JP2009103010A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve fuel economy while reflecting a driver's intention appropriately in the traveling behavior of a vehicle corresponding to the driver's driving operation. <P>SOLUTION: An FIECU 21 computes a frequency difference ΔF(=Fn-Fc) which is the difference between frequency Fn computed from an input signal AP(in) of accelerator pedal opening AP, and set frequency Fc corresponding to vehicle speed V and a target gear ratio R, computes a setting parameter based on a value (ΔF×k) obtained by multiplying the frequency difference ΔF by a correction factor k, uses the setting parameter G to adjust a filter processing part 44 outputting an output signal AP(out) obtained by attenuating or eliminating a frequency component higher than the set frequency Fc of the input signal AP(in), and controls the throttle opening of a throttle valve by a DBW (drive by wire) driving part according to the output signal AP(out) to adjust the intake air quantity in an intake system of an internal combustion engine. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle control device.

2. Description of the Related Art Conventionally, a control device that removes noise components included in output values of sensors that detect, for example, a driver's accelerator pedal operation and the opening of a throttle valve is known (see, for example, Patent Document 1).
Japanese Patent Application Laid-Open No. 11-303672

By the way, in the control device according to the above prior art, for example, by attenuating a high frequency component equal to or higher than a predetermined cutoff frequency with respect to the output value of each sensor, noise caused by vehicle vibration, electromagnetic noise, etc. Thus, the reliability of the output value of each sensor is improved.
In such a control device, it is desired to improve fuel efficiency while appropriately reflecting the driver's intention in the driving behavior of the vehicle according to the driving operation of the driver.

  The present invention has been made in view of the above circumstances, and provides a vehicle control device capable of improving fuel efficiency while appropriately reflecting the driver's intention in the driving behavior of the vehicle according to the driving operation of the driver. The purpose is to provide.

  In order to solve the above problems and achieve the object, a vehicle control device according to a first aspect of the present invention is an intake air amount that adjusts an intake air amount in an intake system of an internal combustion engine that generates a driving force of the vehicle. A vehicle control device for a vehicle including adjusting means (for example, a DBW driver 12 and a DBW driving unit 13 in the embodiment, and a throttle valve or an intake valve), and an accelerator operation (for example, an embodiment) by a driver Accelerator operation detecting means (for example, the accelerator pedal sensor 32 in the embodiment) for detecting the accelerator pedal opening AP in the engine and intake air amount adjusting control means for controlling the operation of the intake air amount adjusting means (for example, The frequency (for example, the frequency Fn in the embodiment) from the accelerator operation signal output from the accelerator operation detecting means and the FIECU 21 in the embodiment) Frequency calculation means (for example, the frequency calculation unit 41 in the embodiment) for calculating the intake air amount adjustment control means, the accelerator operation signal output from the accelerator operation detection means, and the frequency Based on the frequency calculated by the calculating means, the operation of the intake air amount adjusting means is controlled.

  Further, in the vehicle control device according to the second aspect of the present invention, the intake air amount adjustment control means is configured such that the frequency of the accelerator operation signal output from the accelerator operation detection means is a predetermined set frequency (for example, implementation) When the frequency is higher than the set frequency Fc), the high frequency component higher than the set frequency is attenuated or removed, and the intake air amount is based on the accelerator operation signal from which the high frequency component is attenuated or removed. Controls the operation of the adjusting means.

  Further, the vehicle control device according to the third aspect of the present invention includes vehicle speed detection means (for example, the vehicle speed sensor 31 in the embodiment) for detecting the speed of the vehicle (for example, the vehicle speed V in the embodiment), Gear ratio acquisition means (for example, a target gear ratio R in the embodiment) for acquiring a gear ratio (for example, a target gear ratio R in the embodiment) of a transmission (for example, transmission T in the embodiment) that transmits the driving force of the internal combustion engine to driving wheels. The target gear ratio acquisition unit 61) in the embodiment, and the intake air amount adjustment control means acquires the set frequency by the speed detected by the vehicle speed detection means and the speed ratio acquisition means. Set based on the gear ratio.

  Furthermore, in the vehicle control device according to the fourth aspect of the present invention, when the intake air amount adjustment control unit attenuates a high frequency component higher than the set frequency, the frequency of the accelerator operation signal is set to the set value. The attenuation is increased as the frequency becomes higher.

  Further, in the vehicle control device according to the fifth aspect of the present invention, the intake air amount adjustment control means uses the set frequency as a travel behavior of the vehicle among the accelerator operation signals output from the accelerator operation detection means. The threshold frequency of the frequency component at which the influence on the frequency is less than a predetermined level is used.

  Furthermore, in the vehicle control device according to the sixth aspect of the present invention, the accelerator operation signal output from the accelerator operation detection means is used as an input signal (for example, the input signal AP (in) in the embodiment). A signal obtained by attenuating or removing a frequency component higher than a predetermined set frequency (for example, the set frequency Fc in the embodiment) of the input signal is output as an output signal (for example, the output signal AP ( out)), and adjusting means for adjusting the filtering means based on the frequency calculated by the frequency calculating means and the set frequency. (For example, the setting parameter calculation unit 43 in the embodiment).

  Furthermore, the vehicle control device according to the seventh aspect of the present invention includes vehicle speed detection means (for example, a vehicle speed sensor 31 in the embodiment) for detecting the speed of the vehicle (for example, the vehicle speed V in the embodiment), Gear ratio acquisition means (for example, a target gear ratio R in the embodiment) for acquiring a gear ratio (for example, a target gear ratio R in the embodiment) of a transmission (for example, transmission T in the embodiment) that transmits the driving force of the internal combustion engine to driving wheels. , A target gear ratio acquisition unit 61) according to an embodiment, and the adjustment unit uses the speed detected by the vehicle speed detection unit and the gear ratio acquired by the gear ratio acquisition unit. Set based on.

  According to the vehicle control device of the first aspect, the intake air amount is based on the frequency calculated from the accelerator operation signal by the driver and the accelerator operation signal (for example, signals such as the presence / absence of the accelerator operation and the operation amount). Since the intake air amount is controlled by the adjusting means, the intake air amount can be controlled according to the efficient accelerator operation obtained by removing unnecessary operation components from the driver's accelerator operation, improving fuel efficiency Can be made.

  Furthermore, according to the vehicle control device of the second aspect, driving is performed according to the driver's intention by attenuating or removing a frequency component higher than a predetermined set frequency from the accelerator operation signal by the driver. Unnecessary high frequency components other than the frequency components that contribute effectively to the force can be appropriately attenuated or removed, and the fuel efficiency can be improved.

  Further, according to the vehicle control device of the third aspect, the set frequency is set according to the speed of the vehicle and the transmission gear ratio, so that the frequency component to be attenuated or removed depends on the traveling state of the vehicle. It can be set appropriately.

  Furthermore, according to the vehicle control apparatus which concerns on a 4th aspect, an unnecessary frequency component higher than a setting frequency can be attenuate | damped appropriately.

  Further, according to the vehicle control device of the fifth aspect, the set frequency is set to the threshold frequency of the frequency component that has an influence on the running behavior of the vehicle of less than a predetermined level, so that it does not contribute to the running behavior of the vehicle. Fuel consumption can be improved while preventing fuel consumption from occurring.

  Further, according to the vehicle control device of the sixth aspect, it is unnecessary among the accelerator operations by the driver by attenuating or removing the frequency component higher than the predetermined set frequency from the accelerator operation signals by the driver. The amount of intake air can be controlled in accordance with an efficient accelerator operation obtained by removing various operation components, and fuel consumption can be improved. In addition, since the filter means for performing attenuation or removal is adjusted according to the frequency calculated from the accelerator operation signal and the set frequency, for example, a response delay or a change in response to a desired accelerator operation obtained after the filter processing is performed. Or the like can be prevented.

  Further, according to the vehicle control device of the seventh aspect, by setting the set frequency according to the vehicle speed and the transmission gear ratio, the frequency component to be attenuated or eliminated is set according to the traveling state of the vehicle. It can be set appropriately.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle control device of the present invention will be described with reference to the accompanying drawings.
A vehicle control apparatus 10 according to this embodiment controls a vehicle 1 equipped with an internal combustion engine E as a drive source, for example, as shown in FIG. 1, and the driving force of the internal combustion engine E is transmitted via a transmission T. It is transmitted to the drive wheel W.
The vehicle control device 10 includes, for example, a processing device 11, a DBW (Drive By Wire) driver 12, and a DBW drive unit 13.
In this vehicle 1, the intake system of the internal combustion engine E is provided with a throttle valve (not shown) for adjusting the intake air amount, and the valve opening degree (throttle opening degree) of this throttle valve is via the DBW driver 12 and the DBW driving unit 13. Thus, it is electronically controlled by the processing device 11.

For example, the DBW drive unit 13 includes an electromagnetic actuator (not shown) that drives the throttle valve to open and close, and the processing device 11 outputs a command (TH opening command) for the throttle opening of the throttle valve to the DBW driver 12, and DBW The driver 12 outputs a control current for opening and closing the throttle valve according to the TH opening command to the DBW driving unit 13, and the DBW driving unit 13 drives the electromagnetic actuator to adjust the throttle opening according to the TH opening command. The throttle valve is driven to open and close.
The DBW drive unit 13 includes a sensor (not shown) that detects the throttle opening of the throttle valve, and outputs an output value (TH opening detection value) of the sensor to the DBW driver 12. The DBW driver 12 Based on the TH opening detection value, an actual throttle opening (actual TH opening) corresponding to the TH opening command is calculated, and the actual TH opening is output to the processing device 11.

In addition to the intake air amount in the intake system of the internal combustion engine E, the processing device 11 includes a FIECU 21 that controls, for example, fuel supply and ignition timing. The processing device 11 includes, for example, the wheel speed of the driven wheel of the host vehicle. Accelerator pedal related to the detection signal output from the vehicle speed sensor 31 that detects the speed (vehicle speed) V of the host vehicle based on the above and the accelerator pedal depressing operation by the driver of the host vehicle (that is, the presence / absence of the depressing operation and the depressing amount) A detection signal output from the accelerator pedal sensor 32 that detects the opening AP is input.
The FIECU 21 includes a storage unit 22 that stores, for example, various maps.

  For example, as shown in FIG. 2, the FIECU 21 includes a frequency calculation unit 41, a set frequency calculation unit 42, a set parameter calculation unit 43, and a filter processing unit 44 including a low-pass filter (LPF). For example, the intake air amount in the intake system of the internal combustion engine E is adjusted according to the output signal AP (out) output from the filter processing unit 44, for example.

The frequency calculation unit 41 includes, for example, a preprocessing unit 51, a differentiation processing unit 52, a post-processing unit 53, a cycle calculation unit 54, and a frequency calculation unit 55.
The pre-processing unit 51 uses, for example, a detection signal of an accelerator pedal opening AP output from the accelerator pedal sensor 32 as an input signal AP (in), and performs, for example, a predetermined noise removal process on the input signal AP (in). The signal after the noise removal processing is output to the differentiation processing unit 52.
The differential processing unit 52 performs differential processing on the signal output from the preprocessing unit 51 (that is, the detection signal of the accelerator pedal opening AP from which noise has been removed), and a signal after the differential processing (AP differential value of the AP differential value). Signal) to the post-processing unit 53. The AP differential value signal is a signal that changes around zero, for example, as shown in FIG.
The post-processing unit 53 performs, for example, predetermined noise removal processing on the AP differential value signal output from the differentiation processing unit 52, and outputs the signal after the noise removal processing to the period calculation unit 54.

The period calculation unit 54 is based on the signal output from the post-processing unit 53 (that is, the AP differential value signal from which noise has been removed), and is a time interval at which this signal repeatedly becomes zero, for example, this signal is zero last time. The elapsed time from the time when becomes zero to the time when it becomes zero at this time is defined as a period T.
The frequency calculation unit 55 calculates the frequency Fn (= 1 / 2T) based on the value (2T) twice the cycle T calculated by the cycle calculation unit 54.

The set frequency calculation unit 42 includes, for example, a target gear ratio acquisition unit 61 and a set frequency acquisition unit 62.
Based on the vehicle speed V output from the vehicle speed sensor 31 and the accelerator pedal opening AP output from the accelerator pedal sensor 32, the target gear ratio acquisition unit 61 performs, for example, a map search for a predetermined map set in advance. A speed ratio R (for example, a target value for the speed reduction ratio in the transmission T) is acquired.
The predetermined map is a map showing a predetermined correspondence relationship between the vehicle speed V, the accelerator pedal opening AP, and the target gear ratio R, for example. As shown in FIG. 4, for example, as the vehicle speed V decreases, Alternatively, the target gear ratio R is set so as to change with an increase in the accelerator pedal opening AP.

The set frequency acquisition unit 62 is set based on the vehicle speed V output from the vehicle speed sensor 31 and the target speed ratio R output from the target speed ratio acquisition unit 61 by, for example, a map search for a predetermined map set in advance. The setting frequency Fc required by the parameter calculation unit 43 is acquired.
The predetermined map is a map showing a predetermined correspondence relationship between the vehicle speed V and the target speed ratio R and the set frequency Fc, for example. As shown in FIG. 5, for example, the vehicle speed V and the target speed ratio R are increased. Accordingly, the setting frequency Fc is set to increase.
The set frequency Fc attenuates a high frequency component that does not affect the driving behavior of the vehicle 1 (that is, the influence on the driving behavior of the vehicle 1 is less than a predetermined level) in the depression operation of the accelerator pedal by the driver. Or the lower threshold frequency for removal.
The influence less than a predetermined level is, for example, the occurrence of an acceleration that does not contribute to the propulsive force of the vehicle 1 or the occurrence of an acceleration that cannot be recognized by the occupant of the vehicle 1. .

The setting parameter calculation unit 43 includes, for example, a frequency difference calculation unit 71, a correction coefficient calculation unit 72, and a setting parameter acquisition unit 73.
The frequency difference calculator 71 calculates a frequency difference ΔF (= Fn−Fc) between the frequency Fn output from the frequency calculator 41 and the set frequency Fc output from the set frequency calculator 42.

Based on the set frequency Fc output from the set frequency calculation unit 42, the correction coefficient calculation unit 72 acquires a correction coefficient k for correcting the frequency difference ΔF, for example, by a map search for a predetermined map set in advance.
The predetermined map is a map showing a predetermined correspondence between the set frequency Fc and the correction coefficient k, for example. As shown in FIG. 6, for example, the correction coefficient k decreases as the set frequency Fc increases. It is set to change to a trend.

The setting parameter acquisition unit 73 is based on a value (ΔF × k) obtained by multiplying the frequency difference ΔF output from the frequency difference calculation unit 71 by the correction coefficient k output from the correction coefficient calculation unit 72, for example. The setting parameter G is acquired by a map search or the like for a predetermined map set in advance.
The predetermined map is a map showing a predetermined correspondence between a value (ΔF × k) obtained by multiplying the frequency difference ΔF and the correction coefficient k, for example, and the setting parameter G, and the frequency difference ΔF is If it is zero or more (ΔF ≧ 0), as shown in FIG. 7, for example, as the value (ΔF × k) increases, the setting parameter G changes from zero to an increasing tendency so as to converge to a predetermined value. Is set to If the frequency difference ΔF is less than zero (ΔF <0), the setting parameter G is zero.

The filter processing unit 44 performs a filtering process on the input signal AP (in) based on the setting parameter G output from the setting parameter calculation unit 43, that is, a parameter for adjusting the low-pass filter (LPF). Output signal AP (out).
Here, the frequency component (that is, the frequency component higher than the set frequency Fc) of the input signal AP (in) to be attenuated by the filter processing unit 44 is attenuated as the frequency becomes higher than the set frequency Fc. Has changed to an increasing trend.

  The vehicle control device 10 according to this embodiment has the above-described configuration. Next, the operation of the vehicle control device 10 will be described.

First, for example, in step S01 shown in FIG. 8, the frequency Fn of the input signal AP (in) is calculated as an AP frequency calculation process described later.
Next, in step S02, a set frequency Fc is calculated based on the input signal AP (in) and the vehicle speed V as a set frequency calculation process described later.
Next, in step S03, a setting parameter G is calculated based on a value (ΔF × k) obtained by multiplying the frequency difference ΔF and the correction coefficient k as low-pass filter processing described later. In response to this, the input signal AP (in) is subjected to filter processing, the output signal AP (out) after the filter processing is output, and a series of processing ends.

Hereinafter, the AP frequency calculation process in step S01 described above will be described.
First, for example, in step S11 shown in FIG. 9, the signal of the accelerator pedal opening AP output from the accelerator pedal sensor 32 is set as an input signal AP (in), and for example, a predetermined signal is input to the input signal AP (in). A noise removal process is performed and a differentiation process is performed to obtain a signal that changes around zero with the direct current component removed, for example, as shown in FIG.

Then, in step S12, based on the signal after differentiation, the time interval at which this signal repeatedly becomes zero, for example, the elapsed time from the time when this signal becomes zero last time until the time when this signal becomes zero this time is the period T12. And
In step S13, the frequency Fn (= 1 / 2T) is calculated based on a value (2T) that is twice the period T, and the series of processing ends.

Hereinafter, the set frequency calculation process in step S02 described above will be described.
First, in step S21 shown in FIG. 10, for example, a map search for a predetermined map set in advance based on the vehicle speed V output from the vehicle speed sensor 31 and the accelerator pedal opening AP output from the accelerator pedal sensor 32, for example. The target speed ratio R (for example, a target value for the speed reduction ratio in the transmission T) is acquired.

  In step S22, based on the vehicle speed V output from the vehicle speed sensor 31 and the target speed ratio R output from the target speed ratio acquisition unit 61, for example, a map search for a predetermined map set in advance is performed. The frequency Fc is acquired, and a series of processing is completed.

Below, the low-pass filter process in step S03 mentioned above is demonstrated.
First, for example, in step S31 shown in FIG. 11, a frequency difference ΔF (= Fn−Fc) between the frequency Fn and the set frequency Fc is calculated.
In step S32, a correction coefficient k for correcting the frequency difference ΔF is acquired based on the set frequency Fc by, for example, a map search for a predetermined map set in advance.

In step S33, for example, based on a value (ΔF × k) obtained by multiplying the frequency difference ΔF and the correction coefficient k, the setting parameter G is acquired by, for example, a map search for a predetermined map set in advance. .
In step S34, the input signal AP (in) is filtered based on the setting parameter G, that is, the parameter for adjusting the low-pass filter (LPF), and the output signal AP (out) after this filtering is obtained. Output, and the series of processing ends.

For example, as shown in FIG. 12, when the input signal AP (in) has a waveform whose frequency tends to increase with time, and the frequency of the input signal AP (in) is equal to or lower than the set frequency Fc. When the setting parameter G becomes zero and the frequency of the input signal AP (in) is larger than the setting frequency Fc, the setting parameter G is a value (ΔF) obtained by multiplying the frequency difference ΔF and the correction coefficient k. Xk).
Accordingly, before the time t1 when the frequency of the input signal AP (in) reaches the set frequency Fc, the input signal AP (in) and the output signal AP (out) have the same waveform.
Then, after time t1 when the frequency of the input signal AP (in) reaches the set frequency Fc, the amplitude of the output signal AP (out) is attenuated.

In addition, since the setting parameter G is zero for the input signal AP (in) having a frequency equal to or lower than the setting frequency Fc, the frequency of the input signal AP (in) is set as in the embodiment shown in FIG. 13, for example. Prior to time t1 when the frequency Fc is reached, the phases of the input signal AP (in) and the output signal AP (out) are substantially equal.
Then, after time t1 when the frequency of the input signal AP (in) reaches the set frequency Fc, the phase of the output signal AP (out) is delayed with respect to the input signal AP (in).
On the other hand, as in the first comparative example shown in FIG. 13, for example, the low-pass signal according to the related art that is not adjusted by the setting parameter G and attenuates or removes a frequency component higher than an appropriate cutoff frequency. In the filter, even before the time t1 when the frequency of the input signal AP (in) reaches the cutoff frequency (for example, a value equivalent to the set frequency Fc of the embodiment in the first comparative example in FIG. 13), the input signal AP ( There is a problem that the phase of the output signal AP (out) is delayed with respect to in).

Thereby, as shown in FIG. 14 and FIG. 15, for example, the attenuation state of the frequency component higher than the set frequency Fc in the embodiment (for example, the attenuation rate per unit time) and the cutoff in the first comparative example Although the attenuation state (for example, the attenuation rate per unit time) of the frequency component higher than the frequency (for example, a value equivalent to the set frequency Fc in the embodiment) shows a substantially equivalent form, for example, FIG. As shown in FIG. 16, in the example, the response delay of the frequency component below the set frequency Fc is almost zero, whereas in the first comparative example, a relatively large response delay occurs over the entire frequency range. Yes.
Accordingly, for example, as shown in FIG. 17, in the first comparative example in which a relatively large response delay occurs over the entire frequency range as compared with the embodiment, the operation is performed by correcting this response delay. As a result, an excessive accelerator pedal operation is performed by a person, and the amount of accelerator pedal operation per unit time increases unnecessarily.
On the other hand, in the embodiment, a response delay occurs only for a frequency component higher than the set frequency Fc, that is, an unnecessary high frequency component whose influence on the running behavior of the vehicle 1 is less than a predetermined level. Excessive accelerator pedal operation by the user is not performed. For example, as in the second comparative example, the accelerator pedal operation per unit time when the input signal AP (in) is not filtered by an appropriate low-pass filter is performed. A change equivalent to the amount is shown, and the filter processing in the filter processing unit 44 can prevent, for example, deterioration of the operability of the accelerator pedal.

As described above, according to the vehicle control device 10 of the present embodiment, the internal combustion engine E is controlled in accordance with the efficient accelerator pedal operation obtained by removing unnecessary operation components from the accelerator pedal operation by the driver. The amount of intake air in the intake system can be controlled, and fuel consumption can be improved.
That is, the driving behavior of the vehicle 1 is not affected by attenuating or removing a frequency component higher than the set frequency Fc from the accelerator pedal operation signal (input signal AP (in)) by the driver (that is, It is possible to appropriately attenuate or eliminate unnecessary high-frequency components (in which the influence on the traveling behavior of the vehicle 1 is less than a predetermined level), and to prevent unnecessary fuel consumption that does not contribute to the traveling behavior of the vehicle 1 from occurring. , Fuel economy can be improved.
In addition, since the set frequency Fc is set according to, for example, the vehicle speed V and the target gear ratio R, the frequency component to be attenuated or removed can be appropriately set according to the traveling state of the vehicle 1.

  Furthermore, by adjusting the operation of the filter processing unit 44 according to the set parameter G based on the frequency Fn calculated from the input signal AP (in) and the vehicle speed V and the set frequency Fc calculated from the input signal AP (in). For example, in the output signal AP (out) obtained after the filtering process, it is possible to prevent a delay in response or a change in response to a desired accelerator pedal operation by the driver.

  In the above-described embodiment, the set frequency Fc is set according to the vehicle speed V and the target speed ratio R. However, the present invention is not limited to this, and the vehicle 1 travels in addition to the vehicle speed V and the target speed ratio R. As a parameter that affects the behavior, the set frequency Fc may be set according to, for example, the atmospheric pressure, the intake air temperature in the intake system, the coolant temperature, the transmission efficiency, the octane number, the running resistance, and the like.

In the above-described embodiment, the vehicle control device 10 may control the hybrid vehicle 2 in which the internal combustion engine E and the electric motor M are mounted as drive sources, for example, as shown in FIG.
The hybrid vehicle 2 is, for example, a parallel hybrid vehicle in which an internal combustion engine E, an electric motor M, and a transmission T are directly connected in series. The driving forces of both the internal combustion engine E and the electric motor M are transmitted via the transmission T. It is transmitted to the drive wheel W. Further, when the driving force is transmitted from the driving wheel W side to the electric motor M side during deceleration of the hybrid vehicle 2, the electric motor M functions as a generator to generate a so-called regenerative braking force, and the kinetic energy of the vehicle body is used as electric energy. to recover. Furthermore, according to the driving | running state of the hybrid vehicle 2, the electric motor M is driven as a generator with the output of the internal combustion engine E, and generates electric power generation energy.

The electric motor M is, for example, a three-phase (U phase, V phase, W phase) DC brushless motor or the like, and is connected to a power drive unit (PDU) 14 that controls driving and power generation of the electric motor M.
The power drive unit 14 includes, for example, a PWM inverter by pulse width modulation (PWM) including a bridge circuit formed by bridge connection using a plurality of transistor switching elements.

The power drive unit 14 is connected to a high voltage battery 15 that exchanges power with the electric motor M.
And the power drive unit 14 receives the control command from the processing apparatus 11, and controls the drive and electric power generation of the electric motor M. For example, when the electric motor M is driven, DC power output from the high voltage battery 15 is converted into three-phase AC power and supplied to the electric motor M based on a torque command output from the processing device 11. On the other hand, at the time of power generation by the motor M, the three-phase AC power output from the motor M is converted to DC power and the high voltage battery 15 is charged.

  The power conversion operation of the power drive unit 14 is to turn each transistor on / off by pulse width modulation (PWM) input from the processing device 11 to the gate of each transistor constituting the bridge circuit of the PWM inverter. Control is performed in accordance with the pulse, and a map (data) of the duty of the pulse, that is, the on / off ratio is stored in the processing device 11 in advance.

In addition, a 12V battery 16 for driving an electric load composed of various auxiliary machines is connected in parallel to the power drive unit 14 and the high voltage battery 15 via a DC-DC converter 17.
The DC-DC converter 17 whose power conversion operation is controlled by the processing device 11 is, for example, a bidirectional DC-DC converter. When the inter-terminal voltage of the high-voltage battery 15 or the electric motor M is regeneratively operated or boosted. The voltage between the terminals of the power drive unit 14 is reduced to a predetermined voltage value to charge the 12V battery 16, and when the remaining capacity (SOC: State Of Charge) of the high voltage battery 15 is reduced, the 12V battery The high voltage battery 15 can be charged by boosting the voltage between the 16 terminals.

  The processing device 11 detects the remaining capacity SOC of the high-voltage battery 15 by using, for example, a current integration method, etc., in addition to the FIECU 21 and the storage unit 22, and controls the power conversion operation of the power drive unit 14, and a DC-DC converter. The ECUs 21, 23, and 24 are connected by a communication system 18 including, for example, a predetermined vehicle control network.

  In the above-described embodiment, the intake system of the internal combustion engine E includes the throttle valve that adjusts the intake air amount. However, the present invention is not limited to this, and for example, the throttle valve is omitted and the lift amount of the intake valve is changed. A possible variable mechanism may be provided, and the intake air amount may be adjusted by electronically controlling the lift amount of the intake valve by the processing device 11 via the DBW driver 12 and the DBW drive unit 13.

It is a lineblock diagram of vehicles carrying a control device for vehicles concerning one embodiment of the present invention. It is a lineblock diagram of the control device for vehicles concerning one embodiment of the present invention. It is sectional drawing of the rotor of the axial gap type motor which concerns on one Embodiment of this invention. It is a graph which shows an example of the predetermined | prescribed corresponding | compatible relationship between the vehicle speed V and the accelerator pedal opening degree AP, and the target gear ratio R which concern on one Embodiment of this invention. It is a graph which shows an example of the predetermined | prescribed correspondence of the vehicle speed V and the target gear ratio R which concern on one Embodiment of this invention, and the setting frequency Fc. It is a graph which shows an example of the predetermined corresponding | compatible relationship between the setting frequency Fc and the correction coefficient k which concerns on one Embodiment of this invention. It is a graph which shows an example of the predetermined | prescribed correspondence with the value ((DELTA) Fxk) obtained by multiplying the frequency difference (DELTA) F and the correction coefficient k which concerns on one Embodiment of this invention, and the setting parameter G. It is a flowchart which shows operation | movement of the control apparatus for vehicles which concerns on one Embodiment of this invention. It is a flowchart which shows the AP frequency calculation process shown in FIG. It is a flowchart which shows the setting frequency calculation process shown in FIG. It is a flowchart which shows the low-pass filter process shown in FIG. It is a graph which shows an example of the time change of the input signal AP (in) and output signal AP (out) which concern on one Embodiment of this invention, the setting parameter G, and the frequency of input signal AP (in). The graph figure which shows an example of the time change of the frequency of input signal AP (in) and the input signal AP (in) in the Example and 1st comparative example which concern on one Embodiment of this invention, and the input signal AP (in) It is. It is a graph which shows an example of the correspondence of the frequency of the input signal AP (in) and attenuation factor in the Example which concerns on one Embodiment of this invention, and a 1st comparative example. It is a graph which shows an example of the correspondence of the frequency of output signal AP (out) and the accumulation frequency in the Example which concerns on one Embodiment of this invention, a 1st comparative example, and a 2nd comparative example. It is a graph which shows an example of the correspondence of the frequency of input signal AP (in) and response delay time in the Example which concerns on one Embodiment of this invention, and a 1st comparative example. It is a graph which shows an example of the correspondence of the accelerator pedal operation amount per unit time and accumulation frequency in the Example which concerns on one Embodiment of this invention, a 1st comparative example, and a 2nd comparative example. It is a block diagram of the vehicle carrying the vehicle control apparatus which concerns on the 1st modification of embodiment of this invention.

Explanation of symbols

1 Vehicle 12 DBW driver (intake air amount adjusting means)
13 DBW drive (intake air amount adjusting means)
21 FIECU (intake air amount adjustment control means)
22 Storage unit (accelerator operation change storage means)
31 Vehicle speed sensor (vehicle speed detection means)
32 Accelerator pedal sensor (Accelerator operation detection means)
41 Frequency calculation unit (frequency calculation means)
43 Setting parameter calculation unit (adjustment means)
44 Filter processing section (filter means)
61 Target speed ratio acquisition unit (speed ratio acquisition means)

Claims (7)

A vehicle control device for a vehicle comprising an intake air amount adjusting means for adjusting an intake air amount in an intake system of an internal combustion engine that generates driving force of the vehicle,
An accelerator operation detecting means for detecting an accelerator operation by the driver;
Intake air amount adjustment control means for controlling the operation of the intake air amount adjustment means;
Frequency calculating means for calculating a frequency from the accelerator operation signal output from the accelerator operation detecting means,
The intake air amount adjustment control unit controls the operation of the intake air amount adjustment unit based on the accelerator operation signal output from the accelerator operation detection unit and the frequency calculated by the frequency calculation unit. A control apparatus for a vehicle. The intake air amount adjustment control unit attenuates or removes a high frequency component higher than the set frequency when the frequency of the accelerator operation signal output from the accelerator operation detection unit is higher than a predetermined set frequency, 2. The vehicle control device according to claim 1, wherein an operation of the intake air amount adjusting means is controlled based on a signal of the accelerator operation in which the high frequency component is attenuated or removed. Vehicle speed detection means for detecting the speed of the vehicle;
Gear ratio acquisition means for acquiring a gear ratio of a transmission that transmits the driving force of the internal combustion engine to drive wheels;
The intake air amount adjustment control means sets the set frequency based on a speed detected by the vehicle speed detection means and a speed ratio acquired by the speed ratio acquisition means. The vehicle control device described. The intake air amount adjustment control means increases the amount of attenuation as the frequency of the accelerator operation signal becomes higher than the set frequency when a high frequency component higher than the set frequency is attenuated. The vehicle control device according to claim 2 or 3. The intake air amount adjustment control means sets the set frequency as a threshold frequency of a frequency component that has an influence on a vehicle traveling behavior less than a predetermined degree in the accelerator operation signal output from the accelerator operation detection means. The vehicle control device according to any one of claims 2 to 4, wherein the vehicle control device is characterized in that: Filter means for outputting, as an output signal, a signal obtained by attenuating or removing a frequency component higher than a predetermined set frequency from the input signal, using the accelerator operation signal output from the accelerator operation detection means as an input signal. When,
The vehicle control device according to claim 1, further comprising an adjusting unit that adjusts the filter unit based on the frequency calculated by the frequency calculating unit and the set frequency. Vehicle speed detection means for detecting the speed of the vehicle;
Gear ratio acquisition means for acquiring a gear ratio of a transmission that transmits the driving force of the internal combustion engine to drive wheels;
7. The vehicle according to claim 6, wherein the adjusting means sets the set frequency based on a speed detected by the vehicle speed detecting means and a speed ratio acquired by the speed ratio acquiring means. Control device.

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