 2, the accelerator pedal 22 is gradually pressed, and the accelerator opening gradually increases, so the vehicle speed of vehicle 1 gradually increases. The required torque is generated based on the torque map, using information on vehicle speed and accelerator opening. From timing O to timing A, the ABS sensor 29 is operating normally, and the vehicle stabilization device 13a is in normal mode.

[0042] From timing A to timing B in Figure 2, the accelerator opening remains constant because the accelerator pedal 22 is depressed to the same degree, and vehicle 1 maintains a constant speed. The required torque is generated based on the torque map, using information on vehicle speed and accelerator opening. From timing A to timing B, the ABS sensor 29 is functioning normally, and the vehicle stabilization device 13a is in normal mode.

[0043] From timing B to timing C in Figure 2, the accelerator pedal 22 is gradually released, causing the accelerator opening to decrease and the vehicle speed of vehicle 1 to gradually decrease. The required torque switches from drive torque to regenerative torque, and the amount of regeneration gradually increases as the accelerator opening decreases. From timing B to timing C, the ABS sensor 29 is operating normally, and the vehicle stabilization device 13a is in normal mode.

[0044] At timing C in Figure 2, the ABS sensor 29 has malfunctioned and is not operating normally, so the vehicle stabilization system 13a is in abnormal mode. From timing C onwards, the vehicle speed of vehicle 1 continues to gradually decrease, and the accelerator opening is almost 0% because the accelerator pedal 22 is not pressed (released). The required torque gradually decreases from timing C onwards, resulting in a smaller regenerative torque than in normal mode.

[0045] (graph) Figure 3 is a graph showing the relationship between motor rotation speed and required torque for each torque line. The horizontal axis of the graph represents the rotation speed (rpm) of the motor 10, and the vertical axis represents the required torque (Nm). Figure 3(a) shows the torque line when the accelerator opening is 100%, i.e., the accelerator pedal 22 is pressed down, (b) shows the minimum torque line when the ABS sensor 29 fails, and (c) shows the torque line when the accelerator opening is 0%, i.e., the accelerator pedal 22 is released. (a) and (c) are the required torques set based on the selected torque map.

[0046] As shown in Figure 3, if the state determination unit 13b does not determine that the ABS sensor 29 is functioning normally (for example, if the ABS sensor 29 is malfunctioning or if the state of the ABS sensor 29 cannot be obtained) (abnormal mode), the usable torque range becomes the range from torque line (a) to torque line (b) (shaded area in Figure 3). For example, if the ABS sensor 29 malfunctions while vehicle 1 is driving downhill, the requested torque is switched from torque line (c) to torque line (b). In this case, the upper limit of the regenerative amount will be lower for the regenerative amount in (b) than for the regenerative amount in (c) based on the torque map.

[0047] (Flowchart for determining regenerative torque) Figure 4 is a flowchart showing the determination of regenerative torque in the ECU 13 of vehicle 1. The regenerative torque determination control performed by the ECU 13 will be described below in accordance with the flowchart in Figure 4. Note that the torque map is pre-selected by the driver's operation of the gear lever 26.

[0048] The ECU 13 generates a requested torque based on the accelerator opening information detected by the accelerator sensor 23 and the vehicle speed information detected by the vehicle speed sensor 28. This requested torque is set in the switching unit according to the judgment result of the state determination unit 13b, especially during regenerative driving.

[0049] Specifically, the switching unit receives input for the drive torque or regenerative torque based on the torque map, as well as the third regenerative torque, from the accelerator opening information and vehicle speed information. Here, the third regenerative torque is selected from the first regenerative torque (first regeneration amount E1) based on the torque map and the second regenerative torque (second regeneration amount E2) generated by the second regeneration amount generation unit 13c according to the vehicle speed information, with the larger regenerative torque (smaller value in terms of regeneration amount) being selected. If the judgment result of the state determination unit 13b is normal mode, the drive torque or regenerative torque based on the torque map is generated as the required torque. On the other hand, if the judgment result of the state determination unit 13b is abnormal mode and vehicle 1 is in regenerative driving mode, the third regenerative torque (third regeneration amount E3) is generated as the required torque.

[0050] (Flowchart of the control routine) Figure 5 is a flowchart showing the control procedure in the control device of vehicle 1. The cruise control control performed by the ECU 13 will be described below in accordance with the flowchart in Figure 5. The torque map is pre-selected by the driver's operation of the gear lever 26.

[0051] First, in step S100, the ECU 13 determines the drive torque or regenerative torque based on the torque map. The ECU 13 refers to the selected torque map and calculates the torque based on the accelerator opening detected by the accelerator sensor 23 and the vehicle speed detected by the vehicle speed sensor 28. The torque calculated from the torque map is the drive torque if it is positive, and the regenerative torque if it is negative.

[0052] In step S101, the ECU13 determines whether the torque determined based on the torque map is regenerative torque or not. If the result of step S101 is false (No), that is, if the torque determined based on the torque map is the drive torque, the ECU 13 proceeds to step S102. On the other hand, if the result of step S101 is true (Yes), that is, if the torque determined based on the torque map is the regenerative torque, the ECU 13 proceeds to step S103.

[0053] As step S102, the ECU13 drives with the torque determined based on the torque map and returns the routine.

[0054] In step S103, the state determination unit 13b of the ECU 13 determines whether or not the vehicle stabilization device 13a is operating normally. If the result of the determination in step S103 is true (Yes), that is, if the vehicle stabilization device 13a is functioning normally, the ECU 13 proceeds to step S104. On the other hand, if the result of the determination in step S103 is false (No), that is, if the vehicle stabilization device 13a is not functioning normally, the ECU 13 proceeds to step S105.

[0055] In step S104, the ECU13 determines whether the regenerative torque is in an abnormal mode. An abnormal mode of regenerative torque is defined as a state in which the third regenerative torque (third regenerative amount E3) in Figure 4 is set as the required torque. If the result of the determination in step S104 is true (Yes), that is, if the regenerative torque is in an abnormal mode, the ECU 13 proceeds to step S106. On the other hand, if the result of the determination in step S104 is false (No), that is, if the regenerative torque is not in an abnormal mode, the ECU 13 proceeds to step S107.

[0056] In step S106, the ECU13 determines whether or not it has detected a predetermined state which is a condition for returning from the abnormal mode of regenerative torque. If the result of the determination in step S106 is true (Yes), that is, if a predetermined state which is a return condition is detected, the ECU 13 proceeds to step S107. On the other hand, if the result of the determination in step S106 is false (No), that is, if a predetermined state which is a return condition is not detected, the ECU 13 proceeds to step S105.

[0057] The predetermined state, which is the return condition for step S106, is that the vehicle stabilization device 13a has returned to its original state and at least one of the following states is met. • Vehicle 1 is in the ignition-off state. • Vehicle 1 is stationary. • The third regenerative braking amount E3 is gradually returned to the normal mode regenerative braking amount of the vehicle stabilization device 13a and switched to that state. - A state in which the difference between the regenerative amount in the normal mode and the third regenerative amount E3 in the abnormal mode of the vehicle stabilization device 13a falls below a predetermined value.

[0058] In step S107, ECU13 controls the regenerative torque in normal mode and proceeds to step 108.

[0059] In step S108, the ECU 13 controls the motor 10 with the regenerative torque of the first regenerative amount E1 and returns the routine.

[0060] In step S105, ECU13 controls the regenerative torque in an abnormal mode and proceeds to step S109.

[0061] In step S109, the ECU 13 determines whether the first regeneration amount E1 based on the torque map is less than or equal to the second regeneration amount E2 based on the second regeneration amount generation unit 13c. If the result of the determination in step S109 is true (Yes), that is, if the first production amount E1 is less than or equal to the second production amount E2, that is, if it is the same as or greater than the second production amount E2, then ECU13 proceeds to step S110. On the other hand, if the result of the determination in step S109 is false (No), that is, if the first production amount E1 is not less than or equal to the second production amount E2, that is, if the second production amount E2 is smaller, then ECU13 proceeds to step S111.

[0062] In step S110, the ECU 13 controls the motor 10 with the regenerative torque of the first regenerative amount E1 in step S109 and returns the routine.

[0063] Meanwhile, in step S111, the ECU 13 controls the motor 10 with the regenerative torque of the second regenerative amount E2 and returns the routine. In this case, the regenerative torque of the second regenerative amount E2 performs deceleration with a deceleration equivalent to engine braking.

[0064] As described above, the control device for the vehicle 1 according to this embodiment includes a motor 10 which is the drive source of the vehicle 1, an ECU 13 which controls the vehicle 1, a vehicle stabilization device 13a which stabilizes the vehicle behavior when the vehicle behavior of the vehicle 1 becomes unstable, and a state determination unit 13b which determines whether the vehicle stabilization device 13a is normal or abnormal. The ECU 13 sets the regenerative torque of the motor 10 with a regenerative amount according to the determination result of the state determination unit 13b. In this way, the required regenerative torque can be controlled depending on whether the vehicle stabilization device 13a is normal or abnormal. As a result, an appropriate regenerative torque can be generated when the vehicle stabilization device 13a is abnormal.

[0065] Furthermore, the control device of vehicle 1, the ECU 13, when the state determination unit 13b determines that there is an abnormality, lowers the upper limit of the regenerative braking amount compared to when the vehicle stabilization device 13a is functioning normally. In this way, when the state determination unit determines that there is an abnormality, the ECU 13 lowers the upper limit of the regenerative braking amount compared to when the vehicle stabilization device 13a is functioning normally, thereby preventing the vehicle 1 from being braked solely by the service brake and suppressing torque loss. This improves the braking force of vehicle 1 and enhances the safety of vehicle 1.

[0066] Furthermore, the control device of vehicle 1, the ECU 13, gradually generates regenerative torque from the motor 10 so that the amount of regeneration corresponds to the determination result of the state determination unit 13b. In this way, by gradually generating regenerative torque from the motor so that the amount of regeneration corresponds to the determination result, the reaction when switching to that amount of regeneration can be reduced. This makes it possible to reduce driver discomfort while ensuring the safety of vehicle 1.

[0067] Furthermore, the control device of vehicle 1, the ECU 13, when the state determination unit 13b determines that the system has returned from an abnormal state to a normal state, gradually restores the set regenerative amount and switches to the normal regenerative amount of the vehicle stabilization device 13a. In this way, the ECU 13 can reduce the reaction when switching the regenerative amount by gradually restoring the set regenerative amount to the normal regenerative amount of the vehicle stabilization device. As a result, the desired amount of regeneration can be generated while the vehicle behavior is stable, thereby reducing driver discomfort while ensuring the safety of vehicle 1.

[0068] Furthermore, the control device of vehicle 1, the ECU 13, when the state determination unit 13b determines that the system has returned from an abnormal state to a normal state, gradually restores the set regenerative amount and switches to the normal regenerative amount of the vehicle stabilization device 13a. In this way, the ECU 13 can reduce the reaction when switching the regenerative amount by gradually restoring the set regenerative amount to the normal regenerative amount of the vehicle stabilization device. As a result, the desired amount of regeneration can be generated while the vehicle behavior is stable, thereby reducing driver discomfort while ensuring the safety of vehicle 1.

[0069] Furthermore, the control device of vehicle 1, the ECU 13, when the state determination unit 13b determines that it has returned from an abnormal state to a normal state, switches the regenerative torque of the motor 10 to the normal regenerative amount when at least one of the following states occurs: vehicle 1 is ignition off, vehicle 1 is stopped, or the difference between the normal regenerative amount of the vehicle stabilization device 13a and the abnormal regenerative amount is less than or equal to a predetermined value. In this way, when the ECU 13 determines that the vehicle stabilization device 13a has returned to a normal state, it switches from the set regenerative amount to the normal regenerative amount when any one of the following states occurs. This reduces the driver's reaction caused by a sudden return to the normal regenerative amount and improves the safety of vehicle 1.

[0070] Furthermore, the control device of vehicle 1 has multiple torque maps in which the regenerative torque of motor 10 is set, and includes a change lever 26 (first regenerative amount generation unit) that generates a first regenerative amount E1 according to the torque map selected by the driver's operation, and a second regenerative amount generation unit 13c that generates a predetermined regenerative amount as a second regenerative amount E2. When the ECU 13 determines that the result of the state determination unit 13b is abnormal, it sets the regenerative amount of motor 10 as the third regenerative amount E3, which is the smaller of the first regenerative amount E1 generated by the change lever 26 and the second regenerative amount E2 generated by the second regenerative amount generation unit 13c. In this way, by setting the regenerative torque as the third regenerative amount E3, which is the smaller of the two in absolute value, when the vehicle stabilization device 13a is abnormal, it is possible to avoid braking the vehicle with only the service brake. This improves the braking force of vehicle 1 and enhances the safety of vehicle 1 when the vehicle stabilization device 13a is abnormal.

[0071] Furthermore, the control device of vehicle 1 sets the second regenerative amount E2 to a value that fluctuates according to the rotational speed of the motor 10 and is smaller than the first regenerative amount E1 generated by the change lever 26 (first regenerative amount generation unit) when vehicle 1 is running. In this way, by setting the regenerative torque so that the second regenerative amount E2 is smaller than the first regenerative amount E1 during running, it is possible to generate regenerative torque equivalent to engine braking. This improves the braking force of vehicle 1 and enhances the safety of vehicle 1.

[0072] This concludes the description of the embodiments of the present disclosure, but the embodiments of the present disclosure are not limited to these embodiments.

[0073] In the above embodiment, the vehicle was a commercial vehicle such as a bus or truck, but it may also be a passenger car. Furthermore, although the vehicle was an electric vehicle driven by a motor, this disclosure can also be applied to hybrid electric vehicles driven by both an engine and a motor, etc. [Explanation of symbols]

[0074] 1 vehicle 10 motors 11 batteries 12 Braking part 13 ECU (control unit) 13a Vehicle stabilization device 13b State determination unit 13c Second growth generation section 14 Inverters 15. Transmission 20 drive wheels 20FL, 20FR front wheel 20RL, 20RR rear wheel 21FL, 21FR, 21RL, 21RR drum brakes 22 Accelerator pedal 23 Accelerator sensor 24 Brake pedal 25 Brake switch 26. Change lever (first batch production unit) 27 Motor rotation speed sensor 28. Vehicle speed sensor 29 ABS sensor E1 1st raw amount E2 2nd raw amount E3 3rd raw amount

Claims

1. The motor is the power source of the vehicle, A control unit for controlling the vehicle, A vehicle stabilization device for stabilizing the vehicle's behavior when the vehicle's behavior becomes unstable, A state determination unit that determines whether the vehicle stabilization device is normal or abnormal, Equipped with, The control unit sets the regenerative torque of the motor with a regenerative amount corresponding to the determination result of the state determination unit. A vehicle control device characterized by the following features.

2. The vehicle control device according to claim 1, characterized in that when the state determination unit determines that there is an abnormality, the control unit lowers the upper limit of the regenerative amount compared to when the vehicle stabilization device is functioning normally.

3. The control unit is characterized in that it gradually generates the regenerative torque of the motor so that the amount of regeneration corresponds to the determination result of the state determination unit, as described in claim 1 or claim 2.

4. The control unit is characterized in that, when the state determination unit determines that the system has returned from an abnormal state to a normal state, it gradually restores the set regenerative amount and switches to the normal regenerative amount of the vehicle stabilization device, as described in claim 1 or claim 2.

5. The control unit is characterized in that, when the state determination unit determines that the vehicle has returned from an abnormal state to a normal state, the control unit switches the regenerative torque of the motor to the normal regenerative amount when at least one of the following states occurs: the vehicle is in a key-off state, the vehicle is stopped, or the difference between the normal regenerative amount of the vehicle stabilization device and the abnormal regenerative amount is less than or equal to a predetermined value. This is a vehicle control device according to claim 1 or 2.

6. Furthermore, the motor has a plurality of torque maps in which the regenerative torque is set, and a first regenerative amount generation unit generates a first regenerative amount according to the torque map selected by the driver's operation, It comprises a second regeneration amount generation unit that generates a predetermined regeneration amount as a second regeneration amount, The control device for a vehicle according to claim 1, characterized in that when the state determination unit determines that the determination result is abnormal, the control unit sets the regenerative amount of the motor as the third regenerative amount, which is the smaller in absolute value between the first regenerative amount generated by the first regenerative amount generation unit and the second regenerative amount generated by the second regenerative amount generation unit.

7. The vehicle control device according to claim 6, characterized in that the second regenerative amount fluctuates according to the rotational speed of the motor and is smaller than the first regenerative amount generated by the first regenerative amount generating unit when the vehicle is running.

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