JP2014090524A - Vehicle controller and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller and a vehicle attaining fuel-efficient run while securing safety.SOLUTION: A vehicle controller includes: a torque map 18 which outputs request torque to an aperture degree of an accelerator; a change ratio limitation part 14 which limits the change ratio of the aperture degree of the accelerator input from outside; an accelerator aperture degree selector 16 which selects either of the accelerator aperture degree input from outside and the accelerator aperture degree output from the change ratio limiting part 14 to output the degree; and a driver's request determining part 12 which judges whether or not a generation ratio P calculated by a regression expression Z using explanatory variables on the basis of data input from outside is equal to or larger than a predetermined threshold value T, and switches the accelerator aperture degree selector 16 to select an accelerator aperture degree output from the change ratio suppressing part 14 when judging that the generation ratio P is equal to or larger than the predetermined threshold value T.

Description

  Embodiments described herein relate generally to a vehicle control device and a vehicle.

  In recent years, many automobiles are equipped with an eco mode in order to improve the actual driving fuel consumption (or electricity consumption). For example, it has been proposed to provide an eco lamp that is lit during low fuel consumption traveling at a position that can be visually recognized by the driver. In this case, since it may become a load of the driver during driving such as driving the driver while being aware of the eco lamp, it is desired to perform eco-driving without applying a load to the driver.

JP 2007-159214 A

  It is known that driving with less rapid acceleration is effective for low fuel consumption driving. However, there are cases where safety cannot always be ensured if rapid acceleration is limited.

  Embodiments of the present invention have been made in view of the above circumstances, and an object of the present invention is to provide a vehicle control device and a vehicle that realize low fuel consumption travel while ensuring safety.

  According to the embodiment, a torque map that outputs a required torque for the accelerator opening, a change rate limiting unit that outputs by limiting the change rate of the accelerator opening input from the outside, and an accelerator opening input from the outside And an accelerator opening selector that selects and outputs one of the accelerator openings output from the change rate limiting unit, and an occurrence rate calculated by a regression equation using explanatory variables based on data input from the outside. A driver request that determines whether or not the rate of occurrence is equal to or greater than a predetermined threshold and switches the accelerator position selector to select the accelerator position that is output from the change rate suppression unit when the rate of occurrence is determined to be greater than or equal to the predetermined threshold. There is provided a vehicle control device comprising a determination unit.

FIG. 1 is a diagram schematically illustrating a configuration example of a vehicle and a vehicle control device according to an embodiment. FIG. 2 is a diagram schematically illustrating an example of a temporal change in the steering angle when the vehicle passes the preceding vehicle. FIG. 3 is a flowchart illustrating an example of an operation in which the driver request determination unit determines a vehicle overtaking operation. FIG. 4 is a block diagram schematically showing another configuration example of the vehicle control device and the vehicle according to the present embodiment. FIG. 5 is a block diagram schematically illustrating another configuration example of the vehicle control device and the vehicle according to the present embodiment. FIG. 6 is a flowchart illustrating an example of the operation of the driver request determination unit in the vehicle control device and the vehicle according to the present embodiment. FIG. 7 is a flowchart for explaining an example of the operation of the driver request determination unit in the vehicle control device and the vehicle according to the first and second embodiments.

Hereinafter, a vehicle and a vehicle control device of an embodiment will be described with reference to the drawings.
FIG. 1 is a diagram schematically illustrating a configuration example of a vehicle and a vehicle control device according to the embodiment.

  The vehicle of this embodiment includes a sensor SS, a vehicle ECU (electric control unit) 10, a motor ECU 20, an inverter INV, a motor M, a battery BT, a battery management device (BMU: battery management unit) 30, have.

  The motor ECU 20 generates a motor control signal (PWM signal) for the inverter INV according to the required torque received from the vehicle ECU 10.

  Inverter INV converts the DC power output from battery BT to AC power output to motor M based on the motor control signal received from motor ECU 20. The inverter INV outputs, for example, three-phase AC power to the motor M by switching a plurality of switching elements.

  The motor M operates with the electric power supplied from the inverter INV, converts the electric power into a driving force, and causes the vehicle to perform a power running operation. The driving force of the motor M is transmitted to the driving wheel via the axle. Further, the motor M performs a regenerative operation by reversely converting the driving force into electric power.

  The battery BT includes a plurality of battery cells (not shown) and a monitoring circuit (not shown) that measures the voltage and temperature of the battery cells and the current flowing through the battery BT.

  The battery management device 30 calculates the state of charge (SOC) and the state of health (SOH) from the battery state such as voltage, current, and temperature received from the battery BT, and deteriorates the battery. The battery BT is controlled according to the state or the like.

  The sensor SS includes an accelerator position sensor S1, a steering sensor S2, a yaw rate sensor S3, a radar sensor S4, and a wheel speed sensor S5.

The accelerator position sensor S1 detects the position of an accelerator pedal (not shown) operated by the user and outputs the accelerator opening to the vehicle ECU 10.
The steering sensor S2 detects the steering angle and outputs it to the vehicle ECU 10.
The yaw rate sensor S3 detects the yaw rate and outputs it to the vehicle ECU 10.
The radar sensor S4 includes a position angle of a preceding vehicle with respect to the own vehicle (preceding vehicle position angle), a distance between the own vehicle and the preceding vehicle (distance between preceding vehicles), and a relative speed of the preceding vehicle with respect to the own vehicle (preceding vehicle relative speed). Is detected and output to the vehicle ECU 10.
The wheel speed sensor S5 detects the vehicle speed from the rotational speed of the drive wheel and outputs it to the vehicle ECU 10.

  The vehicle ECU 10 includes a driver request determination unit 12, an accelerator opening change rate limiting unit 14, an accelerator opening selector 16, and a torque map 18.

  The torque map 18 has a plurality of maps storing the relationship of the required torque with respect to the accelerator opening and the vehicle speed. The accelerator opening and the vehicle speed are received, and the required torque corresponding to the input value is output to the motor ECU 20.

  The accelerator opening selector 16 selects one of the accelerator opening input from the sensor SS and the restricted accelerator opening output from the accelerator opening change rate limiting unit 14 and outputs the selected accelerator opening to the torque map 18. When the accelerator opening selector 16 receives the eco mode release signal from the driver request determination unit 12, the accelerator opening selector 16 outputs the accelerator opening input from the sensor SS and receives the eco mode setting signal from the driver request determination unit 12. In addition, the accelerator opening degree after the restriction is output by the accelerator opening change rate restriction unit 14.

  The accelerator opening change rate limiting unit 14 limits the change rate of the accelerator opening input from the sensor SS, and outputs the accelerator opening after the change rate limit to the accelerator opening selector 16.

  The driver request determination unit 12 determines whether or not to cancel the eco mode based on the data input from the sensor SS. The driver request determination unit 12 determines to cancel the eco mode when the vehicle overtakes the preceding vehicle, for example. In the present embodiment, the vehicle operates in the eco mode unless it is released.

Hereinafter, an example of the operation of the driver request determination unit 12 will be described.
FIG. 2 is a diagram schematically illustrating an example of a temporal change in the steering angle when the vehicle passes the preceding vehicle.

  The operation A of the vehicle is an operation before the overtaking is started, the operation B is an operation from the start of the overtaking to the end thereof, and the operation C is an operation after the overtaking is completed.

  In operations A and C, the steering angle of the vehicle does not change substantially. In operation B, the steering angle of the vehicle first swings to the right (operation B1), then swings to the left (operation B2), and then swings back to the right again (operation B3).

  When the driver changes lanes in order to overtake the preceding vehicle, it is considered that the driver turns on the winker before operating the steering wheel. However, in order to ensure safety, it is necessary to be able to determine whether or not the vehicle is overtaking in consideration of the case where the lane change is made without turning on the blinker. Therefore, in the present embodiment, the driver request determination unit 12 is configured to be able to determine the overtaking operation of the vehicle even when the winker is off.

  FIG. 3 is a flowchart illustrating an example of an operation in which the driver request determination unit 12 determines a vehicle overtaking operation. The driver request determination unit 12 repeatedly performs the operation shown in FIG. 3 at a predetermined cycle.

  The driver request determination unit 12 acquires an accelerator opening, a steering steering angle, a host vehicle speed, a yaw rate, a preceding vehicle relative speed, a preceding inter-vehicle distance, and a preceding vehicle position angle from the sensor SS, which will be described later. Let it be an explanatory variable candidate for the logistic regression equation. Further, the accelerator opening change rate, the steering steering angular velocity, and the own vehicle acceleration are calculated from values obtained from the sensor SS, and these are also used as explanatory variable candidates for the logistic regression equation described later.

  First, the driver request determination unit 12 determines whether or not the operation request B has already been determined (step SA1).

  If it is not determined that the operation is B, the driver request determination unit 12 determines whether the steering is turned to the right (step SA2).

  If the steering is not turned to the right in step SA2, the driver request determination unit 12 determines whether or not the winker is turned on (step SA3).

  If the winker is on, the driver request determination unit 12 cancels the eco mode (step SA4). Thereafter, the driver request determination unit 12 starts processing from step SA1 after a predetermined period.

  If it is determined in step SA3 that the winker is not turned on, the driver request determination unit 12 starts processing from step SA1 after a predetermined period.

When the steering is turned to the right in step SA2, the driver request determination unit 12 calculates the occurrence rate P using, for example, the following logistic regression equation Z (step SA5).
Z = η0 + η1 * X1 + η2 * X2 +. . . .
P = exp (Z) / (exp (Z) +1)
In the above equation, η0 is an intercept of the logistic regression equation Z, η1, η2,... Are partial regression coefficients, and X1, X2,. Several explanatory variables are selected in advance from a plurality of explanatory variable candidates. Driver operation data is obtained, and this data is used to fit the intercept η0 and partial regression coefficients η1, η2,.

  As an example of a situation in which rapid acceleration is desired, a specific example in which the intercept η0 and partial regression coefficients η1, η2,. In the actual vehicle or driving simulator, prepare several scenes to “change lanes for overtaking”, and also “right curve” and “situation of driving operations and surrounding situations similar to“ change lanes for overtaking ”. Several scenes of “turn right” and “meander” are also prepared, and the vehicle operation data of the driver in these scenes is acquired. An intercept η0 and partial regression coefficients η1, η2,... Are calculated using these operation data.

  Subsequently, the driver request determination unit 12 compares the occurrence rate P calculated in step SA5 with a threshold value T, and determines whether the occurrence rate P is equal to or greater than the threshold value T (step SA6).

  For the set of explanatory variables and the threshold value T used in the logistic regression equation Z, an experiment is performed in advance and the one with a high accuracy rate is selected. Here, the correct answer rate includes an eco-mode cancellation correct answer rate indicating the ratio released when the eco-mode must be canceled, and an eco-mode continuation correct answer rate indicating the ratio not canceled when the eco-mode need not be canceled. There is. The accuracy rate of the former is important for safety, but the latter is important for improving actual driving fuel consumption. Therefore, it is desirable to obtain an optimal explanatory variable pair and threshold T by an optimization method (for example, a genetic algorithm) so as to increase the accuracy rate of both.

  If the occurrence rate P is less than the threshold value T, the driver request determination unit 12 starts the process again from step SA1 at a predetermined cycle.

  If the occurrence rate P is greater than or equal to the threshold T, the driver request determination unit 12 determines that the vehicle is performing the operation B (step SA7), and outputs an eco mode release signal to the accelerator opening selector 16. (Step SA4).

  After step SA8, driver request determination unit 12 determines that operation B has already been determined in step SA1. In this case, the driver request determination unit 12 determines whether the steering is in a straight traveling direction (step SA8).

  When the steering is not in the straight traveling direction, the process is started again from step SA1 at a predetermined cycle.

  When it is determined in step SA9 that the steering is in the straight traveling direction, the driver request determination unit 12 assumes that the vehicle is performing the operation C (step SA9).

  Subsequently, the driver request determination unit 12 determines whether or not the vehicle is traveling straight for a certain period, that is, whether or not the steering is in a straight traveling direction (step SA10).

  When the vehicle does not travel straight for a certain period, the driver request determination unit 12 starts the process again from step SA1 at a predetermined cycle.

  When it is determined in step SA11 that the vehicle is traveling straight for a certain period, the driver request determination unit 12 outputs an eco mode setting signal to the accelerator opening selector 16 (step SA11).

  After outputting the eco mode setting signal, the driver request determination unit 12 clears the stored operation determination result (step SA12) and starts the process again from step SA1 at a predetermined cycle.

  As described above, the driver's request is judged and the eco mode is canceled and set, and even if the vehicle is traveling in the eco mode, the vehicle can be accelerated rapidly to ensure low fuel consumption while ensuring safety. A vehicle control device and a vehicle can be provided.

  In the operation of the driver request determination unit 12, when information on the preceding vehicle such as the relative speed of the preceding vehicle and the distance between the preceding vehicles is used as an explanatory variable from the sensor SS, the presence of the preceding vehicle cannot be detected by the sensor SS. You may not be able to cancel Eco-mode. Therefore, it is determined whether or not the preceding vehicle can be detected in the preceding stage of step SA2, and when the preceding vehicle cannot be detected, it is possible to cancel the eco mode by determining whether or not the winker is on or off in step SA3. Good. In this case, when the preceding vehicle can be detected, the process of step SA2 is performed as described above. As described above, it is possible to provide a vehicle control device and a vehicle that realize low fuel consumption traveling while ensuring safety even in a situation where a preceding vehicle cannot be detected by the sensor SS.

  Next, another configuration example of the vehicle control device and the vehicle according to the present embodiment will be described with reference to the drawings. In the following description, the same components as those of the vehicle control device and the vehicle described above are denoted by the same reference numerals and description thereof is omitted.

  FIG. 4 is a block diagram schematically showing another configuration example of the vehicle control device and the vehicle according to the present embodiment.

  In this example, the configuration of the vehicle ECU 10 is different from the configuration example shown in FIG. The vehicle ECU 10 includes a driver request determination unit 12, a required torque change rate limiting unit 15, a request torque selector 17, and a torque map 18.

  The torque map 18 receives the accelerator opening and the vehicle speed from the sensor SS, and outputs the required torque corresponding to the input value to the required torque change rate limiting unit 15 and the required torque selector 17.

  The required torque change rate limiting unit 15 limits the change rate of the required torque input from the torque map 18 and outputs the required torque after the change rate limit to the accelerator opening selector 16.

  The required torque selector 17 selects one of the required torque input from the torque map 18 and the limited required torque output from the required torque change rate limiting unit 15 and outputs the selected torque to the motor ECU 20. The requested torque selector 17 outputs the requested torque input from the torque map 18 when receiving the eco mode release signal from the driver request determining unit 12, and when receiving the eco mode setting signal from the driver request determining unit 12. Then, the requested torque after limitation output from the requested torque change rate limiting unit 15 is output.

  Based on the data input from the sensor SS, the driver request determination unit 12 determines whether or not to cancel the eco mode, and outputs an eco mode cancel signal or an eco mode setting signal to the request torque selector 17. The driver request determination unit 12 determines whether or not to cancel the eco mode by performing the same processing as in the above example along the flowchart shown in FIG.

  That is, in the configuration example shown in FIG. 1, the rate of change in the accelerator opening input to the torque map 18 is suppressed when the eco mode is set, but in the configuration example shown in FIG. 4, the eco mode is set. The rate of change of the required torque output from the torque map 18 is suppressed. Even in such a configuration, safety is ensured by judging the driver request, canceling and setting the eco mode, and enabling rapid acceleration temporarily even while driving in the eco mode. In addition, it is possible to provide a vehicle control device and a vehicle that realize low fuel consumption traveling.

  FIG. 5 is a block diagram schematically illustrating another configuration example of the vehicle control device and the vehicle according to the present embodiment.

  In this example, the configurations of the vehicle ECU 10 and the motor ECU 20 are different from the configuration example shown in FIG. The vehicle ECU 10 includes a driver request determination unit 12 and a torque map 18.

  The torque map 18 receives the accelerator opening and the vehicle speed from the sensor SS, and outputs a required torque corresponding to the input value to the motor ECU 20.

  Based on the data input from the sensor SS, the driver request determination unit 12 determines whether or not to cancel the eco mode, and outputs an eco mode cancel signal or an eco mode setting signal to the motor ECU 20. The driver request determination unit 12 determines whether or not to cancel the eco mode by performing the same processing as in the above example along the flowchart shown in FIG.

  When the motor ECU 20 receives the eco mode setting signal, the motor ECU 20 limits the rate of change of the requested torque input from the torque map 18 and generates a motor control signal for the inverter INV according to the requested torque after the rate of change restriction. When the eco mode release signal is received, a motor control signal for the inverter INV is generated according to the required torque input from the torque map 18.

  That is, in the configuration example shown in FIG. 1, the rate of change of the accelerator opening input to the torque map 18 by the vehicle ECU 10 is suppressed when the eco mode is set. However, in the configuration example shown in FIG. When the mode is set, the change rate of the required torque output from the torque map 18 by the motor ECU 20 is suppressed. Even in such a configuration, safety is ensured by judging the driver request, canceling and setting the eco mode, and enabling rapid acceleration temporarily even while driving in the eco mode. In addition, it is possible to provide a vehicle control device and a vehicle that realize low fuel consumption traveling.

  Next, a vehicle control device and a vehicle according to a second embodiment will be described with reference to the drawings. In addition, about the vehicle control apparatus and vehicle of this embodiment, description is abbreviate | omitted about the structure similar to the vehicle control apparatus and vehicle of 1st Embodiment mentioned above.

  In the present embodiment, the threshold value T can be changed depending on the situation of the driver, the vehicle, and the surrounding environment. Examples of situations where the threshold value T should be changed are as follows.

  If the driving tendency of the driver does not match the currently set threshold value, for example, in the case of a driver who starts a lane change considerably before the preceding vehicle, the eco mode is canceled to ensure safety. Should be easy.

  Also, if the vehicle condition does not match the currently set threshold, for example, the vehicle tire pressure will decrease and acceleration will slow down, so the driver will start changing lanes considerably ahead of the preceding vehicle than usual. In such cases, it should be easy to cancel the eco mode to ensure safety.

  Also, if it does not meet the currently set threshold due to the influence of the surrounding environment, for example, the driver will drive carefully due to rain or snow, so the lane change will be considerably ahead of the preceding vehicle than usual For example, in order to ensure safety, it should be easy to cancel the eco mode.

  In the situation where it is easy to cancel the eco mode as described above, it is desirable to change the threshold T.

  FIG. 6 is a flowchart illustrating an example of the operation of the driver request determination unit 12 in the vehicle control device and the vehicle according to the present embodiment. In the present embodiment, the driver request determination unit 12 determines whether to cancel the eco mode using a plurality of regression models.

Driver request determination unit 12 determines whether or not operation B has already been determined (step SB1).
If the operation B has not been determined yet, the driver request determination unit 12 further determines whether or not the steering is turned to the right (step SB2).

  If it is determined in step SB2 that the steering is not turned to the right, the driver request determination unit 12 further determines whether or not the winker is turned on (step SB3).

  If the winker is on, the driver request determination unit 12 outputs an eco mode cancel signal to the accelerator opening selector 16 to cancel the eco mode (step SB4). Thereafter, the driver request determination unit 12 starts processing from step SB1 after a predetermined period.

  If it is determined in step SB3 that the winker is not turned on, the driver request determination unit 12 starts processing from step SB1 after a predetermined period.

If it is determined in step SB2 that the steering has been turned to the right, the driver request determination unit 12 calculates the occurrence rate P using, for example, the following logistic regression equation Z (step SB5).
Z = η0 + η1 * X1 + η2 * X2 +. . . .
P = exp (Z) / (exp (Z) +1)
As in the first embodiment, in the above equation, η0 is an intercept of the logistic regression equation Z, η1, η2... Partial regression coefficients, and X1, X2.

  Subsequently, the driver request determination unit 12 compares the occurrence rate P calculated in step SB5 with the first threshold value T1, and determines whether the occurrence rate P is equal to or greater than the first threshold value T1 (step SB6). The set of explanatory variables used in the logistic regression equation Z and the first threshold value T1 are determined in the same manner as the threshold value T in the first embodiment described above.

  If the occurrence rate P is greater than or equal to the first threshold T1, the driver request determination unit 12 determines that the vehicle is performing the operation B (step SB7), and sends an eco-mode release signal to the accelerator opening selector 16. To output the eco mode (step SB4).

If the occurrence rate P is less than the first threshold T1, the driver request determination unit 12 further calculates the occurrence rate P2 by the following logistic regression equation Z2 (step SB8).
Z2 = η20 + η21 * X21 + η22 * X22 +. . . .
P2 = exp (Z2) / (exp (Z2) +1)
In the above equation, η20 is an intercept of the logistic regression equation Z2, η21, η22,... Are partial regression coefficients, and X21, X22,. Several explanatory variables are selected in advance from a plurality of explanatory variable candidates. Driver operation data is obtained, and this data is used to fit the intercept η20 and partial regression coefficients η21, η22,. The explanatory variables X21, X22,... Are, for example, accelerator opening, accelerator opening change rate, steering steering angle, steering steering angular speed, vehicle speed, vehicle acceleration, yaw rate, preceding vehicle relative speed, preceding vehicle distance, and preceding vehicle position angle. Are selected so as to have a different combination from the explanatory variables X1, X2,. The explanatory variables X21, X22,... Are different from the explanatory variables X1, X2,... In the logistic regression equation Z1, and may be selected from explanatory variable candidates that do not depend on the driving tendency of the driver, the state of the vehicle, or changes in the surrounding environment. desirable. Note that the logistic regression equation Z2 calculates the occurrence rate P2 for determining whether or not the first threshold value T1 should be changed, and therefore the correct answer rate may be lower than the logistic regression equation Z1.

  Subsequently, the driver request determination unit 12 determines whether the occurrence rate P is greater than or equal to a certain threshold value t1 and the calculated occurrence rate P2 is greater than or equal to the second threshold value T2. Note that the threshold value t1 is a value smaller than the first threshold value T1. (Step SB9).

  If the occurrence rate P2 is greater than or equal to the second threshold value T2, the driver request determination unit 12 sets a value obtained by subtracting the predetermined value δ1 from the first threshold value T1 as a new first threshold value T1 (step SB10). Thereafter, the driver request determination unit 12 starts the process again from step SB1 at a predetermined cycle. As described above, by comparing the occurrence rate P with the threshold value t1 smaller than the first threshold value T1, even if the occurrence rate P is less than the first threshold value T1 and is not determined as the operation B in step SB6, the occurrence occurs. When the rate P2 is greater than or equal to a predetermined value, it is possible to change the first threshold value T1 and improve the accuracy rate of the subsequent determination in step SB6.

  In step SB9, when the occurrence rate P2 is less than the second threshold value T2, the driver request determination unit 12 starts the process again from step SB1 at a predetermined cycle.

  If the driver request determination unit 12 determines that the operation B has already been determined in step SB1, the driver request determination unit 12 determines whether the steering is in the straight traveling direction (step SB11).

  If the steering is not in the straight direction, the process is started again from step SB1 at a predetermined cycle.

  When it is determined in step SB11 that the steering is in the straight traveling direction, the driver request determination unit 12 assumes that the vehicle is performing the operation C (step SB12).

  Subsequently, the driver request determination unit 12 determines whether the vehicle is traveling straight for a certain period, that is, whether the steering is traveling straight for a certain period (step SB13).

  When the vehicle does not travel straight for a certain period, the driver request determination unit 12 starts the process again from step SB1 at a predetermined cycle.

  When it is determined in step SB13 that the vehicle is traveling straight for a certain period, the driver request determination unit 12 outputs an eco mode setting signal to the accelerator opening selector 16 to set the eco mode (step SB14).

  After outputting the eco mode setting signal, the driver request determination unit 12 clears the stored operation determination result (step SB15), and starts the process again from step SB1 at a predetermined cycle.

  Even if it is determined that the eco mode is continued by the determination based on the occurrence rate P1 based on the logistic regression equation Z1 by determining whether or not to cancel the eco mode using a plurality of logistic regression equations as described above, the logistic regression is performed. When the occurrence rate P2 according to the equation Z2 is equal to or greater than the second threshold value T2 (eco mode cancellation determination), the value of the threshold value T1 can be reduced to facilitate the cancellation of the eco mode in the determination in the next cycle.

  In the second embodiment, it is determined whether or not the eco mode should be canceled using an occurrence rate based on two different logistic regression equations. However, an occurrence rate obtained by three or more logistic regression equations is used. It may be determined whether or not to cancel the eco mode. In that case, it is desirable that the combination of explanatory variables employed in each logistic regression equation is different.

  As described above, according to the present embodiment, the driver request is determined, the eco mode is canceled and set, and even if the vehicle is traveling in the eco mode, temporary acceleration can be temporarily performed, thereby improving safety. It is possible to provide a vehicle control device and a vehicle that realize low fuel consumption traveling while ensuring.

  In the first embodiment and the second embodiment, the eco mode may be canceled regardless of the determination of the driver request determination unit 12 in an emergency.

  For example, when the vehicle slips or skids and an anti-lock brake system (ABS) or a skid prevention device (ESC: electronic stability control) is activated, the eco mode may be canceled.

  In addition, when it is estimated that the eco-mode has been continued, but the eco-mode must actually be cancelled, that is, when the eco-mode cancel determination has failed, it is determined whether or not the eco-mode has failed based on the driver operation. You may cancel. In this case, for example, after the eco-mode setting is continued, the driver request determination unit 12 determines whether or not the accelerator sudden depression is performed a predetermined number of times in a predetermined time, and whether or not the accelerator pedal is continuously depressed for a predetermined time. To determine whether the eco-mode release determination has failed.

  Hereinafter, an example of the operation in the driver request determination unit 12 for determining whether or not the emergency and eco-mode release determination has failed will be described.

  FIG. 7 is a flowchart illustrating an example of the operation of the driver request determination unit 12 in the vehicle control device and the vehicle according to the first and second embodiments.

  The driver request determination unit 12 determines whether it is determined to set the eco mode (step SC1).

  If it is determined in step SC1 that it is not determined to set the eco mode, that is, if it is determined that the eco mode is canceled, the driver request determination unit 12 does not operate either ABS or ECS, and It is determined whether or not a predetermined time T_cancel [seconds] has elapsed since the cancellation of the eco mode (step SC12).

  When it is determined that either ABS or ECS does not operate and the predetermined time T_cancel [seconds] has elapsed since the cancellation of the eco mode, the driver request determination unit 12 outputs an eco mode setting signal (step SC13). ).

  If either ABS or ECS is activated, or if the predetermined time T_cance [seconds] has not elapsed since the cancellation of the eco mode, the driver request determination unit 12 returns to step SC1 and starts processing.

  If it is determined in step SC1 that the eco mode is set, the driver request determination unit 12 performs three processes in parallel. That is, the driver request determination unit 12 determines whether or not the accelerator sudden depression is performed a predetermined number of times in a predetermined time, and second process that determines whether or not the accelerator pedal is continuously depressed for a predetermined time. And the third process for determining whether the ABS and the ESC are activated or not are performed in parallel.

  In the first process, the driver request determination unit 12 determines whether or not the accelerator opening change rate is equal to or greater than a predetermined threshold T_ds (step SC2). The threshold value T_ds is, for example, a change rate limit value for the accelerator opening. When the accelerator opening is equal to or greater than a predetermined threshold T_ds, the rapid acceleration is blunted.

  If it is determined that the accelerator opening change rate is equal to or greater than the predetermined threshold T_ds, the driver request determination unit 12 adds 1 to the value of Count_ds (step SC3). Note that the initial value of Count_ds is zero.

  When it is determined that the accelerator opening change rate is less than the predetermined threshold T_ds, and after adding 1 to the value of Count_ds, the driver request determination unit 12 determines whether N_ds seconds have elapsed since the start of the first process. Judgment is made (step SC4).

  If it is determined that N_ds seconds have not elapsed since the start of the first process, the driver request determination unit 12 repeatedly performs the process of step SC2.

  If it is determined that N_ds seconds have elapsed since the start of the first process, the driver request determination unit 12 next determines whether Count_ds is equal to or greater than a predetermined threshold T_cnt_ds (step SC5).

  Here, Count_ds is the number of times that the accelerator opening change rate becomes equal to or greater than the threshold value T_ds during a predetermined time N_ds. After determining that the eco mode is set, when the driver depresses the accelerator pedal at a predetermined threshold T_cnt_ds or more and the accelerator opening change rate is greater than or equal to the threshold T_ds, the driver is most likely requesting rapid acceleration. Therefore, in the first process, it is assumed that the driver request determination unit 12 has failed to determine the eco mode setting.

  That is, when it is determined that Count_ds is equal to or greater than the predetermined threshold T_cnt_ds, the driver request determination unit 12 outputs an eco mode cancel signal and cancels the eco mode (step SC6).

  If it is determined that Count_ds is not equal to or greater than the predetermined threshold T_cnt_ds, the driver request determination unit 12 returns to step SC1 again to perform processing.

  In the second process, first, the driver request determination unit 12 determines whether or not the accelerator opening is equal to or greater than a predetermined threshold T_s (step SC7). Here, the threshold T_s is, for example, 100 [%].

  When the driver request determination unit 12 determines that the accelerator opening is equal to or greater than the predetermined threshold T_s, the driver request determination unit 12 adds 1 to the value of Count_s (step SC8). Note that the initial value of Count_s is zero.

  If it is determined in step SC7 that the accelerator opening is not equal to or greater than the predetermined threshold T_s, and after adding 1 to the value of Count_s, has the driver request determination unit 12 passed N_s seconds from the start of the second process? It is determined whether or not (step SC9).

  If it is determined that N_s seconds have not elapsed since the start of the second process, the driver request determination unit 12 repeatedly performs the process of step SC7.

  When determining that N_s seconds have elapsed since the start of the second processing, the driver request determination unit 12 further determines whether Count_s is equal to or greater than a predetermined threshold T_cnt_s (step SC10).

  Here, Count_s is the number of times that the accelerator opening is equal to or greater than a predetermined threshold T_s in a predetermined time N_s. After determining that the eco mode is set, when the driver depresses the accelerator pedal at a predetermined threshold value T_cnt_s or more and the accelerator opening is equal to or greater than the threshold value T_s, the driver is likely to request rapid acceleration. Therefore, in the second process, it is assumed that the driver request determination unit 12 has failed to determine the eco mode setting.

  That is, if it is determined that Count_s is equal to or greater than the predetermined threshold T_cnt_s, the driver request determination unit 12 outputs an eco mode cancel signal and cancels the eco mode (step SC6).

  In the third process, the driver request determination unit 12 determines whether or not the ASB or ESC is activated (step SC11).

If the ASB and ESC are not activated, the determination is terminated.
When the ASB or ESC is activated, the driver request determination unit 12 outputs an eco mode cancel signal to cancel the eco mode (step SC6).

  Providing a vehicle control device and a vehicle that realizes low fuel consumption traveling while ensuring safety by judging an emergency or failure of eco mode setting determination and enabling cancellation of eco mode as described above Can do.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

  SS ... sensor, INV ... inverter, M ... motor, BT ... battery, S1 ... accelerator position sensor, S2 ... steering sensor, S3 ... yaw rate sensor, S4 ... radar sensor, S5 ... wheel speed sensor, 10 ... vehicle ECU, 12 ... Driver request determination unit, 14 ... accelerator opening change rate limiting unit, 15 ... required torque change rate limiting unit, 16 ... accelerator opening selector, 17 ... required torque selector, 18 ... torque map, 20 ... motor ECU, 30 ... battery Management device.

Claims (5)

A torque map that outputs the required torque for the accelerator opening;
A rate of change limiting unit that limits and outputs the rate of change of the accelerator opening input from the outside;
An accelerator opening selector that selects and outputs one of the accelerator opening input from the outside and the accelerator opening output from the change rate limiting unit;
It is determined whether or not the occurrence rate calculated by a regression equation using a set of explanatory variables based on externally input data is greater than or equal to a predetermined threshold, and when the occurrence rate is determined to be greater than or equal to the predetermined threshold, the accelerator is opened. A vehicle control device comprising: a driver request determination unit that switches the degree selector to select an accelerator opening that is input from outside. A torque map that outputs the required torque for the accelerator opening;
A rate-of-change limiting unit that limits the rate of change of the requested torque output from the torque map;
A request torque selector that selects and outputs one of the request torque input from the torque map and the request torque output from the change rate suppression unit;
It is determined whether or not the occurrence rate calculated by a regression equation using a set of explanatory variables based on externally input data is equal to or greater than a predetermined threshold, and the required torque is determined when the occurrence rate is determined to be equal to or greater than the predetermined threshold. A vehicle control device comprising: a driver request determination unit that switches a selector to select a required torque output from the torque map.   It is selected from the explanatory variables, accelerator opening, accelerator opening change rate, steering angle, steering steering angular velocity, vehicle speed, vehicle acceleration, yaw rate, preceding vehicle relative speed, preceding inter-vehicle distance, and preceding vehicle position angle. The vehicle control device according to claim 1 or 2, characterized in that.   When the driver request determination unit determines that the occurrence rate is not equal to or greater than the predetermined threshold, a second occurrence rate calculated by a second regression equation using different sets of explanatory variables based on data input from the outside 4. The method of claim 1, further comprising: determining whether the second occurrence rate is equal to or greater than the predetermined second threshold, and changing the predetermined threshold when the second occurrence rate is equal to or greater than the predetermined second threshold. The vehicle control device according to claim 1. Battery,
A sensor that detects an accelerator opening, a vehicle speed, a steering angle, a yaw rate, a preceding vehicle relative speed, a preceding inter-vehicle distance, and a preceding vehicle position angle;
An inverter that converts DC power output from the battery into AC power;
A motor driven by AC power output from the inverter;
A power transmission device for transmitting the power of the motor to an axle and a drive wheel;
A motor ECU that outputs a motor control signal for the inverter according to the received requested torque;
A vehicle comprising: the vehicle control device according to any one of claims 1 to 4, which receives data detected by the sensor and outputs a required torque to the motor ECU.

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