Vehicle control device

Abstract

To provide a control device of a vehicle which can achieve excellent controllability.SOLUTION: A control device of a vehicle includes an acquisition part which acquires torque output from a power source, and a correction part which corrects the torque, when a difference between torque before a stop of the power source and torque after a restart of the power source is equal to or more than a predetermined value.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device. [Background technology]

[0002] There is known a technique for determining whether a part has been replaced (for example, Patent Document 1). [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Patent Publication No. 2021-1080974 Summary of the Invention [Problem to be solved by the invention]

[0004] The torque may change before and after part replacement, which may result in a deterioration in vehicle controllability. Therefore, the object of the present invention is to provide a vehicle control device that can obtain good controllability even after part replacement. [Means for solving the problem]

[0005] The above purpose is to power source This can be achieved by a vehicle control device comprising: an acquisition unit that acquires the torque output from the power source for each driving condition of the vehicle, wherein a part of the vehicle is replaced between the stop and restart of the power source; and a correction unit that corrects the torque when, under each of the driving conditions, a difference between the torque before the stop of the power source and the torque after the restart of the power source is equal to or greater than a predetermined value, wherein, when the difference is equal to or greater than the predetermined value and the torque after the restart is greater than the torque before the stop, the correction unit reduces the torque after the restart by the amount of the difference, and when the difference is equal to or greater than the predetermined value and the torque after the restart is smaller than the torque before the stop, the correction unit increases the torque after the restart by the amount of the difference. [Effects of the Invention]

[0006] A vehicle control device capable of obtaining good controllability can be provided. [Brief explanation of the drawings]

[0007] [Figure 1] FIG. 1 is a schematic view illustrating a vehicle according to an embodiment. [Figure 2] FIG. 2 is a flowchart illustrating the processing executed by the ECU. [Figure 3] 3(a) and 3(b) are diagrams illustrating torque. DETAILED DESCRIPTION OF THE INVENTION

[0008] Fig. 1 is a schematic diagram illustrating a vehicle 1 according to an embodiment. The vehicle 1 shown in Fig. 1 is a hybrid electric vehicle equipped with an internal combustion engine 10 and a motor generator MG14 (electric motor) as power sources. The vehicle 1 is equipped with an ECU (Electronic Control Unit) 20 (control device). The internal combustion engine 10 and the motor generator MG 14 are connected to the drive wheels 11 via an automatic transmission 17 and a differential gear 19 .

[0009] The internal combustion engine 10 is, for example, a gasoline engine or a diesel engine, and outputs driving force by burning fuel. A clutch 12 is provided between the internal combustion engine 10 and the motor generator MG14.

[0010] An inverter 13 is electrically connected to the motor generator MG14. The inverter 13 converts DC power output from the battery 15 into AC power and supplies it to the motor generator MG14. The motor generator MG14 rotates when power is input, generating driving force. The motor generator MG14 rotates using the driving force output by the internal combustion engine 10, and can generate electricity. The AC power output by the motor generator MG14 is converted into DC power by the inverter 13 and supplied to the battery 15. The battery 15 is charged with the power generated by the motor generator MG14.

[0011] The vehicle 1 travels by transmitting the driving force of the internal combustion engine 10 and the driving force of the motor generator MG14 to the drive wheels 11. When the user depresses an accelerator pedal (not shown), the torque output by the internal combustion engine 10 and the motor generator MG14 increases. The torque sensor 16 detects the torque of the internal combustion engine 10 and the motor generator MG14. The power source of the vehicle 1 may be either the internal combustion engine 10 or the motor generator MG14.

[0012] The ECU 20 is a control device for the internal combustion engine 10. The ECU 20 includes a calculation device such as a CPU (Central Processing Unit) and storage devices such as a RAM (Random Access Memory) and a ROM (Read Only Memory). The ECU 20 performs various controls by executing programs stored in the ROM and storage devices.

[0013] The ECU 20 sets the vehicle 1 in a Ready-Off state and a Ready-On state. In the Ready-Off state, the internal combustion engine 10 and the motor generator MG14 are stopped. In the Ready-On state, the internal combustion engine 10 and the motor generator MG14 are operating. The ECU 20 acquires the torque detected by the torque sensor 16. The ECU 20 controls the torque output from the internal combustion engine 10 and the motor generator MG14 according to the accelerator opening. The ECU 20 functions as an acquisition unit that acquires the torque and a correction unit that corrects the torque. The torque is controlled, for example, by controlling the amount of fuel injected into the internal combustion engine 10, controlling the current of the motor generator MG14, etc.

[0014] FIG. 2 is a flowchart illustrating the processing executed by the ECU 20. As shown in FIG. 2, the ECU 20 acquires the driving conditions of the vehicle 1 and determines whether the driving conditions are within a predetermined range (step S10). The driving conditions include the vehicle speed, accelerator opening, gradient of the road on which the vehicle is traveling, and driving time. If the determination is negative (No), step S10 is repeated. If the vehicle speed, accelerator opening, gradient, and driving time are each within a predetermined range, the determination in step S10 is affirmative (Yes). The ECU 20 acquires and stores the torque T1 for each driving condition (step S12).

[0015] The ECU 20 determines whether or not the torque T1 for each driving condition has been stored (step S14). If the determination is negative, the ECU 20 returns to step S10. If the determination is positive, the ECU 20 determines whether or not the vehicle 1 has entered the Ready-On state again after entering the Ready-Off state (step S16). If the determination is negative, step S16 is repeated. If the determination is positive, the ECU 20 determines whether or not the driving condition is within a predetermined range (step S18). If the determination is negative, step S16 is repeated. If the determination is positive, the ECU 20 acquires the torque T2 for the driving condition after Ready-On (step S20).

[0016] The ECU 20 calculates the stored torque for each driving condition. T1The ECU 20 compares the torque T2 after Ready-On with the torque T2 after Ready-Off and determines whether the torque difference ΔT is equal to or greater than a predetermined value ΔTth (step S22). If the determination is negative, step S16 is repeated. If a part is replaced between Ready-Off and Ready-On, the torque may change. If the determination is positive in step S22, the ECU 20 stores the torque T2 (step S24). The ECU 20 calculates the torque for each driving condition. T2 It is determined whether or not the torque correction value has been stored (step S26). If the determination is negative, the ECU 20 returns to step S16. If the determination is positive, the ECU 20 changes the torque correction value according to the torque difference ΔT, etc. (step S28). This ends the processing.

[0017] Figures 3(a) and 3(b) are diagrams illustrating torque. The horizontal axis represents the command torque according to the accelerator opening. The vertical axis represents the torque that is actually output (actual torque). Assume that a power source or power transmission system component is replaced after Ready-Off and before Ready-On. The dashed line represents the torque T1 before the component replacement (before Ready-Off). The solid line represents the torque after the component replacement (after Ready-On). As the accelerator opening increases, the command torque for the internal combustion engine 10 or motor generator MG14 increases. As the command torque increases, the actual torque increases.

[0018] In the example of Figure 3(a), part replacement causes the torque to change from T1 to T2a or T2b. Compared to the torque T1 before the part replacement, the torque T2a after the part replacement is larger. Compared to the torque T1, the torque T2b after the part replacement is smaller. At T1, T2a, and T2b, the rate of change of the actual torque relative to the change in the command torque (the slope of the graph) is equal. The torque difference ΔT is constant.

[0019] If the torque after the part replacement is T2a, the ECU 20 sets the torque correction value to a value equal to the difference between T1 and T2a, and reduces the torque after the part replacement by the correction value. If the torque after the part replacement is T2b, the ECU 20 sets the torque correction value to a value equal to the difference between T1 and T2b, and increases the torque after the part replacement from T2b by the correction value.

[0020] In the example of FIG. 3(b), part replacement causes the torque to change from T1 to T2c or T2d. Compared to torque T1, torque T2c after part replacement is larger. The slope of T2c is larger than the slope of T1. Compared to torque T1, torque T2d after part replacement is smaller. The slope of T2d is smaller than the slope of T1. The torque difference ΔT changes according to the command torque. ECU 20 also changes the correction value according to the difference ΔT.

[0021] If the torque after part replacement is T2c, the ECU 20 sets the torque correction value for each command torque to a value equal to the difference between T1 and T2c, and reduces the torque after part replacement from T2c by the correction value.If the torque after part replacement is T2d, the ECU 20 sets the torque correction value for each command torque to a value equal to the difference between T1 and T2d, and increases the torque after part replacement from T2d by the correction value.

[0022] According to this embodiment, if the difference between the torque before the power source is stopped (before Ready-Off) and the torque after the power source is restarted (after Ready-On) is equal to or greater than a predetermined value ΔTth, the ECU 20 corrects the torque. Since the torque output is about the same before and after the part replacement, good controllability can be obtained even after the part replacement.

[0023] In the example of FIG. 3(a), the ECU 20 performs correction according to the torque difference ΔT, and increases or decreases the torque after the part replacement. In the example of FIG. 3(b), the ECU 20 calculates the torque difference ΔT according to the change in the slope, and increases or decreases the torque after the part replacement. The ECU 20 corrects the torque according to the rate of change of the torque. Good controllability can be obtained.

[0024] Torque T2a in FIG. 3(a) and torque T2c in FIG. 3(b) are greater than torque T1. Reducing torque T2a and T2c improves fuel economy. When the ECU 20 does not perform correction, torques T2a and T2c greater than T1 are output. Drivability takes priority over fuel economy.

[0025] Torque T2b in FIG. 3(a) and torque T2d in FIG. 3(b) are smaller than torque T1. Increasing torques T2a and T2c improves drivability. When ECU 20 does not perform correction, torques T2b and T2d smaller than T1 are output. Fuel economy takes priority over drivability.

[0026] Although the preferred embodiments of the present invention have been described in detail above, the present invention is not limited to such specific embodiments, and various modifications and variations are possible within the scope of the gist of the present invention as described in the claims. [Explanation of symbols]

[0027] 1 vehicle 10 Internal combustion engine 11 Drive wheels 12 Clutch 13 Inverter 14 MG 15 Battery 16 Torque sensor 17 Automatic transmission 19 Differential gear 20 ECU

Claims

[Claim 1] A part of the vehicle is replaced between the time when the power source of the vehicle is stopped and the time when the power source is restarted, an acquisition unit that acquires torque output from the power source for each driving condition of the vehicle; a correction unit that corrects the torque when a difference between a torque before the power source is stopped and a torque after the power source is restarted is equal to or greater than a predetermined value under each of the driving conditions, When the difference is equal to or greater than the predetermined value and the torque after the restart is greater than the torque before the stop, the correction unit reduces the torque after the restart by an amount corresponding to the difference, When the difference is equal to or greater than the predetermined value and the torque after the restart is smaller than the torque before the stop, the correction unit increases the torque after the restart by the amount of the difference.

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