Vehicle control device, vehicle control method, and vehicle control system

Abstract

To provide a vehicle control device, a vehicle control method and a vehicle control system capable of suppressing pitching fluctuation when a vehicle is stopped.SOLUTION: In a vehicle control device, a vehicle control method and a vehicle control system in one embodiment, a physical quantity relative to vehicle speed, and a physical quantity relative to required braking force required for decelerating the vehicle are acquired, and when the vehicle is decelerated based on the physical quantity relative to the required braking force, in the state where frictional braking force is generated, driving force by a driving device is generated.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a vehicle control system. [Background technology]

[0002] Patent document 1 discloses a braking control device that includes a means for determining a control amount of a friction braking device based on a target friction braking amount calculated from a required braking force and an amount of regeneration performed, and a means for correcting the control amount of the friction braking device so that the target friction braking amount matches the actual friction braking amount based on the braking energy absorbed by the friction braking from the start of the friction braking operation. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2008-120220 A Summary of the Invention

[0004] However, in Patent Document 1, the correction coefficient is determined by referring to a preset map of correction coefficients for pad temperature changes, so there is a risk that the correction coefficient cannot be determined with high accuracy when the situation changes. One possible vehicle control approach is to generate a driving force in the opposite direction to the target braking force when the vehicle is coming to a stop, thereby making the vehicle stop smoother. However, if the target braking force cannot be determined accurately due to changes in the brake characteristics caused by temperature changes, the difference between the target braking force and the actual braking force will become large, and the vehicle may not be able to stop smoothly. One object of the present invention is to provide a vehicle control device, a vehicle control method, and a vehicle control system that can improve the smoothness of a vehicle stopping in vehicle control that generates a driving force in the opposite direction to a target braking force when the vehicle stops. [Means for solving the problem]

[0005] In one embodiment of the present invention, a vehicle control method includes: Degree Get the target braking force required to slow down the vehicle Power and when the vehicle is decelerated based on a physical quantity related to the target braking force, Jerk and Acceleration Get During this stop, A control command to be output to generate a driving force by the driving device in a state where a friction braking force is generated, Last time the vehicle was stopped Vehicle Jerk and Acceleration Correction is made due to. Effect of the Invention

[0006] Therefore, according to the present invention, it is possible to improve the smoothness of the vehicle when stopping. [Brief description of the drawings]

[0007] [Figure 1] FIG. 1 is a configuration diagram of a control system for an electric vehicle according to a first embodiment. [Diagram 2] FIG. 2 is a control block diagram of a vehicle control device 17 for performing anti-jerk control. [Diagram 3] FIG. 4 is a control block diagram of a torque shortage determination unit 33. [Figure 4] FIG. 11 is a control block diagram of a maximum jerk threshold value determination unit 331. [Diagram 5] FIG. 11 is a control block diagram of a maximum jerk detection unit 332. [Figure 6] FIG. 4 is a control block diagram of an excessive torque determination unit 34. [Figure 7] FIG. 4 is a control block diagram of a correction gain calculation unit 35. [Figure 8] 13 is a step size map for positive correction when the maximum jerk threshold is the first threshold X1. [Figure 9] 13 is a step size map for positive correction when the maximum jerk threshold is the second threshold X2. [Figure 10] This is a step size map for negative correction. [Figure 11] 4 is a time chart showing the operation of the torque deficiency determination unit 33. [Figure 12] 4 is a time chart showing the operation of the excessive torque determination unit 34. [Figure 13] 4 is a time chart showing the operation of the correction gain calculation unit 35. [Figure 14] 6 is a time chart showing the operation of the anti-jerk control when the target braking force is smaller than the actual braking force. [Figure 15] 6 is a time chart showing the operation of the anti-jerk control when the target braking force is larger than the actual braking force. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] [Embodiment 1] FIG. 1 is a configuration diagram of a control system for an electric vehicle according to the first embodiment. The electric vehicle 1 has front wheels 2FL, 2FR and rear wheels 2RL, 2RR, and friction brakes (friction braking devices) 3FL, 3FR, 3RL, 3RR (hereinafter, the friction brakes of each wheel will be collectively referred to as friction brake 3) that are provided on each wheel and generate friction braking force on the wheels. The electric vehicle 1 has a rear motor (drive device) 7 that outputs torque to rear wheels 2RL, 2RR. The rear wheels 2RL, 2RR are also collectively referred to as drive wheels 2. Power is transmitted between the rear motor 7 and the rear wheels 2RL, 2RR via a reduction gear 8, a differential 10, and rear axles 6RL, 6RR.

[0009] Each wheel 2FL, 2FR, 2RL, 2RR has a wheel speed sensor (speed acquisition unit) 11FR, 11FL, 11RL, 11RR that detects the wheel speed. The rear motor 7 has a rear wheel resolver (speed acquisition unit) 13 that detects the motor rotation speed. In addition, the electric vehicle 1 has a G sensor (vehicle behavior acquisition unit) 5 that detects the longitudinal acceleration of the vehicle. The friction brake 3 generates a braking force by frictional force by pressing brake pads in the direction of the rotation axis of each wheel against a brake rotor that rotates integrally with each wheel. The friction brake 3 in the first embodiment is described as being configured to press the brake pads by a wheel cylinder that is operated by brake fluid pressure, but it may also be configured to press the brake pads via a ball screw mechanism or the like driven by an electric motor, and is not particularly limited.

[0010] The electric vehicle 1 has a low-voltage battery 14 and a high-voltage battery 15. The low-voltage battery 14 is, for example, a lead-acid battery. The high-voltage battery 15 is, for example, a lithium-ion battery or a nickel-metal hydride battery. The high-voltage battery 15 is charged with power boosted by a DC-DC converter 16. The electric vehicle 1 has a vehicle control device (control unit) 17, a brake control device (target braking force calculation unit) 18, a rear motor control device 20, and a battery control device 19. The control devices 17, 18, and 20 share information with each other via a CAN bus 21.

[0011] The vehicle control device 17 performs integrated control of the vehicle by acquiring information from various sensors such as the rear wheel resolver 13, an accelerator pedal sensor 22 that detects an accelerator operation amount, a brake sensor 23 that detects a brake operation amount, and a gear position sensor 24. The vehicle control device 17 outputs a driver requested torque that should be output by the rear motor 7 according to a requested distribution torque in response to a requested torque according to the driver's accelerator operation, brake operation, etc. The brake control device 18 acquires information from various sensors such as a brake sensor 23 to set a target braking force for the vehicle, generates the necessary brake fluid pressure for each wheel according to the target braking force, and outputs it to the friction brake 3 through hydraulic piping 18a.

[0012] The battery control device 19 monitors the charge / discharge state of the high-voltage battery 15 and the single battery cells that constitute the high-voltage battery 15. The battery control device 19 calculates a battery required torque limit value based on the charge / discharge state of the high-voltage battery 15. The battery required torque limit value is the maximum torque permitted in the rear motor 7. For example, when the charge level of the high-voltage battery 15 is low, the battery required torque limit value is set to a value smaller than normal. The rear motor control device 20 controls the power supplied to the rear motor 7 based on the rear required torque.

[0013] In the electric vehicle 1 of the first embodiment, anti-jerk control is implemented to suppress unpleasant vehicle shaking when the vehicle is stopped and to reduce the fatigue of the occupants, by outputting a torque equivalent to the actual braking force from the rear motor 7 when the vehicle is stopped. This makes it possible to reduce the front-rear jerk (jerk) that occurs when the vehicle is stopped with a certain amount of brake operation by about 68% compared to the case without anti-jerk control. In other words, smooth stopping can be achieved even without skillful brake operation. In anti-jerk control, under the assumption that the target braking force and the actual braking force are approximately the same, an anti-jerk control torque equivalent to the target braking force is output from the rear motor 7.

[0014] FIG. 2 is a control block diagram of the vehicle control device 17 for carrying out anti-jerk control. A target braking force correction unit 31 inputs a target braking force, and outputs a corrected target braking force obtained by multiplying the target braking force by a gain. The gain is a value obtained by adding a correction gain to an initial gain (for example, 1). The correction gain is calculated by a correction gain calculation unit (driving force correction unit) 35, which will be described later. The vibration suppression control unit (driving force calculation unit) 32 receives the corrected target braking force, the G sensor value, and the vehicle speed, and outputs the anti-jerk control torque and the gradient estimation result (gradient estimation value, gradient resistance estimation value). The G sensor value is the output value of the G sensor 5. The vehicle speed can be calculated from the output values ​​of the wheel speed sensor 11 and the rear wheel resolver 13.

[0015] The vibration suppression control unit 32 calculates a gradient resistance estimate value, which is the resistance acting on the vehicle due to the road surface gradient, from the vehicle speed and the G sensor value. Specifically, the gradient estimate value is obtained from the deviation between the estimated acceleration calculated from the vehicle speed and the G sensor value (actual acceleration), and calculates the estimated gradient resistance value from the gradient estimate value. This is to avoid an excessive decrease in vehicle deceleration when the anti-jerk control torque is added due to the gradient of a downhill slope. The vibration suppression control unit 32 subtracts the torque for the gradient resistance from the torque corresponding to the target braking force to calculate an anti-jerk control torque capable of suppressing vibration in the pitching direction. 。

[0016] The torque shortage determination unit (determination unit) 33 receives the target braking force, the G sensor value, the vehicle speed, and the brake operation amount, and outputs the maximum jerk threshold, the maximum jerk, a torque increase flag, and a detection permission flag. FIG. 3 is a control block diagram of the torque shortage determination unit 33. 4, the maximum jerk threshold determination unit 331 compares the value obtained by adding the target braking force to the estimated gradient resistance value with a torque value equivalent to a specified braking force, and binarizes the threshold, for example, by setting a first threshold value X1 when the acceleration-converted value of the sum of the target braking force and the estimated gradient resistance value is -0.1 G or more, and setting a second threshold value X2 larger than X1 when it is smaller than -0.1 G. However, instead of binarization, a map according to the deceleration may be used, and air resistance and rolling resistance may be added in addition to the target braking force and the estimated gradient resistance value, or the deceleration may be used to make the determination without using the target braking force or the estimated gradient resistance value.

[0017] The maximum jerk detection unit 332 receives the G sensor value, the vehicle speed, and the brake operation amount, and outputs the maximum jerk and a detection permission flag. FIG. The deceleration calculation unit 3321 calculates the deceleration of the vehicle by differentiating the vehicle speed and applying a low-pass filter to remove noise. A G sensor value may also be used. The deceleration-based forgetting judgment unit 3322 makes a forgetting judgment when the vehicle speed is below a specified speed (about to stop), the deceleration exceeds a specified acceleration threshold, and the deceleration is strong, which may lead to sudden braking and may result in anti-jerk control not being performed. After making a forgetting judgment once, the forgetting judgment is maintained until the vehicle speed reaches or exceeds the specified speed.

[0018] The gradient estimated value-based forgetting determination unit 3323 makes a forgetting determination when the vehicle speed is equal to or lower than a specified speed and the gradient resistance estimated value is equal to or higher than a specified gradient resistance value threshold. After making a forgetting determination once, the forgetting determination is maintained until the vehicle speed becomes equal to or higher than the specified speed. The forgetting judgment unit 3324 based on the brake operation amount makes a forgetting judgment when the vehicle speed is below a specified speed and the brake operation amount has changed by more than a specified brake operation amount threshold. The forgetting judgment is not made when only the brake is released or the brake is not pressed down by more than the specified amount after the release. In addition, once the forgetting judgment is made, the forgetting judgment is maintained until the vehicle speed exceeds the specified speed.

[0019] The detection permission determination unit 3325 turns on the detection permission flag when the vehicle speed is equal to or lower than a specified speed and the brake is applied, and turns off the detection permission flag when a specified time has passed since the vehicle came to a stop. The jerk calculation unit 3326 calculates the jerk by pseudo-differentiating the G sensor value (or pseudo-differentiating the vehicle speed twice) and further passing the value through a low-pass filter for noise removal. The maximum jerk forgetting determination unit 3327 turns on the forgetting flag when any of the forgetting determination units determines that the forgetting has occurred. Once the forgetting flag is determined to be on, the forgetting determination flag continues to be on until the vehicle speed exceeds a specified speed, at which point the forgetting determination flag is turned off. Note that if the vehicle speed is below a specified speed and the steering amount is above a predetermined amount, the forgetting determination may also be made and the forgetting flag may be turned on when the road is determined to be rough.

[0020] When the detection permission flag is on and the forgetting determination flag is off, the maximum jerk calculation unit 3328 calculates and holds the maximum jerk for that period. When the forgetting determination flag is on, the detected maximum jerk is forgotten and the maximum jerk for that stop is treated as 0. The maximum jerk for the previous stop is forgotten when the detection permission flag rises (when it switches from off to on) so as not to be affected by the previous detection result. After the detection permission flag falls (switches from on to off), the torque increase flag determination unit 333 determines whether the torque increase flag TUF is on or off based on the relationship between the maximum jerk and the maximum jerk threshold. If the maximum jerk is equal to or greater than the maximum jerk threshold, the torque increase flag determination unit 333 turns on the torque increase flag TUF, and if the maximum jerk is less than the maximum jerk threshold, the torque increase flag determination unit 333 turns off the torque increase flag TUF.

[0021] The excessive torque determination unit (determination unit) 34 receives the maximum jerk threshold, the maximum jerk, the torque increase flag, the detection permission flag, the acceleration fluctuation range threshold, and the G sensor value, and outputs the torque decrease flag TDF and the acceleration fluctuation range. Fig. 6 is a control block diagram of the excessive torque determination unit 34. The acceleration fluctuation range detection unit 341 holds the maximum and minimum values ​​of the G sensor value during the period when the detection permission flag is raised (on), and when the detection permission flag is turned off, calculates and holds the acceleration fluctuation range after the first maximum value appears within an initial peak search range (the G sensor value at the time the detection permission flag was turned off ± a specified range) that spans the G sensor value at the time the detection permission flag was turned off.

[0022] After the detection permission flag falls, the torque reduction flag determination unit 342 determines whether the torque reduction flag TDF is on or off based on the relationship between the acceleration fluctuation range and the acceleration fluctuation range threshold and the relationship between the maximum jerk and the maximum jerk threshold. If the torque increase flag TUF is off, the acceleration fluctuation range is equal to or greater than the acceleration fluctuation range threshold, and the maximum jerk is not 0, the torque reduction flag determination unit 342 turns on the torque reduction flag TDF, and otherwise turns off the torque reduction flag TDF.

[0023] The maximum jerk threshold, the maximum jerk, the torque increase flag, the detection permission flag, the acceleration fluctuation range, and the torque decrease flag are input to the correction gain calculation unit 35, and the correction gain is output. FIG. The positive correction step size map selection unit 351 selects a positive correction step size map according to the maximum jerk threshold. When the maximum jerk threshold is the first threshold X1, the map shown in FIG. 8 is selected, and when the maximum jerk threshold is the second threshold X2, the map shown in FIG. 9 is selected. As shown in FIG. 8, the step size is 0 when the maximum jerk is less than X1, is proportional to the maximum jerk when the maximum jerk is equal to or greater than X1, and takes a constant maximum value when the maximum jerk exceeds a predetermined value. The same applies to FIG. 9.

[0024] When the torque increase flag TUF is on, the positive correction step size calculation unit 352 refers to the selected positive correction step size map and sets the step size (the change width of the gain) from the maximum jerk. However, when the torque increase flag TUF is off, the step size is set to 0. When the torque decrease flag TDF is on, the negative correction step size calculation unit 353 refers to the negative correction step size map shown in Fig. 10 and sets the step size from the acceleration fluctuation range. However, when the torque decrease flag TDF is off, the step size is set to 0. As shown in Fig. 10, the step size is 0 when the acceleration fluctuation range is less than the acceleration fluctuation range threshold, is proportional to the acceleration fluctuation range when it is equal to or greater than the acceleration fluctuation range, and takes a constant maximum value when the acceleration fluctuation range exceeds a predetermined value.

[0025] The initial step size determination section 354 compares the input positive correction step size and negative correction step size, and outputs the larger value as the initial step size. The correction direction change detection unit 355 stores the previously turned-on torque increase flag TUF or torque decrease flag TDF, and detects a change from the torque increase flag TUF to the torque decrease flag TDF, or from the torque decrease flag TDF to the torque increase flag TUF. Step size enlargement unit 356 refers to the maximum jerk when the torque increase flag TUF is on, and the acceleration fluctuation width when the torque decrease flag TDF is on, and outputs a predetermined step size when each value is greater than a specified value (if it does not exceed the specified value, it outputs 0). Step size enlargement unit 356 has a function of suppressing the effect on the gain learning performance caused by a small initial step size or a decrease in the step size over time due to the effect of step size change unit 357 described later.

[0026] The step size change unit 357 outputs the same value as the previous step size when the correction direction is the same (last time TUF on → this time TUF on or last time TDF on → this time TDF on), and outputs a value that is half the previous step size when there is a change (last time TUF on → this time TDF on or last time TDF on → this time TUF on). Maximum step size calculation section 358 selects the larger of the values ​​calculated by step size enlargement section 356 and step size change section 357 . If the torque increase flag TUF or the torque decrease flag TDF has never been turned on after the vehicle is started, a final step size determination unit 359 outputs the initial step size determined by the initial step size determination unit 354, and if the torque increase flag TUF or the torque decrease flag TDF has been turned on at least once, it outputs the step size selected by the maximum step size calculation unit 358. Gain calculation unit 3510 assigns a plus sign to the step size output from final step size determination unit 359 when torque increase flag TUF is on, and assigns a minus sign to the step size when torque decrease flag TDF is on, and then calculates a correction gain by adding up the gains calculated up to that point. Here, addition to the total gain calculated up to that point is performed only once after the detection permission flag switches from on to off and before the next detection flag turns on.

[0027] Next, the effects of the first embodiment will be described. FIG. 11 is a time chart showing the operation of the torque deficiency determining unit 33. In FIG. In section 1, the maximum jerk when the vehicle is stopped exceeds the maximum jerk threshold. In section 2, the maximum jerk when the vehicle was previously stopped exceeded the maximum jerk threshold, so the anti-jerk control torque is increased. Section 3 is similar to section 2, but because the anti-jerk control torque is increased and corrected to a torque equivalent to the actual braking force, and the maximum jerk falls below the maximum jerk threshold, the correction gain will not be learned the next time the vehicle is stopped.

[0028] FIG. 12 is a time chart showing the operation of the excessive torque determination unit 34. In FIG. In section 1, the acceleration fluctuation range when the vehicle is stopped exceeds the acceleration fluctuation range threshold. In section 2, the acceleration fluctuation range when the vehicle was previously stopped exceeded the acceleration fluctuation range threshold, so the anti-jerk control torque is corrected to decrease. Section 3 is similar to section 2, but because the anti-jerk control torque is corrected to decrease, the anti-jerk control torque becomes a torque equivalent to the actual braking force, and the acceleration fluctuation range falls below the acceleration fluctuation range threshold, so the correction gain will not be learned the next time the vehicle is stopped.

[0029] FIG. 13 is a time chart showing the operation of the correction gain calculation unit 35. As shown in FIG. In section 1, the maximum jerk at the time of stopping exceeds the maximum jerk threshold, so the torque increase flag TUF is turned on. Note that the acceleration fluctuation width also exceeds the acceleration fluctuation width threshold, but since the torque increase flag TUF is on, the torque decrease flag TDF remains off. In section 2, since the torque increase flag TUF is turned on for the first time after the vehicle is started, the correction gain is determined using the initial step size output by the initial step size determination unit 354. Since the torque increase flag TUF is on this time, the sign of the step size is made positive, and the correction gain is increased. In section 3, since the torque increase flag TUF has been turned on once, the correction gain is determined using the step size selected by the maximum step size calculation unit 358. Since the sign of the correction gain in section 3 is positive following section 2, the correction gain is increased. In section 4, the acceleration fluctuation width exceeds the acceleration fluctuation width threshold, and the torque increase flag TUF is not on, so the torque decrease flag TDF is turned on. In section 4, since the correction gain is updated in a different direction from section 3, the step size is halved, and the correction gain is decreased.

[0030] Anti-jerk control aims to achieve smooth stopping by determining the anti-jerk control torque based on the target braking force and outputting a torque equivalent to the actual braking force. Ideally, the target braking force is equal to the actual braking force, but in reality, the friction coefficient of the brake pad changes due to temperature fluctuations of the brake pad, etc., so there is a risk that the target braking force and the actual braking force will differ, and the intended effect will not be obtained. As shown in Figure 14, when the target braking force is smaller than the actual braking force, the anti-jerk control torque is insufficient for the actual braking force, so a strong shock occurs when stopping. On the other hand, as shown in Figure 15, when the target braking force is larger than the actual braking force, the anti-jerk control torque is excessive for the actual braking force, so the braking distance becomes longer.

[0031] Conventionally, a method is known in which the deviation between the target braking force and the actual braking force is estimated by detecting the temperature change of the brake using a sensor or the like. However, since a map of correction coefficients for a preset pad temperature change is used, if the characteristics of the pad temperature change due to aging of the brake pad, the correction coefficient may not be obtained with high accuracy. In addition, a method is also known in which the deviation between the target braking force and the actual braking force is estimated from the deviation between the estimated deceleration and the actual speed. However, in order to calculate the estimated deceleration, it is necessary to estimate not only the brake braking force but also disturbances such as the vehicle weight and running resistance, and it is very difficult to accurately estimate all of these parameters. For example, when estimating the vehicle weight, it is possible to calculate it based on the motor torque and acceleration, but if the estimated acceleration value deviates by only 0.01 G during 0.1 G acceleration, an error of about 10% will occur on the basis of the vehicle weight. Furthermore, since it is difficult to accurately estimate disturbances such as running resistance, an error will occur in the estimated deceleration, and it is difficult to estimate the deviation between the target braking force and the actual braking force.

[0032] Therefore, in the anti-jerk control of the first embodiment, the deviation is not estimated mathematically, but the deviation between the target braking force and the actual braking force caused by temperature change or the like is detected from the physical quantity related to the behavior of the vehicle when stopped, and the deviation is fed back to the anti-jerk control torque. Specifically, the deviation between the target braking force and the actual braking force is learned from the physical quantity related to the behavior of the vehicle when stopped, and when the anti-jerk control torque is determined from the target braking force at the next stop, the gain to be multiplied by the target braking force is corrected according to the learning result in order to improve the smoothness of the vehicle when stopping. Therefore, in the vehicle control that generates a driving force (anti-jerk control torque) in the opposite direction to the target braking force when the vehicle stops, the smoothness of the vehicle when stopping can be improved.

[0033] The physical quantities related to the vehicle behavior are jerk and acceleration. As shown in Fig. 14 and Fig. 15, the smaller the target braking force is compared to the actual braking force, the larger the jerk that occurs when stopping, whereas when the target braking force is greater than the actual braking force, the acceleration fluctuation that exceeds a predetermined range occurs when stopping. Therefore, by observing the jerk and acceleration at the time of stopping, the difference between the target braking force and the actual braking force can be grasped more accurately, and appropriate gain correction can be performed. When the vehicle speed is about to stop and falls below a specified speed, and the maximum jerk that occurs is equal to or greater than the maximum jerk threshold, the vehicle control device 17 adds a positive correction gain to the gain multiplied with the target braking force, correcting the anti-jerk control torque in the direction of increasing it. When the maximum jerk is equal to or greater than the maximum jerk threshold, the target braking force is smaller than the actual braking force. Therefore, in this case, by correcting the anti-jerk control torque to increase it, it is possible to suppress the deficiency of the anti-jerk control torque relative to the actual braking force.

[0034] The vehicle control device 17 increases the positive correction step size as the maximum jerk increases, and increases the correction in the direction in which the anti-jerk control torque increases. Since the maximum jerk that occurs immediately before stopping increases as the target braking force decreases relative to the actual braking force, the vehicle control device 17 increases the anti-jerk control torque as the maximum jerk increases, thereby suppressing a shortage of the anti-jerk control torque relative to the actual braking force. The vehicle control device 17 changes the magnitude of the maximum jerk threshold to a first threshold X1 or a second threshold X2 (>X1) depending on whether the acceleration converted value of the sum of the target braking force and the estimated gradient resistance value is equal to or greater than -0.1 G or less than -0.1 G. Since the jerk generated when stopping varies depending on the target braking force, appropriate gain correction can be performed by setting a maximum jerk threshold value corresponding to the target braking force.

[0035] When the vehicle speed is below a specified speed and the vehicle is about to stop, and the maximum jerk is below the maximum jerk threshold and the acceleration fluctuation width is above the acceleration fluctuation width threshold, the vehicle control device 17 adds a negative correction gain to the gain multiplied with the target braking force, thereby correcting the anti-jerk control torque in a decreasing direction. When the maximum jerk is below the maximum jerk threshold and the acceleration fluctuation width is above the acceleration fluctuation width threshold, the target braking force is greater than the actual braking force. Therefore, in this case, the anti-jerk control torque is corrected to decrease, thereby suppressing the excess of the anti-jerk control torque relative to the actual braking force. The vehicle control device 17 increases the negative correction step size as the acceleration fluctuation range increases, and increases the correction in the direction in which the anti-jerk control torque decreases. Since the acceleration fluctuation range that occurs immediately before stopping increases as the target braking force increases relative to the actual braking force, the anti-jerk control torque is reduced as the acceleration fluctuation range increases, thereby making it possible to suppress an excess of the anti-jerk control torque relative to the actual braking force.

[0036] When the direction of correction is the same in the first and second corrections, the vehicle control device 17 maintains the step size of the first correction in the second correction, whereas when the direction of correction is different in the first and second corrections, the step size in the second correction is set to half the step size of the first correction. For example, if the step size is maintained when the direction of correction is reversed, the anti-jerk control torque may overshoot the actual braking force, causing hunting. Therefore, by halving the step size when the direction of correction is reversed, the overshoot of the anti-jerk control torque with respect to the actual braking force is suppressed, and the convergence of the anti-jerk control torque with respect to the actual braking force can be improved. When the vehicle speed is about to stop and falls below a specified speed, if the deceleration of the vehicle exceeds the acceleration threshold, if the brake operation amount fluctuates by more than the brake operation amount threshold, or if the steering amount is greater than a predetermined amount, the vehicle control device 17 treats the maximum jerk as 0 and does not execute gain correction. In order to prevent an increase in the braking distance during sudden deceleration, it is preferable to stop anti-jerk control, and in this case, jerk and acceleration cannot be suppressed. Therefore, by not executing gain correction during sudden braking, it is possible to avoid the execution of inappropriate gain correction (incorrect gain learning). In addition, since jerk and acceleration fluctuations occur when the brake is applied further or when steering, it is also possible to avoid the execution of inappropriate gain correction in these cases by not executing gain correction.

[0037] Other Embodiments The above describes an embodiment for carrying out the present invention, but the specific configuration of the present invention is not limited to the configuration of the embodiment, and design changes and the like that do not deviate from the gist of the invention are also included in the present invention. For example, in the present embodiment, the present invention is applied to a rear-wheel drive electric vehicle, but it may also be applied to a front-wheel drive electric vehicle or a four-wheel drive electric vehicle.Furthermore, the present invention is not limited to electric vehicles, and may also be applied to vehicles equipped with an internal combustion engine or hybrid vehicles that can run using both an engine and a motor. The target braking force includes not only the brake operation by the driver but also automatic braking and the like. [Explanation of symbols]

[0038] 1 Electric vehicle, 2 Drive wheel, 3 Friction brake (friction braking device), 5 G sensor (vehicle behavior acquisition unit), 7 Rear motor (drive device), 11 Wheel speed sensor (speed acquisition unit), 13 Rear wheel resolver (speed acquisition unit), 17 Vehicle control device (control unit), 18 Brake control device (target braking force calculation unit), 32 Vibration suppression control unit (driving force calculation unit), 33 Torque shortage judgment unit (judgment unit), 34 Torque excess judgment unit (judgment unit), 35 Correction gain calculation unit (driving force correction unit)

Claims

1. A vehicle control device including a control unit that outputs a result of calculation based on input information and is provided on a vehicle having a friction braking device that generates a friction braking force on the vehicle and a drive device that generates a drive force on the vehicle, the vehicle control device including: The control unit includes: Obtaining a speed of the vehicle; obtaining a target braking force required to decelerate the vehicle; When decelerating the vehicle based on the target braking force, a jerk and an acceleration of the vehicle are obtained. a control command outputted for generating a driving force by the driving device in a state in which the friction braking force is generated during a current vehicle stop is corrected based on a jerk and acceleration of the vehicle during a previous vehicle stop; Vehicle control device.

2. The vehicle control device according to claim 1, The control unit includes: When the maximum value of the jerk when the speed of the vehicle when it was previously stopped was lower than a predetermined speed is equal to or greater than a predetermined threshold value, correcting the control command during the current vehicle stop in a direction in which the driving force increases based on a maximum value of the jerk; Vehicle control device.

3. The vehicle control device according to claim 2, The control unit includes: The larger the maximum value of the jerk, the larger the correction in the direction in which the driving force increases. Vehicle control device.

4. The vehicle control device according to claim 2, The control unit includes: changing the magnitude of the threshold value based on the magnitude of the target braking force; Vehicle control device.

5. The vehicle control device according to claim 1, The control unit includes: When the maximum value of the jerk when the speed of the vehicle when it was previously stopped was lower than a predetermined speed is smaller than a predetermined threshold value and a fluctuation width of the acceleration exceeds a predetermined fluctuation range, correcting the control command for the current vehicle stop in a direction in which the driving force is decreased based on a fluctuation width of the acceleration; Vehicle control device.

6. The vehicle control device according to claim 5, The control unit includes: The larger the fluctuation range of the acceleration, the larger the correction in the direction in which the driving force decreases. Vehicle control device.

7. The vehicle control device according to claim 1, The control unit includes: When the direction of the correction is the same in the first correction and the second correction, the second correction corrects the control command with the same magnitude as the first correction; When the direction of the correction is different between the first correction and the second correction, the second correction corrects the control command by half the magnitude of the first correction. Vehicle control device.

8. The vehicle control device according to claim 1, The control unit includes: acquiring a jerk and an acceleration of the vehicle when the speed of the vehicle falls below a predetermined speed when decelerating the vehicle based on the target braking force; Vehicle control device.

9. The vehicle control device according to claim 8, The control unit includes: When the speed of the vehicle falls below a predetermined speed, the deceleration of the vehicle is equal to or greater than a predetermined value. or when a physical quantity related to a stroke of the brake pedal when the speed of the vehicle falls below a predetermined speed fluctuates by a predetermined amount or more, Or, if the steering amount when the speed of the vehicle falls below a predetermined speed is equal to or greater than a predetermined amount, The correction of the control command is not executed. Vehicle control device.

10. A vehicle control device provided in a vehicle having a friction braking device that generates a friction braking force on the vehicle and an electric motor that generates a driving force on the vehicle, A speed acquisition unit that acquires a speed of the vehicle; a target braking force calculation unit that calculates a target braking force based on an operation amount of a brake pedal; a vehicle behavior acquisition unit that acquires a jerk and an acceleration of the vehicle when the vehicle is stopping and the speed of the vehicle falls below a predetermined speed; a driving force calculation unit for calculating a driving force to be generated by the electric motor when the vehicle stops; a determination unit that determines, when a maximum value of the jerk is equal to or greater than a predetermined threshold, that an actual braking force is greater than the target braking force and that the driving force is insufficient, and that, when a maximum value of the jerk is smaller than the threshold and a fluctuation width of the acceleration exceeds a predetermined fluctuation range, that the actual braking force is smaller than the target braking force and that the driving force is excessive; a driving force correction unit that corrects the driving force when the vehicle is currently stopped in a direction that increases the driving force from the previous value calculated by the driving force calculation unit when it is determined that the driving force was insufficient when the vehicle was previously stopped, and corrects the driving force when the vehicle is currently stopped in a direction that decreases the driving force from the previous value calculated by the driving force calculation unit when it is determined that the driving force was excessive when the vehicle was previously stopped; A vehicle control device comprising:

11. A vehicle control method comprising: a friction braking device that generates a friction braking force in a vehicle; and a drive device that generates a drive force in the vehicle; and the vehicle control method is executed by a control unit mounted on the vehicle, the method comprising: Obtaining a speed of the vehicle; obtaining a target braking force required to decelerate the vehicle; When decelerating the vehicle based on the target braking force, a jerk and an acceleration of the vehicle are obtained when the speed of the vehicle falls below a predetermined speed; a control command outputted for generating a driving force by the driving device in a state in which the friction braking force is generated during a current vehicle stop is corrected based on a jerk and acceleration of the vehicle during a previous vehicle stop; A vehicle control method.

12. a friction braking device that generates a friction braking force on a vehicle; A drive device that generates a drive force for the vehicle; A control device having a control unit that outputs a result of calculation based on input information, Obtaining a speed of the vehicle; obtaining a target braking force required to decelerate the vehicle; When decelerating the vehicle based on the target braking force, a jerk and an acceleration of the vehicle are obtained when the speed of the vehicle falls below a predetermined speed; a control command outputted for generating a driving force by the driving device in a state in which the friction braking force is generated during a current vehicle stop is corrected based on a jerk and acceleration of the vehicle during a previous vehicle stop; A control device; A vehicle control system comprising:

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