JP2016200564A - Vehicle controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle controller capable of accurately calculating the acceleration of a vehicle while correctly detecting changes in the acceleration.SOLUTION: The vehicle controller includes: a detection unit 18 that detects a vehicle speed V of a vehicle 10; and a calculation unit 3 that calculates the acceleration D of the vehicle 10. The calculation unit 3 acquires a high frequency noise reduction value VA by carrying out a series of low-pass filter processing on a time differential value V' of a vehicle speed V detected by the detection unit 18. Subsequently, the calculation unit 3 carries out a series of inclination limitation processing to limit the change of inclination in the high frequency noise reduction value VA within a predetermined limitation value L. With this, the acceleration D of the vehicle 10 is calculated on the basis of the acquired value.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a vehicle control apparatus that calculates acceleration by differentiating a vehicle speed, and is particularly suitable for use in controlling a stop lamp.

  Conventionally, instead of detecting the acceleration of a vehicle with an acceleration sensor, a method is known in which the vehicle speed is detected by a vehicle speed sensor mounted on the vehicle, and the acceleration is calculated by time-differentiating the vehicle speed (see, for example, Patent Document 1). ). In the method using the acceleration sensor, correction for eliminating the influence of the road surface gradient is performed. However, in the method of calculating acceleration from the vehicle speed, acceleration can be obtained without performing this correction even on an inclined road surface. .

JP 2009-196611 A

  However, in the method of calculating the acceleration from the vehicle speed, the waveform (time differential value waveform) obtained by time differentiation of the value (vehicle speed) detected by the vehicle speed sensor oscillates due to the influence of road surface unevenness and the resolution of the vehicle speed sensor. There is a problem of becoming a target. Therefore, if the waveform of the time differential value is applied as it is to the vehicle control as the vehicle acceleration, there is a possibility that a malfunction may occur in the control. For example, in the operation control of a stop lamp of a vehicle, if the waveform of the time differential value is used for determining whether the stop lamp is turned on or off, there is a risk of lamp flickering, erroneous lighting, or erroneous lighting.

  In response to such a problem, for example, if a signal is processed using a low-pass filter, vibration can be reduced. However, if a filter having a low cut-off frequency is used to reduce steady vibrations, vibrations associated with actual acceleration changes may also be reduced, and acceleration changes may not be detected accurately. For this reason, for example, when applying to the above-described stop lamp control, the determination of whether the lamp is turned on or off is delayed, and the lamp can be turned on or off at an unintended timing.

  The present case has been devised in view of such a problem, and an object of the present invention relates to a vehicle control apparatus and accurately calculates acceleration while correctly detecting changes in vehicle acceleration. The present invention is not limited to this purpose, and is a function and effect derived from each configuration shown in the embodiments for carrying out the invention described later, and other effects of the present invention are to obtain a function and effect that cannot be obtained by conventional techniques. Can be positioned.

  (1) The vehicle control device disclosed herein acquires a detection unit that detects the vehicle speed of the vehicle, and a high-frequency noise reduction value obtained by performing low-pass filter processing on a time differential value of the vehicle speed detected by the detection unit. And a calculation unit that calculates a value obtained by performing a gradient limiting process for limiting the change gradient of the high-frequency noise reduction value within a predetermined limit value as the acceleration of the vehicle.

(2) It is preferable that this control apparatus is provided with the acquisition part which acquires the torque which drives the said vehicle. In this case, it is preferable that the calculation unit changes the limit value according to a change in the torque acquired by the acquisition unit.
(3) The calculation unit sets the limit value as a first limit value when the magnitude of the time differential value of the torque is equal to or greater than a predetermined threshold value, and the magnitude of the time differential value of the torque is less than the threshold value. In this case, it is preferable to set the limit value to a second limit value that is more restrictive than the first limit value.

(4) It is preferable that the acquisition unit acquires the torque of the drive shaft as the torque.
(5) Alternatively, it is preferable that the acquisition unit acquires a driver's required torque as the torque.

(6) It is preferable that this control apparatus is provided with the control part which controls the operating state of the stop lamp of the said vehicle based on the said acceleration calculated by the said calculating part.
(7) It is preferable that the said calculating part changes the cut-off frequency in the said low-pass filter process according to the vehicle speed detected by the said detection part.

  According to the disclosed vehicle control apparatus, it is possible to accurately calculate the acceleration while correctly detecting a change in the acceleration of the vehicle.

It is a mimetic diagram showing vehicles provided with a control device concerning an embodiment. It is a block diagram explaining the calculating part of this control apparatus. It is an example of the flowchart regarding the calculation of acceleration. It is a figure explaining gradient restriction | limiting. (A)-(d) is a graph for demonstrating the effect | action of this control apparatus.

  A vehicle control apparatus as an embodiment will be described with reference to the drawings. The embodiment described below is merely an example, and there is no intention of excluding various modifications and technical applications that are not explicitly described in the following embodiment. Each configuration of the present embodiment can be implemented with various modifications without departing from the spirit of the present embodiment, and can be selected or combined as necessary.

[1. Device configuration]
A vehicle 10 to which the control device 1 of the present embodiment is applied is shown in FIG. The vehicle 10 is a hybrid vehicle equipped with an engine 11 and a motor 12 as drive sources. The engine 11 and the motor 12 are connected to a drive wheel axle (hereinafter referred to as a drive shaft 14) via a transaxle 13.

  The motor 12 is an AC motor generator that has both a function as a motor and a function as a generator. That is, the motor 12 drives the wheels using the charging power stored in the battery and the generated power generated by a generator (both not shown), and generates regenerative braking force while regenerating power when the accelerator is off. The AC power generated by the motor 12 is converted into DC power by an inverter (not shown) and then charged to the battery.

The transaxle 13 is a power transmission device provided with a final reduction gear including a differential device, and incorporates a plurality of mechanisms responsible for power transmission between the engine 11 and the motor 12 as drive sources and the drive shaft 14. The transaxle 13 may be a power transmission device that is integrally provided with a sub-reduction gear (for example, an automatic transmission) in addition to a final reduction gear including a differential device.
A pair of left and right stop lamps 15 are provided at the rear of the vehicle 10. The stop lamp 15 is a tail lamp (brake lamp) that lights in response to the driver's brake operation (depressing the brake pedal) or in accordance with the deceleration (negative acceleration D) of the vehicle 10. The operation (lighting / extinguishing) state of the stop lamp 15 is controlled by the control device 1.

  The vehicle 10 is provided with a plurality of sensors for detecting driving operations by the driver and the state of the vehicle 10. FIG. 1 illustrates an accelerator position sensor 16, a brake sensor 17, a vehicle speed sensor 18, and a rotation speed sensor 19. The accelerator position sensor 16 detects the amount of depression of the accelerator pedal by the driver (hereinafter referred to as accelerator opening AP). The accelerator opening AP corresponds to the output requested by the driver (hereinafter referred to as the required torque TR). That is, the required torque TR increases when the accelerator opening AP is large (there is an acceleration request), and the required torque TR decreases when the accelerator opening AP is small (a steady travel request or a deceleration request). Further, the accelerator pedal change speed AV (that is, the first-order time differential value of the accelerator pedal opening AP) corresponds to the degree of acceleration requested by the driver. That is, the change speed AV increases when the degree of acceleration request or deceleration request is large, and the change speed AV decreases when these degrees are small.

  The brake sensor 17 detects the amount of depression of the brake pedal by the driver (hereinafter referred to as a brake operation amount BP). The vehicle speed sensor 18 (detection unit) is attached to, for example, a power transmission path from the power train to the drive shaft 14 or a wheel, and detects the vehicle speed V of the vehicle 10. The rotational speed sensor 19 detects the rotational speed of the engine 11 (hereinafter referred to as engine rotational speed NE). Each information detected by these sensors 16 to 19 is transmitted to the control device 1.

  The control device 1 is an electronic control device that is configured as an LSI device or an embedded electronic device in which a microprocessor, ROM, RAM, and the like are integrated, for example, and performs integrated control of various devices mounted on the vehicle 10. The control device 1 is connected to a communication line of an in-vehicle network provided in the vehicle 10. The control device 1 of the present embodiment calculates the acceleration D of the vehicle 10 from the vehicle speed V detected by the vehicle speed sensor 18, and controls the operating state of the stop lamp 15 using the value.

[2. Control configuration]
As shown in FIG. 1, the control device 1 includes an acquisition unit 2, a calculation unit 3, and a control unit 4 as functional elements for realizing the calculation of the acceleration D and the control of the stop lamp 15. Further, as shown in FIG. 2, the calculation unit 3 is provided with a high frequency noise reduction unit 3A, a gradient limiting unit 3B, and a limit value acquiring unit 3C. Each of these elements may be realized by an electronic circuit (hardware), may be programmed as software, or some of these functions are provided as hardware, and the other part is software. It may be a thing.

  The acquisition unit 2 acquires torque that drives the vehicle 10. The torque here includes the drive shaft torque TD, which is the torque of the drive shaft 14, and the above-described required torque TR. The drive shaft torque TD is a torque transmitted to the drive wheels of the vehicle 10. The acquisition unit 2 of the present embodiment acquires the drive shaft torque TD as the torque that drives the vehicle 10. That is, the acquisition unit 2 calculates and acquires the drive shaft torque TD based on the accelerator opening AP, the brake operation amount BP, the vehicle speed V, the engine rotation speed NE, the motor rotation speed, and the like. The motor rotation speed is acquired from, for example, a controller (so-called MCU) that controls the motor 12. The acquisition unit 2 transmits the acquired drive shaft torque TD to the calculation unit 3.

  The calculation unit 3 calculates the acceleration D of the vehicle 10 from the vehicle speed V detected by the vehicle speed sensor 18. The calculation unit 3 performs a low-pass filter process on the time differential value V ′ of the vehicle speed V, and then performs a gradient limiting process on the value, and calculates the acquired value as the acceleration D of the vehicle 10. The acceleration D is transmitted to the control unit 4. The vehicle speed V detected by the vehicle speed sensor 18 includes very large noise due to the effects of road surface unevenness, and the waveform (signal value) becomes oscillatory depending on the resolution of the vehicle speed sensor 18. Therefore, if the time differential value V ′ of the detected vehicle speed V is directly calculated as the acceleration D, there is a possibility that an accurate value cannot be calculated.

Therefore, the calculation unit 3 first performs low-pass filter processing on the time differential value V ′ of the vehicle speed V to reduce high-frequency noise, and then reduces the high-frequency noise (hereinafter referred to as a high-frequency noise reduction value VA). The stationary vibration is reduced by applying a gradient limiting process. Specifically, as shown in FIG. 2, the high-frequency noise reduction unit 3A of the calculation unit 3 performs first-order differentiation of the detected vehicle speed V with respect to time, and performs low-pass filter processing on the time differentiation value V ′. . The high-frequency noise reduction unit 3A reduces high-frequency noise by reducing a signal having a frequency higher than a predetermined cutoff frequency in the low-pass filter process, and transmits the value as a high-frequency noise reduction value VA to the gradient limiting unit 3B. Note that the cutoff frequency of the present embodiment is set in advance in the order of, for example, 10 ⁻¹ to 10 ¹ [Hz] according to the resolution of the vehicle speed sensor 18.

  Next, the gradient limiting unit 3B of the calculation unit 3 performs a gradient limiting process that limits the change gradient of the high-frequency noise reduction value VA within a predetermined limit value. The gradient limitation means that the time change gradient of the high-frequency noise reduction value VA (the slope of the graph, the amount of change for each calculation cycle) is limited within a predetermined range in order to suppress a sudden change in the high-frequency noise reduction value VA. . The predetermined range is set by adding a limit value L to each of the plus side and the minus side (VA ± L) with respect to the current high frequency noise reduction value VA.

For example, as shown in FIG. 4, when the gradient is limited when the high-frequency noise reduction value VA at the current time t ₁ is VA (1), the acceleration at the time t ₂ when one calculation cycle Δt has elapsed from the time t ₁ D is limited to a range of VA (1) + L or less and VA (1) -L or more. Therefore, as shown by circles in the figure outline, at time t ₂ frequency noise reduction value VA (2) is greater than the value obtained by adding the limit value L at time t ₁ the high-frequency noise reduction value VA (1) If the acceleration D at time t ₂ is calculated as a VA (1) + L, the slope of the high-frequency noise reduction value VA is limited. The time t ₂ of the high-frequency noise reduction value VA (2) is, VA (1) + L or less and VA (1) when present in the -L above range, it is the value VA (2) the time t Calculated as acceleration D at ₂ .

  The calculation unit 3 of the present embodiment changes the limit value L used in the gradient limiting process according to the change in torque acquired by the acquisition unit 2. This is because the correct acceleration D is calculated while accurately detecting the change in the acceleration D. That is, the change in torque corresponds to the change in acceleration D, and when the torque changes, the acceleration waveform becomes a transient state (the value changes), so the gradient limit is moderated (that is, the limit value L is increased). By doing so, the change of the acceleration D is accurately detected. On the other hand, when the torque hardly changes, the acceleration waveform is in a steady state (the value does not change in the main body), so the acceleration D can be calculated accurately by tightening the gradient limit (that is, reducing the limit value L). To do. Hereinafter, a period in which the torque changes is referred to as a torque change period, and a period in which the torque hardly changes (torque is substantially constant) is referred to as a constant torque period.

The limit value acquisition unit 3C of the calculation unit 3 first-order differentiates the drive shaft torque TD transmitted from the acquisition unit 2 with respect to time, performs a low-pass filter process on the time differential value TD ′, and then calculates an absolute value thereof. And the predetermined threshold value Ta are compared to determine whether or not the drive shaft torque TD is constant. Then, the limit value L is selected (set) according to the determination result. The cut-off frequency used in the low-pass filter process is set in advance on the order of 10 ⁻¹ to 10 ¹ [Hz], for example, according to the resolution of the accelerator position sensor 16, the vehicle speed sensor 18, and the like. The threshold value Ta is a determination threshold value for determining the presence or absence of torque change, and is set in advance to a small value close to 0, for example.

  The limit value acquisition unit 3C determines that the drive shaft torque TD is not constant (changes) if the absolute value | TDA | of the time differential value TDA obtained by reducing high-frequency noise by low-pass filter processing is equal to or greater than the threshold value Ta. Then, the first limit value L1 with a gentle slope limit is selected. On the other hand, if the absolute value | TDA | of the time differential value TDA after noise reduction is less than the threshold value Ta, the limit value acquiring unit 3C determines that the drive shaft torque TD is constant, and the second is severely limited in gradient. Select limit value L2. The second limit value L2 is a value (strict value) that is smaller than the first limit value L1. That is, the limit value acquiring unit 3C sets the limit value L to the first limit value L1 when the magnitude of the time differential value TDA after noise reduction is equal to or greater than the threshold value Ta, and the magnitude of the time differential value TDA is set to the threshold value Ta. When it is less than the limit value L, the second limit value L2 is set. The set limit value L (first limit value L1 or second limit value L2) is transmitted to the gradient limiter 3B, and the gradient limiter 3B performs the above-described gradient limit process. Note that the second limit value L2 of the present embodiment is set to, for example, 1/10 of the first limit value L1.

  The control unit 4 controls the operating state of the stop lamp 15 based on the acceleration D transmitted from the calculation unit 3. The control unit 4 turns on the stop lamp 15 when the acceleration D is equal to or lower than a predetermined lighting threshold R1, and turns off the stop lamp 15 when the acceleration D exceeds a predetermined light-off threshold R2 during lamp lighting. The turn-on threshold R1 and the turn-off threshold R2 are both negative values, and may be set to the same value, or the turn-off threshold R2 is set to a value (R2> R1) larger than the turn-on threshold R1. Hysteresis may be provided.

[3. flowchart]
FIG. 3 is an example of a flowchart regarding the calculation of the acceleration D. This flow is repeatedly performed at a predetermined calculation cycle in the control device 1 when the main power supply of the vehicle 10 is on, for example.
In step A1, information (sensor value) detected by each sensor 16-19 is acquired. In step A2, the drive shaft torque TD is acquired by the acquisition unit 2. Subsequent steps A3 to A10 are performed in the calculation unit 3.

  In step A3, the vehicle speed V detected by the vehicle speed sensor 18 is time-differentiated, and in step A4, the time differential value V ′ is subjected to low-pass filter processing to obtain a high-frequency noise reduction value VA. In step A5, the drive shaft torque TD is time-differentiated, and in step A6, the time-differentiated value TD ′ is subjected to low-pass filter processing to reduce high-frequency noise. In step A7, it is determined whether or not the drive shaft torque TD is constant. Here, the magnitude relationship between the absolute value | TDA | of the time differential value TDA in which high-frequency noise is reduced in step A6 and the threshold value Ta is determined.

  That is, in step A7, if the magnitude of the time differential value TDA after noise reduction is less than the threshold value Ta, it is determined that the drive shaft torque TD is constant, and the process proceeds to step A8, where the magnitude of the time differential value TDA is the threshold value Ta. If it is above, it is determined that the drive shaft torque TD is not constant, and the process proceeds to Step A9. In Step A8, the second limit value L2 that is severely limited is selected, and the second limit value L2 is set as the limit value L. On the other hand, in step A9, the first limit value L1 with a moderate limit is selected, and the first limit value L1 is set as the limit value L. In step A10, a gradient limiting process using the set limit value L (first limit value L1 or second limit value L2) is performed, and the value obtained thereby is calculated as the acceleration D.

[4. Action]
FIGS. 5A to 5D show accelerator opening AP, drive shaft torque TD, limit value L, acceleration when the driver depresses the accelerator pedal with a constant force and returns to the accelerator off state. It is a graph showing each change of D. Note that the thin solid line in FIG. 5D is a value after the low-pass filter process and before the gradient limiting process (high-frequency noise reduction value VA), and the thick solid line is a value after the gradient limiting process is performed. (Value calculated as acceleration D).

FIG. 5 (a), the (b), the when the accelerator pedal opening AP decreases the accelerator pedal is returned stepping in time t _3, the drive shaft torque TD begins to decrease, the drive shaft torque in the state of accelerator-off TD becomes a negative value (regenerative torque). Then, it becomes substantially constant at a negative drive shaft torque TD to time t _4, a state as applied engine braking. That is, the period of time t ₄ from time t ₃ is the torque change period, than the time t ₃ and the previous period and the time t ₄ after the period the torque constant period.

  As shown in FIG. 5C, the limit value L used in the gradient limit is set to a first limit value L1 that is moderately limited during the torque change period, and is set to a second limit value L2 that is severely limited during the constant torque period. Is set. When this limit value L is used to perform a gradient limiting process on the high-frequency noise reduction value VA indicated by a thin solid line in FIG. 5D, the gradient limitation is applied during the torque change period as indicated by a thick solid line in the drawing. It is relaxed to obtain a transient acceleration waveform, and the gradient limit is tightened for a certain period of torque to obtain a steady acceleration waveform.

  Here, as shown in FIG. 5D, it is assumed that the turn-on threshold value R1 and the turn-off threshold value R2 of the stop lamp 15 are set to the same value. In this case, if the stop lamp 15 is controlled based on the acceleration waveform of the bold solid line, the stop lamp 15 is turned on when the threshold value R1 is exceeded, and the lighting state is maintained unless the threshold value R1 is exceeded. On the other hand, since the waveform of the thin solid line before the gradient limit is oscillating up and down across the threshold value R1 (R2), when the stop lamp 15 is controlled based on this waveform, the stop lamp 15 is turned on and off quickly. Will be repeated in time. In other words, the waveform before the slope limit causes flickering of the lamp, erroneous lighting, and erroneous lighting, but these phenomena can be prevented by applying the slope limitation.

[5. effect]
(1) In the control device 1 described above, high-frequency noise is reduced by first performing low-pass filter processing on the time differential value V ′ of the vehicle speed V, and then gradient limiting processing is performed on the high-frequency noise reduction value VA. Applying to reduce steady vibration. That is, in the control device 1 described above, by first reducing the high frequency noise, the actual change in the acceleration D appears in the waveform as shown by a thin solid line in FIG. 5D, and further the steady vibration is reduced. As a result, as shown by the thick solid line in FIG. 5D, the change in the acceleration D becomes clearer. Thereby, it is possible to accurately calculate the acceleration D while correctly detecting the change in the acceleration D of the vehicle 10.

  If the gradient limiting process is first applied to the time differential value V ′ of the vehicle speed V, the waveform may converge at a value that is significantly different from the actual acceleration, and an incorrect result may be calculated. . That is, if the gradient limiting process is performed prior to the low-pass filter process, noise with a shallow gradient among the irregularly changing noise remains, and the calculation accuracy of the acceleration D is reduced. In other words, the above-described control device 1 performs the low-pass filter processing and the gradient limiting processing on the time differential value V ′ of the vehicle speed V in this order, so that the acceleration D can be accurately detected while correctly detecting the change in the acceleration D. It can be calculated well.

(2) According to the control device 1 described above, since the limit value L is changed according to the change in the torque acquired by the acquisition unit 2, the steady vibration can be appropriately reduced, and the change in the acceleration D It is possible to improve the calculation accuracy of the acceleration D while more accurately detecting.
(3) In the control device 1 described above, it is determined whether the torque is constant based on the magnitude relationship between the absolute value | TDA | of the value obtained by time-differentiating the torque (time differential value TDA) and a predetermined threshold Ta. When the value is constant, the limit value L is set to the second limit value L2 with a strict gradient limit. When the limit value L is not constant, the limit value L is set to the first limit value L1 with a gradual gradient limit. In other words, the fluctuation of the high frequency noise reduction value VA is allowed to some extent during the sudden change in torque, and when the torque is stable, the fluctuation of the high frequency noise reduction value VA is severely limited. As a result, the acceleration D during a period in which the torque is constant can be calculated more accurately, and the change in the acceleration D during the period in which the torque changes can be detected correctly.

  (4) In the control device 1 described above, the acquisition unit 2 acquires the drive shaft torque TD, and the calculation unit 3 changes the limit value L according to the change in the drive shaft torque TD. Since the actual drive state of the vehicle 10 is reflected in the drive shaft torque TD, the actual drive state is also reflected in the acceleration D calculated from the drive shaft torque TD. Thereby, the acceleration D adapted to the actual behavior of the vehicle 10 can be calculated, and the calculation accuracy can be further increased.

  (5) In the control device 1 described above, the control unit 4 controls the operating state of the stop lamp 15 based on the acceleration D calculated by the calculation unit 3. That is, since the acceleration D is accurately calculated while correctly detecting the change in the acceleration D correctly detected by the calculation unit 3, the responsiveness of turning on / off the stop lamp 15 can be improved, and the stop lamp 15 Flickering, erroneous lighting, and erroneous lighting can be prevented.

[6. Others]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made without departing from the spirit of the present invention.
In the above-described embodiment, the case where the cutoff frequency of the low-pass filter process is a fixed value set in advance has been described. However, the cutoff frequency is not limited to this. For example, since the high-frequency noise changes according to the vehicle speed V, the calculation unit 3 may change the cutoff frequency according to the vehicle speed V. Thereby, high frequency noise can be reduced appropriately.

  In the above-described embodiment, the case where the limit value L is changed according to the change in the drive shaft torque TD is illustrated, but the limit value L may be changed according to the change in the required torque TR instead of the drive shaft torque TD. Good. That is, the acquisition unit 2 may acquire the driver's required torque TR as the torque that drives the vehicle 10. In this case, the limit value acquisition unit 3C of the calculation unit 3 first-order differentiates the required torque TR with time and reduces high frequency noise, and then determines whether the required torque TR is constant. Tighten the slope limit and loosen the slope limit if it changes.

  Even with such a configuration, the acceleration D can be accurately calculated while correctly detecting a change in the acceleration D, as in the above-described embodiment. Further, since the required torque TR corresponds to the accelerator opening AP, it has a value reflecting the driver's intention to accelerate and decelerate. As a result, the driver's intention to accelerate or decelerate is also reflected in the acceleration D calculated from the required torque TR. Therefore, the calculation speed can be increased by using the required torque TR, and the control responsiveness can be increased.

  Further, the acquisition unit 2 may acquire the change speed AV of the accelerator pedal instead of acquiring the required torque TR as the torque for driving the vehicle 10. The change speed AV of the accelerator pedal corresponds to the degree of acceleration / deceleration requested by the driver as described above, and further corresponds to a change in torque. For this reason, when the acquisition unit 2 acquires the change speed AV of the accelerator pedal as a change in torque, the time differentiation process in the limit value acquisition unit 3C of the calculation unit 3 becomes unnecessary, and the change rate AV of the accelerator pedal is not required. The limit value L may be changed using a value subjected to low-pass filter processing. Even with such a configuration, the acceleration D can be accurately calculated while correctly detecting a change in the acceleration D, as in the above-described embodiment.

  In the above-described embodiment, the case where either one of the two limit values L1 and L2 is selected and set as the limit value L (a configuration in which the gradient limitation is two-stage) is illustrated, but the gradient limitation is performed in one stage. There may be three stages or more. For example, when the gradient limit is one stage, a single limit value L is set in the control device 1 in advance, and the calculation unit 3 performs the gradient limit process using the limit value L. In this case, the acquisition unit 2 and the limit value acquisition unit 3C can be omitted.

  Further, in the above-described embodiment, an example in which the presence / absence of a torque change is determined by comparing the absolute value | TDA | of the time differential value TDA of the drive shaft torque TD with the threshold value Ta is exemplified. On the other hand, in order to control the operating state of the stop lamp 15 as shown in FIG. 5D, it can be considered that it is sufficient to determine at least whether or not there is a torque change in the deceleration direction. Therefore, instead of comparing the absolute value | TDA | and the threshold Ta, the time differential value TDA and the threshold Ta may be compared. Here, a negative threshold value Tb close to 0 is set instead of the threshold value Ta. Since the threshold value Tb has a value opposite to that of the threshold value Ta, the determination condition in the above embodiment is inverted. That is, when the time differential value TDA is equal to or less than the negative threshold value Tb, it is determined that the drive shaft torque TD has suddenly decreased, and the first limit value L1 with a gentle gradient limit is set. On the contrary, when the time differential value TDA exceeds the negative threshold value Tb, it is determined that the drive shaft torque TD is constant or increased, and the second limit value L2 having a strict gradient limit is set. Such control makes it possible to clearly capture at least the change in the acceleration D during deceleration, and achieves the same effect as that of the above-described embodiment.

In the above-described embodiment, the case where the acceleration D (deceleration) calculated by the calculation unit 3 is used for controlling the stop lamp 15 has been described. However, the acceleration D calculated by the calculation unit 3 is the vehicle It is also possible to apply to the control of other devices mounted on 10. For example, the present invention may be applied to a system (ABS, ASC, etc.) that assists the driving operation of the driver.
In the above-described embodiment, the hybrid vehicle 10 equipped with the engine 11 and the motor 12 is illustrated. However, the control device 1 described above may be various vehicles such as a gasoline engine vehicle, a diesel engine vehicle, an electric vehicle, and a fuel cell vehicle. It is applicable to.

DESCRIPTION OF SYMBOLS 1 Control apparatus 2 Acquisition part 3 Calculation part 4 Control part 10 Vehicle 15 Stop lamp 18 Vehicle speed sensor (detection part)
V vehicle speed
V ′ Time derivative of vehicle speed
VA High frequency noise reduction value
D acceleration
L limit value
L1 First limit value
L2 Second limit value
TD drive shaft torque (torque)
Ta threshold
Tb Negative threshold
TR Required torque (torque)

Claims (7)

A detection unit for detecting the vehicle speed;
Gradient limitation that limits the change gradient of the high-frequency noise reduction value within a predetermined limit value after obtaining a high-frequency noise reduction value obtained by performing low-pass filter processing on the time differential value of the vehicle speed detected by the detection unit A vehicle control device comprising: a calculation unit that calculates a value obtained by performing processing as an acceleration of the vehicle. An acquisition unit for acquiring torque for driving the vehicle;
The vehicle control device according to claim 1, wherein the calculation unit changes the limit value in accordance with a change in the torque acquired by the acquisition unit. The computing unit sets the limit value to a first limit value when the magnitude of the time differential value of the torque is greater than or equal to a predetermined threshold value, and when the magnitude of the time differential value of the torque is less than the threshold value 3. The vehicle control device according to claim 2, wherein the limit value is set to a second limit value that is more restrictive than the first limit value. The vehicle control device according to claim 2, wherein the acquisition unit acquires a torque of a drive shaft as the torque. The vehicle control device according to claim 2, wherein the acquisition unit acquires a driver's required torque as the torque. The vehicle control device according to claim 1, further comprising a control unit that controls an operating state of a stop lamp of the vehicle based on the acceleration calculated by the calculation unit. . The vehicle control device according to any one of claims 1 to 6, wherein the calculation unit changes a cutoff frequency in the low-pass filter process in accordance with a vehicle speed detected by the detection unit. .

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