JP2014141176A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To facilitate drive operation for moving a vehicle sideways.SOLUTION: Upon any predetermined input operation such as operation for turning on a sideways-moving switch 30, a vehicle control ECU 27 reads a rotational angle and a torque of a drive motor 4 and a steering angle of a vehicle 1 obtained in advance from a storage unit 27c so as to move the vehicle 1 sideways by a predetermined amount (5 cm, for example) by a combination of movements of the vehicle 1 in a front-rear direction and an oblique direction, and the drive motor 4 and an EPS motor 17 are controlled on the basis of control data on the read rotational angle and torque of the drive motor 4 and the read steering angle of the vehicle 1 by the EPS motor 17, thereby automatically moving the vehicle 1 sideways.

Description

  The present invention relates to a vehicle control device that assists a driving operation in so-called vehicle width adjustment.

  In driving a vehicle, there are many drivers who are not good at width adjustment. Therefore, it is desired to perform driving assistance at the time of width adjustment to simplify the width adjustment operation. In order to perform such driving assistance, when the driver operates the parallel switch provided on the vehicle and makes the front wheel substantially perpendicular to the vehicle body by manual steering, the control device causes the rear wheel to change the steering direction of the front wheel. It is considered that the vehicle is controlled to be substantially perpendicular to the vehicle body in the same direction so that the vehicle can be translated in the left-right direction (see Patent Document 1).

Japanese Patent Laid-Open No. 3-200479 (page 4, lower left column, lines 1 to 7)

  However, the above-described device of Patent Document 1 has a problem in that the cost increases because it is necessary to change the direction of not only the front wheel but also the rear wheel to cut the snake angle.

  Furthermore, during translation, the driver needs to steer the front wheels at a substantially right angle with the vehicle body, but it is difficult to see from the driver's seat whether the front wheels are steered at a substantially right angle with the vehicle body. If it is not substantially perpendicular to the vehicle body, when it is translated, it will be greatly displaced in the front-rear direction with respect to the original position before the movement, and there is a possibility that the desired width adjustment cannot be performed.

  An object of the present invention is to make it possible to easily perform a width-shifting operation.

  In order to achieve the above-described object, a vehicle control device according to the present invention includes a combination of a drive motor that drives a vehicle and movements of the vehicle in a predetermined front-rear direction and an oblique direction according to a predetermined input operation. In order to perform the width-shifting according to the present invention, a width-shifting control means for controlling the rotation amount and torque of the drive motor and the steering angle of the vehicle is provided (claim 1).

  According to the first aspect of the present invention, when there is a predetermined input operation such as turning on the width adjusting switch, for example, the width is determined by the combination of the movement of the vehicle in the predetermined front and rear direction and the diagonal direction by the width adjusting control means. The rotation amount and torque of the drive motor and the steering angle of the vehicle are controlled so as to perform the shifting. At this time, the rotation amount and torque of the drive motor and the steering angle of the vehicle necessary for performing a predetermined amount (for example, 5 cm) of width adjustment by a combination of movement in the front-rear and diagonal directions of the vehicle are obtained in advance. If it is stored in some storage means, etc., when a predetermined input operation is performed, the stored rotation amount and torque of the drive motor and the steering angle of the vehicle for the predetermined amount of width adjustment are read out, The drive motor and the snake angle may be controlled so as to reproduce the read rotation amount and torque of the drive motor and the steering angle of the vehicle.

  Therefore, since the drive motor and the snake angle are controlled only by performing a predetermined input operation, a predetermined width-shifting operation can be performed automatically and without a complicated wheel structure as in the prior art. Even if the driver is not good at the shifting operation, the shifting operation can be easily performed at a low cost.

It is a schematic structure figure of one embodiment of a vehicle control device concerning the present invention. It is operation | movement explanatory drawing of FIG. It is operation | movement explanatory drawing of FIG. It is a flowchart for operation | movement description of FIG. It is a flowchart for operation | movement description of FIG. It is a flowchart for operation | movement description of FIG.

  An embodiment when the vehicle control device of the present invention is applied to an electric vehicle will be described in detail with reference to the schematic configuration diagram of FIG. 1, the operation explanatory diagrams of FIGS.

  The electric vehicle 1 in this embodiment is configured as shown in FIG. 1, and the high-voltage direct current of the high-voltage battery 2 is converted into alternating current by the inverter 3 and supplied to the drive motor 4 to drive the drive motor 4. The rotational driving force is transmitted to the two rear wheels 7 and 7 through the speed reducer 5 and the rotating shaft 6 so as to be driven.

  At this time, the drive motor 4 is provided with a rotation angle sensor 8 composed of a resolver, and an output corresponding to the motor rotation angle θm of the drive motor 4 from the rotation angle sensor 8 together with the output of the motor coil current sensor of the drive motor 4. The motor rotation of the drive motor 4 is taken in via a inverter 3 to a vehicle control ECU (Electric Control Unit) having a microcomputer configuration, which will be described later, and a target torque command value is output from the vehicle control ECU to the inverter 3 and obtained from the rotation angle θm The current command value to the drive motor 4 by the inverter 3 is feedback-controlled so that the actual actual torque of the drive motor 4 based on the number and the motor coil current matches the target torque command value.

  On the other hand, the front wheels 10 and 10 include a steering handle 11, a steering shaft 12 having a universal joint, a rack shaft 13, a tie rod 14, a torque sensor 16 that detects a steering torque Ts based on a steering operation, and the torque sensor 16. An electric power steering aligning motor (hereinafter referred to as an EPS motor) 17 that generates an auxiliary torque Ta with respect to the detected steering torque Ts, a worm gear that transmits the generated torque of the EPS motor 17 to the rack shaft 13 in addition to the steering shaft 12; A power steering device 20 including a transmission mechanism 18 including a rack and pinion mechanism is provided.

  In this power steering device 20, the low-voltage direct current of the 12V battery 23 is converted into alternating current by the inverter 22 and supplied to the EPS motor 17 to drive the EPS motor 17, and the torque generated by the EPS motor 17 is used to handle the steering shaft 12. The steering torque assisted by the driver is assisted by the driver, and the steering operation assisted by the transmission mechanism 18 is transmitted to the front wheels 10 and 10.

  At this time, similarly to the control of the drive motor 4, the EPS motor 17 is provided with a rotation angle sensor 25 made of a resolver, and an output corresponding to the motor rotation angle θs of the EPS motor 17 is output from the rotation angle sensor 25. Together with the output of the motor coil current sensor, the vehicle control ECU takes in the target torque command value from the vehicle control ECU and outputs the target torque command value to the inverter 22. The current command value to the EPS motor 17 by the inverter 22 is feedback controlled so that the actual actual torque of the EPS motor 17 based on the coil current matches the target torque command value.

  By the way, the vehicle control ECU 27 includes an input / output unit 27a, a calculation unit 27b, and a storage unit 27c as storage means. Further, the calculation unit 27 b includes a torque command value calculation unit 27 b 1 that calculates a target torque command value, a vehicle speed calculation unit 27 b 2 that calculates the vehicle speed V from the motor rotation speed of the drive motor 4, and the EPS motor 17 by the rotation angle sensor 25. A steering angle calculation unit 27b3 that calculates the steering angle θw of the vehicle 1 based on the driver's steering wheel operation from the motor rotation angle θs, and a torque correction that corrects a target torque command value by the torque command value calculation unit 27b1 during width-shifting control described later. Part 27b4.

  Further, the vehicle control ECU 27 detects an accelerator opening degree Ac by an accelerator pedal operation that is a driver's drive operation detected by an accelerator pedal sensor (not shown) that is a driver's drive operation, and a brake pedal sensor (not shown). The information about the vehicle state such as the brake pedal depression amount Br, which is the driver's driving operation detected by the shift lever Sh, and the shift signal Sh indicating the shift position of the shift lever, is captured.

  Then, the vehicle control ECU 27 calculates the target torque command value so that the output of the drive motor 4 becomes an output corresponding to the vehicle speed V, the accelerator opening degree Ac, the brake pedal depression amount Br, and the shift signal Sh, and the target torque command The inverter 3 is controlled based on the value to control the current command value to the drive motor 4.

  On the other hand, the vehicle control ECU 27 calculates the target torque command value so that the output of the EPS motor 17 becomes an output that generates a predetermined auxiliary torque Ta corresponding to the steering torque Ts, according to the steering angle θw, and the target torque command value Based on the above, the inverter 22 is controlled to control the current command value to the EPS motor 17.

  Further, the instrument panel or the like of the vehicle 1 is provided with a width adjusting switch 30 including cross keys corresponding to front, rear, left and right and a reset switch 31 for releasing the width adjusting control, and a width adjusting switch which is a predetermined input operation. By turning on 30, the vehicle control ECU 27 functions as a width-shifting control means in the present invention, and the drive motor 4 and the EPS are arranged so as to perform width-shifting by a combination of movement of the vehicle 1 in the predetermined front-rear and diagonal directions. The motor 17 is controlled. At this time, the storage unit 27c stores, for example, control data for the drive motor 4 and the EPS motor 17 necessary for executing a width adjustment of, for example, 5 cm, and the storage unit 27c is turned on by turning on the width adjustment switch 30. The control data is read from 27c, and the drive motor 4 and the EPS motor 17 are controlled according to the read control data.

  By the way, for example, as shown in FIG. 2A, the rotation angle θm of the drive motor 4 is in the reverse rotation direction as control data to be stored in the storage unit 27c in order to move the vehicle backward once and move forward by 5 cm. As shown in FIG. 5B, the torque of the drive motor 4 gradually decreases from a predetermined value on the negative side to zero, and then increases to the positive side. Data gradually decreasing from a predetermined value to zero, as shown in FIG. 4C, data in which the rotation angle θs of the EPS motor 17 changes by a predetermined amount in the forward rotation direction while the drive motor 4 is rotating, As shown in d), data for which the torque of the EPS motor 17 becomes a predetermined value on the plus side and the minus side during the increase and decrease of the rotation angle θs in FIG. deep. Further, control data for moving forward after moving forward and shifting the width of 5 cm, and control data for shifting the width of 10 cm, 15 cm, and the like are mapped and stored in the storage unit 27c. .

  Then, as shown in FIG. 3, when the vehicle 1 having the above-described configuration, for example, enters the garage (parking lot) P in front of the vehicle 1, when the vehicle 1 needs to be shifted to the right side and shifted to the left side, When the “rear” and “left” of 30 are simultaneously pressed and turned on, the control data shown in FIG. 2 for reversing and moving forward by 5 cm is read from the storage unit 27c and read. The drive motor 4 and the EPS motor 17 are controlled based on the control data, and after moving backward from the initial position shown by the solid line in FIG. 3 while turning backward to the position of the one-dot chain line in FIG. As shown by the two-dot chain line in FIG. 3, it moves straight from the initial position to a position moved in parallel by 5 cm to the left, and the width-shifting operation to the left is automatically performed. It should be noted that the width adjusting switch 30 may be controlled not only by turning on the “rear” and “left” at the same time but also by turning on the “rear” and “left” continuously.

  At this time, if the amount of width adjustment is not enough, the width adjustment switch 30 is operated again in the same manner to further adjust the width to the left by 5 cm, and every time the above-mentioned width adjustment switch 30 is operated. In addition, the width is adjusted by 5 cm.

  Furthermore, after entering the garage (parking lot), when it is necessary to perform the width adjustment on the left side too much by pushing the "front" / "left" of the width adjustment switch 30, The control data for 5 cm widening is read out after moving forward from the storage unit 27c, and automatic width shifting control is executed. Furthermore, when it is necessary to shift the width to the right side too much after moving forward, the vehicle moves backward from the storage unit 27c by pressing “rear” / “right” of the width adjusting switch 30 to turn it on. When the control data for 5 cm width adjustment is read out and automatic width adjustment control is executed, and it is necessary to perform the width adjustment on the right side too much after moving into the rear compartment. By pressing the “front” / “right” of the width adjusting switch 30 and turning it on, the control data for moving forward from the storage unit 27c and then moving back to 5 cm is read out and automatic width adjusting control is performed. Is executed.

  The above-described control data stored in the storage unit 27c is merely an example, and is not limited thereto. A number of combination patterns such as a plurality of types of width adjustment amounts and width adjustment control times are included. It is desirable to prepare and store the vehicle in advance so that the driver can select it.

  By the way, the torque control data of the drive motor 4 stored in the storage unit 27c is, for example, data on a flat ground where only the driver is a driver. Actually, the drive motor 4 needs a large torque when the number of passengers is large. The required torque of the drive motor 4 also differs depending on the road surface inclination condition, and the required torque of the drive motor 4 differs depending on the driving state of various vehicles 1, so that the drive motor 4 is directly in accordance with the stored data of the storage unit 27c. If this torque is controlled, the behavior of the vehicle 1 may be unnatural and the driver may feel uncomfortable. Therefore, the torque command value calculation unit 27b1 corrects the torque control data of the drive motor 4 stored in the storage unit 27c, and gives the drive motor 4 an appropriate torque command value according to the operating state.

That is, let θ1 be the actual rotation angle of the drive motor 4 at a certain time during the width adjustment control at a certain time t1 during the width adjustment control, and the rotation angle of the drive motor 4 stored in the storage unit 27c corresponding to that time. Assuming θ2, a proportional value proportional to the difference value Δθ _t1 between θ2 and θ1 at time t1, that is, a value α _t1 (= K × Δθ _t1 ) obtained by multiplying the difference value Δθ _t1 by a constant K, and the time before time t1 as the integral value sigma _t0 time value multiplied by a constant K to the difference value [Delta] [theta] _t0 until _{t0 α t0 (= K × Δθ} t0), for example, as the torque correction value sigma _t1 at time t1, the torque correction unit 27B4,
Σ _t1 = α _t1 × 0.1 + Σ _t0 × 0.9 (1)
It is calculated | required by calculation of Formula (1) represented by these. Here, although the first term is a proportional term and the second term is an integral term, the correction value is obtained by assigning the ratio of the proportional term and the integral term to 1: 9 in Equation (1). ) Is an example, and this ratio is not limited to 1: 9.

  Thus, during the width-shifting control, various torque control data stored in the storage unit 27c are corrected in accordance with the actual operation state such as the number of passengers and the road surface inclination. A torque command value corresponding to the driving state of the vehicle 1 can be applied to the drive motor 4 for control, and the behavior of the vehicle 1 can be made natural to prevent the driver from feeling uncomfortable.

  Next, the operation of the vehicle control ECU 27 that controls the electric vehicle 1 will be described with reference to the flowcharts of FIGS. 4 to 6.

  As shown in FIG. 4, which is the main control procedure, the vehicle control ECU 27 is in the process of stopping the vehicle 1 based on the vehicle speed V, the accelerator opening degree Ac, the brake pedal depression amount Br, and the like based on the motor speed of the drive motor 4. It is determined whether or not there is (step S1). If the determination result is NO, the control of the normal travel mode process is executed (step S2), and then the process returns to the start.

  On the other hand, if the determination result in step S1 is YES, it is determined whether or not the width adjusting switch 30 is turned on (step S3). If the determination result is YES, the width adjusting switch 30 is turned on. Then, the vehicle control ECU 27 switches to the width adjusting mode, and then it is determined whether or not the width adjusting mode is being processed. If the determination result is NO, control of the width adjusting mode is executed (step S5), and thereafter Return to start.

  Moreover, if the determination result of above-mentioned step S3 is NO and the determination result of step S4 is YES, it will return to a start.

  Next, the normal travel mode process of step S2 in FIG. 4 will be described with reference to FIG.

  As shown in FIG. 5, in the normal travel mode, the vehicle control ECU 27 takes in the vehicle speed V based on the motor speed of the drive motor 4, the accelerator opening degree Ac, the brake pedal depression amount Br, the shift signal Sh, etc. Is calculated by the torque command value calculation unit 27b1 to transmit the output to the inverter 3 in accordance with the vehicle speed V, the accelerator opening Ac, and the brake pedal depression amount Br (step S11). Step S12). In the inverter 3, a motor current command value corresponding to the target torque command value is calculated, and torque correction is performed so that the actual torque of the drive motor 4 matches the target torque command value by the feedback control described above. Is calculated and controlled.

  Next, the width adjusting mode process in step S5 in FIG. 4 will be described with reference to FIG.

  As shown in FIG. 6, the vehicle control ECU 27 determines the operation position of the width adjusting switch 3, that is, determines the pressed positions before and after the width adjusting switch of the cross key configuration (step S <b> 21) in the width adjusting mode. Based on the pedal depression amount Br, it is determined whether or not the brake pedal is depressed (step S22). If this determination result is YES, the determination in step S22 is repeated until the determination result is NO, and the determination result is If NO, for example, it is determined whether or not the reset switch 31 is turned on to release the width adjusting control (step S23). If the determination result is NO, the control data stored in the storage unit 27c is stored. It is determined whether or not the width adjusting control based on the processing has been completed (step S24). The judgment result of S23-up returns to the start with the case of YES.

  On the other hand, if the determination result in step S24 is NO, the predetermined width adjustment control data based on the operation position of the width adjustment switch 30 determined in step S21 is read from the storage unit 27c (step S25), and the torque correction unit. 27b4 calculates the difference between the current actual rotation angle of the drive motor 4 and the rotation angle of the drive motor 4 stored in the storage unit 27c corresponding to the current rotation angle (step S26). The torque correction value of the drive motor 4 is calculated by the calculation of 1) (step S27).

  Subsequently, the torque command value of the drive motor 4 is corrected by correcting the torque of the drive motor 4 read from the storage unit 27c to the torque correction value calculated in step S27 and transmitted to the inverters 3 and 22 ( Step S28). Inverters 3 and 22 calculate and control motor current command values of the drive motor 4 and the EPS motor 17. Thereafter, the process returns to the above-described step S22 to repeat the above-described operation. As a result, the drive motor 4 and the EPS motor 17 are automatically controlled, and automatic driving for shifting the vehicle 1 is executed based on the control data stored in the storage unit 27c.

  As described above, according to the above-described embodiment, when the width adjustment switch 30 is turned on, the control data for width adjustment stored in the storage unit 27c is read and the drive motor 4 and the EPS motor 17 are Because it is controlled, it is possible to perform a predetermined shifting operation automatically and with high accuracy without requiring a complicated wheel structure that can change not only the front wheels but also the rear wheels. Therefore, even a driver who is not good at width-shifting operation can easily perform the width-shifting operation at low cost.

  Further, based on the difference between the actual rotation angle of the drive motor 4 at a certain time during the width shifting control and the rotation angle of the drive motor 4 of the storage unit 27c corresponding to the actual rotation angle in time, the data is stored in the storage unit 27c. In order to correct the torque command value of the drive motor 4, the torque command value according to the actual driving state of the vehicle 1 can be applied to the drive motor 4 and controlled, so that the behavior of the vehicle 1 becomes natural. This can prevent the driver from feeling uncomfortable.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

  For example, in the above-described embodiment, the case where the present invention is applied to the electric vehicle 1 has been described. However, it goes without saying that the present invention can be applied to all vehicles including a drive motor such as a hybrid vehicle. Absent.

  In addition, a function for prohibiting the execution of the width adjusting control may be added to the vehicle control ECU 27 by turning on the reset switch 31 in the above-described embodiment.

  In the above-described embodiment, various control data for width adjustment are mapped and stored in the storage unit 27c. However, only one type of control data is stored, and various control data is stored based on this. The control data corresponding to the width adjustment amount may be calculated each time, or by specifying and inputting the width adjustment amount, the rotation amount of the drive motor 4 necessary for controlling the input width adjustment amount and The torque and the snake angle by the EPS motor 17 may be calculated.

  In the above-described embodiment, the case where the rotation angle θm of the drive motor 4 is stored in the storage unit 27c as control data for width adjustment has been described. However, in addition to the rotation angle, the rotation speed is stored as the rotation amount. It may be.

DESCRIPTION OF SYMBOLS 1 ... Electric vehicle 4 ... Drive motor 27 ... Vehicle control ECU (width adjustment control means)

Claims (1)

A drive motor for driving the vehicle;
In accordance with a predetermined input operation, the width adjustment for controlling the rotation amount and torque of the drive motor and the steering angle of the vehicle so as to perform the width adjustment by a combination of movement of the vehicle in the predetermined forward and backward directions and diagonal directions. And a vehicle control device.

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