JP2021187215A - Control device of vehicle - Google Patents

Abstract

To provide a control device of a vehicle which improves the fuel consumption even when there is an operation delay in an apparatus for obtaining request torque of the vehicle.SOLUTION: Delay estimation means 201 estimates an operation delay from the output of an operation request in accordance with current operation states (engine speed Ne, motor rotation speed Nm, transmission inlet rotation speed Nt) of an engine, a motor and a transmission. Total input minimum power retrieval means 202 calculates torque requested to each drive source and a transmission ratio requested to the transmission in order to obtain request torque of the vehicle, and obtains each value in the combination in which the total input power when the actual operation is performed becomes minimum by taking into account the delay estimated by the delay estimation means 201. Total input power minimization control means 203 controls each drive source and the transmission with the respective obtained values as control request values.SELECTED DRAWING: Figure 2

Description

The present application relates to a vehicle control device.

In recent years, as vehicles considering energy saving and the environment, vehicles that obtain power from a plurality of drive sources such as an engine and a motor, for example, a hybrid vehicle, have become widespread. Hybrid vehicle driving modes include "EV (Electric Vehicle) mode", which runs on the power of the motor without operating the engine, "series mode", which runs on the power of the motor while generating power using the engine, and the engine and motor. There is a "parallel mode" that travels with both of these powers, and the switching of the travel mode is controlled according to the situation of the vehicle.

In the parallel mode in which the vehicle travels with the power of both the engine and the motor, the output power (power) of the vehicle required by the driver, that is, the torque (torque of torque) to be borne by each of the engine and the motor in order to obtain the torque of the vehicle. Distribution) must be determined and indicated as the required torque.
At that time, if the torque distribution is not determined in consideration of the fuel and electric power that must be input in order to obtain the required torque of the engine and the motor, that is, the work rate of the input, the fuel and electric power are consumed more than necessary. That is, there is a problem that the fuel consumption is deteriorated because the operation is performed in an inefficient state.
Therefore, it is necessary to control to determine the required torque of each in consideration of the efficiency of the engine and the motor.

For example, in Patent Document 1, when the required power is larger than the reference power at which the thermal efficiency of the engine is the optimum value, the fuel consumption of the vehicle is calculated using the motor assist power as a parameter, and this fuel consumption becomes the minimum value. A technique for searching for the motor assist power at the time, setting the searched value to the optimum motor assist power, and controlling the distribution of torque between the engine and the motor is described.

Japanese Unexamined Patent Publication No. 2018-134901 (pages 13 to 14, FIG. 15)

In the control for searching the minimum value of the vehicle fuel consumption or the input power described in Patent Document 1, the optimum torque distribution is calculated for the vehicle required power of the driver, and the engine and the motor are requested. There is.
However, in an engine and a motor, it is difficult to generate those required torques instantaneously, and an operation delay occurs depending on the physical structure and operating conditions.
Therefore, while the operation delay occurs, the torque distribution between the engine and the motor is not optimal, and there are cases where the vehicle fuel consumption or the input power does not become the minimum value.

The present application discloses a technique for solving the above-mentioned problems, and provides a vehicle control device that improves fuel efficiency even if there is an operation delay in the device for obtaining the required torque of the vehicle. With the goal.

The vehicle control device disclosed in the present application is a vehicle control device equipped with a plurality of drive sources, from the request for operation to each drive source and the transmission of the vehicle until the actual operation is performed. The delay estimation means for estimating the delay of the vehicle, the torque required for each drive source to obtain the required torque of the vehicle, and the gear ratio required for the transmission are calculated, and the power of the total input when the actual operation is performed. However, each value in the minimum combination is obtained by adding the delay estimated by the delay estimation means to the required value calculation means, and each value obtained by the required value calculation means is used as a control request value for each drive source and. It is equipped with a control means for controlling the transmission.

According to the vehicle control device disclosed in the present application, fuel efficiency can be improved even if there is an operation delay in the device for obtaining the required torque of the vehicle.

It is a block diagram which shows the whole system including the control device of the vehicle by Embodiment 1 and Embodiment 2. It is a block diagram which shows the structure of the control device of the vehicle by Embodiment 1. FIG. It is a flowchart which shows the operation of the control device of a vehicle according to Embodiment 1. FIG. It is a timing chart which shows the operation of the control device of a vehicle according to Embodiment 1. FIG. It is a block diagram which shows the structure of the control device of the vehicle by Embodiment 2. FIG. It is a flowchart which shows the operation of the control device of a vehicle by Embodiment 2. FIG. It is a timing chart which shows the operation of the control device of a vehicle according to Embodiment 2. It is a figure which shows the hardware composition of the control device of the vehicle by Embodiment 1 and Embodiment 2.

Embodiment 1.
Hereinafter, preferred embodiments of the vehicle control device of the present application will be described with reference to the drawings.
While the conditions for vehicle operation by multiple drive sources are satisfied, the estimated torque and gear ratio are estimated by estimating the delay in actual operation with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters. The required torque and the required gear ratio that minimize the total input power are searched for, and an embodiment required for each drive source and transmission will be described.

FIG. 1 is a configuration diagram showing the entire system including the vehicle control device according to the first embodiment.
In FIG. 1, the engine 101 is a first drive source. The motor 102 is a second drive source. The engine 101 and the motor 102 are connected by a crank pulley 103 of the engine 101, a pulley 104 of the motor 102, and a belt 105.
The power of the engine 101 and the motor 102 is transmitted to the tire 109 connected to the drive shaft 108 via the transmission 106 and the differential gear 107.
The motor 102 is connected to the battery via an inverter, generates electric power by power transmission from the engine 101 or power transmission from the drive shaft 108 during vehicle deceleration, and supplies electric power, while power running during vehicle acceleration. I do. As a result, power is transmitted to the drive shaft 108.

The motor control electronic control unit 110 (hereinafter, referred to as a motor ECU (Electronic Control Unit)) is composed of a microprocessor or the like, and controls the motor 102 in an appropriate state.
The engine control electronic control unit 111 (hereinafter, referred to as an engine ECU) is composed of a microprocessor or the like, and controls the engine 101 in an appropriate state.
The transmission control electronic control unit 112 (hereinafter referred to as a transmission ECU) is composed of a microprocessor or the like, and controls the transmission 106 in an appropriate state.

The vehicle control electronic control unit 113 (hereinafter referred to as a vehicle ECU) is composed of a microprocessor or the like, and is based on sensor input signals from the vehicle speed sensor 114, the accelerator position sensor 115, the brake stroke sensor 116, and the like. The driving condition and the driver's vehicle operation request are judged, and the vehicle is controlled to an appropriate state.
In order to control the vehicle to an appropriate state, the vehicle ECU 113 relates to the delay estimation means 201, the total input power minimum search means 202, and the total input power minimization control means 203, which will be shown in FIG. 2, which will be described later. The program or fixed value data is stored.
Further, as will be described later, the engine required torque Te which is the first drive source required torque, the motor required torque Tm which is the second drive source required torque, and the transmission required gear ratio Rt in the total input power minimizing control means 203 are , The engine 101, the motor 102, and the transmission 106 are appropriately controlled by being transmitted to the engine ECU 111, the motor ECU 110, and the transmission ECU 112, respectively.

FIG. 2 is a block diagram showing a configuration of a vehicle control device according to the first embodiment.
In FIG. 2, the delay estimation means 201 issues an operation request according to the current operating states (engine rotation speed Ne, motor rotation speed Nm, transmission inlet rotation speed Nt) of the engine 101, the motor 102, and the transmission 106. Estimate the operation delay from. A specific calculation method will be described in the flow of control using FIG. 3 described later.

The total input power minimum search means 202 (required value calculation means) considers the delay of the generated torque at each drive source and the transmission ratio operation delay from the vehicle torque (vehicle required torque Tw) required by the driver. The required torque of each drive source and the required gear ratio of the transmission are calculated using the algorithm of the optimization problem by the gradient method so as to obtain the minimum total input power. A specific calculation method will be described in the flow of control using FIG. 3 described later.

The total input power minimization control means 203 (control means) has the required torque (motor required torque Tm, engine required torque Te) for each drive source calculated by the total input power minimum search means 202, and the required gear ratio of the transmission. (Required gear ratio Rt) is transmitted to the motor ECU 110, the engine ECU 111, and the transmission ECU 112.
Each of these means constituting the vehicle control device is stored in the vehicle ECU 113.

Next, the operation will be described.
Hereinafter, in the vehicle control device according to the first embodiment, while the conditions for vehicle operation by a plurality of drive sources are satisfied, the actual operation is performed with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters. The operation required for each drive source and transmission will be described by estimating the delay, searching for the required torque and required gear ratio that minimizes the total input power by the estimated torque and gear ratio.

First, each operation will be described with reference to the flowchart of FIG.
It should be noted that this operation is executed as a subroutine in the main routine having a predetermined time cycle in the vehicle ECU 113.

In step S301, it is determined whether or not the vehicle is currently in the mode of vehicle operation by a plurality of drive sources. For example, it is established when both the fuel for operating the engine 101 and the electric power for operating the motor 102 (battery charge state) at the time of accelerating the vehicle are sufficient.

If it is determined in step S301 that the mode of vehicle operation by a plurality of drive sources is not currently established, the processing of this routine is not required and the subroutine is terminated as it is.
If it is determined in step S301 that the mode of vehicle operation by a plurality of drive sources is currently established, the process proceeds to the next step S302.

In step S302, the delay of the actual operation with respect to the required torque of each drive source and the required gear ratio of the transmission is estimated.
In the first embodiment, the delay of the actual operation with respect to the required torque of each drive source and the required gear ratio of the transmission is expressed by using the time constant of the first-order delay, and it is assumed that there is no wasted time (described later) or it is very short. Represents.
The time constant tce of the engine torque, the time constant tcm of the motor torque, and the time constant tct of the gear ratio are set in advance on the table according to, for example, the engine rotation speed Ne, the motor rotation speed Nm, and the transmission inlet rotation speed Nt. It is calculated as in equations (1) to (3).
tce = table (Ne) ・ ・ ・ (1)
tcm = table (Nm) ・ ・ ・ (2)
tct = table (Nt) ... (3)
In the equations (1) to (3), the table value is set by the actual machine measurement, the simulation result or the geometrical calculation expression, but the table value is not limited to the table value and may be expressed by a map value or an approximate expression. This step S302 corresponds to the delay estimation means 201. After step S302, the process proceeds to step S303.

In step S303, the total input work in the total input power minimum search means 202 is used by using the value obtained by applying the delay of the time constant calculated in step S302 to the search parameter calculated corresponding to the vehicle required torque Tw. Perform a minimum rate search.
For example, in each subroutine in the main routine having a predetermined time cycle, the engine torque required torque, the motor required torque, and the required gear ratio are subject to the engine torque time constant tce, the motor torque time constant tcm, and the gear ratio time constant. A primary delay is applied using tct, and the engine estimated torque Tep, the motor estimated torque Tmp, and the estimated gear ratio Rtp are calculated.
Search for a combination in which the total input power calculated from these engine estimated torque Tep, motor estimated torque Tmp, and estimated gear ratio Rtp is the minimum value, and the engine request when the minimum condition condition is satisfied or the predetermined number of searches is reached. The torque Te, the motor required torque Tm, and the required gear ratio Rt are output. The search algorithm is calculated by using an optimization problem algorithm based on a gradient method such as the steepest descent method.

In step S304, the engine required torque Te, the motor required torque Tm, and the required gear ratio Rt output in step S303 are transmitted to the engine ECU 111, the motor ECU 110, and the transmission ECU 112. This corresponds to the total input power minimization control means 203.
After the end of step S304, the subroutine is terminated.

Next, while the conditions for vehicle operation by the plurality of drive sources of the first embodiment are satisfied, the delay in the actual operation is estimated with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters. An execution example in which the required torque and the required gear ratio that minimize the total input power are searched for by the estimated torque and the gear ratio and required for each drive source and transmission will be described with reference to the timing chart of FIG.
In FIG. 4, the solid line indicates the control according to the first embodiment, and the broken line indicates the conventional control.

From the timing of (a) in FIG. 4, the vehicle required torque Tw increases in response to the accelerator being stepped on by the driver's acceleration request. From the combinations of engine required torque, motor required torque, and required gear ratio that give the vehicle required torque Tw, the result of searching for the combination that minimizes the total input power is the engine required torque Te and motor required torque Tm. , The behavior of the required gear ratio Rt.
Further, the behaviors of the engine 101, the motor 102, and the transmission 106 operating according to the engine required torque Te, the motor required torque Tm, and the required gear ratio Rt are the engine actual torque, the motor actual torque, and the actual gear ratio. ..

In the conventional control represented by the broken line in FIG. 4, the engine required torque, the motor required torque, and the required gear ratio are selected from the combinations of the engine required torque, the motor required torque, and the required gear ratio so as to be the vehicle required torque Tw. It is the result of searching for the combination that minimizes the total input work rate when the actual operation is performed as it is.
Therefore, the combination of the actual engine torque, the actual motor torque, and the actual gear ratio is different from the combination at the time of request, and the total input power is not the minimum. Therefore, fuel consumption is relatively high.

On the other hand, the engine required torque Te, the motor required torque Tm, and the required gear ratio Rt in the control of the first embodiment represented by the solid line in FIG. 4 are the engine required torque and the motor required torque such that the vehicle required torque Tw. The result is a search for a combination that minimizes the total input power when the estimated actual engine torque, actual motor torque, and actual gear ratio are in actual operation from the combinations of required gear ratios. Therefore, the fuel consumption is low.
Therefore, it is possible to improve fuel efficiency by controlling the vehicle control device according to the first embodiment.

According to the vehicle control device of the first embodiment, while the conditions for vehicle operation by a plurality of drive sources are satisfied, the actual operation is performed with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters. Fuel efficiency can be improved by estimating the delay, searching for the required torque and required gear ratio that minimizes the total input power by the estimated torque and gear ratio, and requesting each drive source and transmission. ..

Embodiment 2.
Next, the second embodiment will be described.
In the first embodiment, the case where the delay estimation means has a delay in the actual operation after requesting the operation for each drive source and the transmission of the vehicle, but there is no wasted time or is very short has been described. ..
The second embodiment is for the case of having wasted time.
Here, the waste time is a delay time from issuing a request to the operating device to starting the operation of the device.

In the second embodiment, the total input power when the vehicle operates without delay with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters, while the conditions for vehicle operation by a plurality of drive sources are satisfied. The first means of searching for the minimum total input power to search for the operating point that minimizes is carried out.
Next, the second total search for the operation point that minimizes the total input power when the delay is taken into consideration for the control request, using the estimated value obtained by applying the time constant by the delay estimation means to the search parameter. Implement the input work rate minimum search means.
Then, for the drive source and the transmission including the dead time, the control request value obtained by the first total input power minimum search means is obtained, and for the drive source and the transmission not including the dead time, the first is obtained. The control required value obtained by the total input work rate minimum search means of 2 is required for each drive source and transmission.

The configuration of the entire system including the vehicle control device according to the second embodiment is the same as the configuration of FIG. 1 of the first embodiment.
However, in the vehicle ECU 113 of FIG. 1, the delay estimation means 401, the waste time determination means 402, the first total input power minimum search means 403, and the second total input work rate minimum search means shown in FIG. 404, a program or fixed value data relating to the total input power minimization control means 405 is stored.

FIG. 5 is a block diagram showing a configuration of a vehicle control device according to the second embodiment.
In FIG. 5, the delay estimation means 401 determines the waste time of the engine 101, the motor 102, and the transmission 106 according to the current operating states (engine rotation speed Ne, motor rotation speed Nm, transmission inlet rotation speed Nt). Estimate the operation delay.
A specific calculation method will be described in the flow of control using FIG. 6 described later.

The waste time determining means 402 determines whether or not the waste time is shorter than a preset threshold value for each of the individual drive sources and the operation of the transmission of the vehicle. A specific calculation method will be described in the flow of control using FIG. 6 described later.

The first total input power minimum search means 403 (first required value calculation means) is the minimum when there is no delay (waste time and time constant) in the torque generated in each drive source and the gear ratio operation of the transmission. The required torque of each drive source and the required gear ratio of the transmission, which are the total input power, are calculated using the algorithm of the optimization problem by the gradient method. A specific calculation method will be described in the flow of control using FIG. 6 described later.

The second total input power minimum search means 404 (second required value calculation means) is delayed from the torque of the vehicle (vehicle required torque Tw) requested by the driver to the torque generated at each drive source (time constant only). ), And the algorithm of the problem of optimizing the required torque of each drive source and the required gear ratio of the transmission by the gradient method so as to obtain the minimum total input power considering the operation delay (time constant only) of the transmission. Calculate using. A specific calculation method will be described in the flow of control using FIG. 6 described later.

The total input power minimization control means 405 is for each drive source calculated by the first total input power minimum search means 403 or the second total input work rate minimum search means 404, depending on the presence or absence of wasted time. The required torque (motor required torque Tm, engine required torque Te) and the transmission required gear ratio (required gear ratio Rt) are transmitted to the motor ECU 110, the engine ECU 111, and the transmission ECU 112.

Next, the operation will be described.
Hereinafter, the operation of the vehicle control device according to the second embodiment will be described.
In the vehicle control device of the second embodiment, when the conditions for vehicle operation by a plurality of drive sources are satisfied, the vehicle operates without delay with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters. The first means of searching for the minimum total input power to search for the operating point that minimizes the total input power of the above is implemented.
In addition, a second total input that searches for the operating point that minimizes the total input power when the delay is taken into consideration for the control request, using the estimated value obtained by applying a time constant to the search parameter by the delay estimation means. Implement the minimum power search means.
Then, for the drive source and the transmission including the dead time, the control request value obtained by the first total input power minimum search means is obtained, and for the drive source and the transmission not including the dead time, the first is obtained. The control required value obtained by the total input power minimum search means of 2 is required for each drive source and transmission.
This operation will be described below.

First, each operation in the vehicle control device will be described with reference to the flowchart of FIG. It should be noted that this operation is executed as a subroutine in the main routine having a predetermined time cycle in the vehicle ECU 113.

In step S501, it is determined whether or not the vehicle is currently in the mode of vehicle operation by a plurality of drive sources. For example, this is established when both the fuel for operating the engine 101 and the electric power (battery charge state) for operating the motor 102 when accelerating the vehicle are sufficient.

If it is determined in step S501 that the mode of vehicle operation by a plurality of drive sources is not currently established, the processing of this routine is not required and the subroutine is terminated as it is.
If it is determined in step S501 that the mode of vehicle operation by a plurality of drive sources is currently established, the process proceeds to the next step S502.

In step S502, the delay of the actual operation with respect to the required torque of each drive source and the required gear ratio of the transmission is estimated.
In the second embodiment, the delay of the actual operation with respect to the required torque of each drive source and the required gear ratio of the transmission is expressed by using the time constant of the first-order delay and the dead time.
The time constant tce of the engine torque, the time constant tcm of the motor torque, and the time constant tct of the gear ratio are set in advance on the table according to, for example, the engine rotation speed Ne, the motor rotation speed Nm, and the transmission inlet rotation speed Nt. , Equations (4) to (6) are calculated.
tce = table (Ne) ・ ・ ・ (4)
tcm = table (Nm) ・ ・ ・ (5)
tct = table (Nt) ... (6)

Further, the waste time Le of the engine torque, the waste time Lm of the motor torque, and the waste time Lt of the gear ratio are set in advance on the table according to, for example, the engine rotation speed Ne, the motor rotation speed Nm, and the transmission inlet rotation speed Nt. It is calculated as in equations (7) to (9).
Le = table (Ne) ・ ・ ・ (7)
Lm = table (Nm) ・ ・ ・ (8)
Lt = table (Nt) ... (9)

Here, the waste time is a delay time from issuing a request to the operating device to starting the operation of the device. For example, after a torque request is made to the engine, the throttle valve of the engine changes, so that the amount of air flowing into the intake pipe of the engine changes, and the changed amount of air flows into the combustion chamber of the engine, and torque is generated by combustion. It takes some time to do so. Therefore, during the dead time after the engine required torque changes, the engine does not generate the torque corresponding to the changed required torque, but generates the torque corresponding to the required torque before the change.
In the equations (4) to (9), the table value is set by the actual machine measurement, the simulation result or the geometrical calculation expression, but the table value is not limited to the table value and may be expressed by a map value or an approximate expression. .. This step S502 corresponds to the delay estimation means 401.
After step S502, the process proceeds to step S503.

In step S503, it is determined whether or not the maximum values of the engine torque waste time Le, the motor torque waste time Lm, and the gear ratio waste time Lt are shorter than the preset predetermined time Lz (threshold value). ..
The predetermined time Lz is set to, for example, the same time as the calculation cycle of the first total input work rate minimum search means 403 and the second total input work rate minimum search means 404.
When the maximum values of the engine torque waste time Le, the motor torque waste time Lm, and the gear ratio waste time Lt are shorter than the preset predetermined time Lz, there is virtually no waste time in all the search parameters. As a result, the process proceeds to step S505 without carrying out the first total input work rate minimum search means 403, and the second total input work rate minimum search means 404 is carried out.

When the maximum value of the wasted time is equal to or longer than the preset predetermined time Lz, the process proceeds to step S504, and the first total input power minimum search means 403 is carried out. This step S503 corresponds to the dead time determination means 402.

In step S504, for example, in each subroutine in the main routine having a predetermined time cycle, an operating point that minimizes the total input power when the control request is operated without delay is searched for. That is, unlike the conventional control, the search parameter that does not consider the operation delay is used as it is, and the total input power minimum search is performed.
In this search, the engine required torque, the motor required torque, and the required gear ratio when the minimum condition is satisfied or the predetermined number of searches are reached are the first engine required torque Te1, the first motor required torque Tm1, and the first. The required gear ratio Rt1 is output.
Here, the search algorithm is calculated by using an optimization problem algorithm based on a gradient method such as the steepest descent method.

In step S505, the total input power minimum search by the second total input power minimum search means 404 is executed by using the value obtained by applying the time constant delay calculated in step S502 to the search parameter.
For example, in each subroutine in the main routine having a predetermined time cycle, the engine torque required torque, the motor required torque, and the required gear ratio are subject to the engine torque time constant tce, the motor torque time constant tcm, and the gear ratio time constant. A primary delay is applied using the tct, the engine torque waste time Le, the motor torque waste time Lm, and the gear ratio waste time Lt, and the engine estimated torque Tep, the motor estimated torque Tmp, and the estimated gear ratio Rtp are calculated.
A combination in which the total input power calculated from the engine estimated torque Tep, the motor estimated torque Tmp, and the estimated gear ratio Rtp is the minimum value is searched for.

However, the search parameter with dead time is not functioned as a search parameter, and a first-order delay due to a time constant is applied to the values of engine required torque Te, motor required torque Tm, and required gear ratio Rt in the previous calculation cycle. Fix with the estimated value. This is because no matter what required value is calculated with respect to the torque generation of each drive source or the gear ratio operation of the transmission in which the dead time exists, the influence on the required value does not appear in this one calculation cycle. Therefore, in the search for the minimum total input power in consideration of the operation delay, it is necessary to prevent erroneous solutions for other search parameters that do not have wasted time.
In this search, the second engine required torque Te2, the second motor required torque Tm2, and the second are the motor required torque, engine required torque, and required gear ratio when the minimum value condition is satisfied or the predetermined number of searches is reached. The required gear ratio Rt2 is output.
The search algorithm is calculated by using an optimization problem algorithm based on a gradient method such as the steepest descent method.

In step S506, the first engine required torque Te1 and the second engine required torque Te2, the first motor required torque Tm1 and the second motor required torque Tm2, the first required gear ratio Rt1 and the second required gear ratio Which of Rt2 is the final engine required torque Te, motor required torque Tm, and required gear ratio Rt is determined and transmitted to the engine ECU 111, the motor ECU 110, and the transmission ECU 112.
Basically, the first request value is applied to the required value of the search parameter with wasted time, and the second requested value is applied to the required value of the search parameter without wasted time. Let it be a value.
However, in the case where the first required value and the second required value are mixed and the checked vehicle required torque is not equal to the vehicle required torque Tw, all the second required values are used in order to maintain consistency. Is the final required value.
The engine required torque Te, the motor required torque Tm, and the required gear ratio Rt, which are the final required values, are transmitted to the engine ECU 111, the motor ECU 110, and the transmission ECU 112. This corresponds to the total input power minimization control means 405. After the end of step S506, the subroutine is terminated.

Next, an execution example in which a required value is required for each drive source and transmission while the conditions for vehicle operation by the plurality of drive sources of the second embodiment described above are satisfied will be described with reference to the timing chart of FIG. do.
The delay in actual operation is estimated for the required torque of each drive source and the required gear ratio of the transmission, which are the search parameters, and the delay in actual operation after requesting operation for each drive source and transmission of the vehicle. And, when the dead time is mixed before the actual operation, the required value that minimizes the total input power without considering the delay, and when the dead time is not mixed, the total input power considering the delay is This is an execution example in which the minimum required value is required for each drive source and transmission.
In FIG. 7, the solid line indicates the control according to the second embodiment, and the broken line indicates the conventional control.

From the timing of (a) in FIG. 7, the vehicle required torque Tw increases in response to the accelerator being stepped on by the driver's acceleration request. From the combinations of engine required torque, motor required torque, and required gear ratio that are the vehicle required torque Tw, the result of searching for the combination that minimizes the total input power is the engine required torque Te and motor required torque. The behavior is Tm and the required gear ratio Rt.
Further, the behaviors of the engine, the motor, and the transmission operating according to the engine required torque Te, the motor required torque Tm, and the required gear ratio Rt are the engine actual torque, the motor actual torque, and the actual gear ratio.

In the conventional control represented by the broken line in FIG. 7, the engine required torque, the motor required torque, and the required gear ratio are selected from the combinations of the engine required torque, the motor required torque, and the required gear ratio so as to be the vehicle required torque Tw. It is the result of searching for the combination that minimizes the total input work rate when the actual operation is performed as it is.
Therefore, the combination of the actual engine torque, the actual motor torque, and the actual gear ratio is different from the combination at the time of request, and the total input power is not the minimum. Therefore, fuel consumption is relatively high.

On the other hand, the engine required torque Te, the motor required torque Tm, and the required gear ratio Rt in the control of the second embodiment represented by the solid line in FIG. 7 are the engine required torque and the motor required torque such that the vehicle required torque Tw. From the combinations of required gear ratios, the result is a search for the combination that minimizes the total input work rate when the estimated actual engine torque, motor actual torque, and actual gear ratio are in actual operation. The consumption is low.

Incidentally, at the timings (a) to (c) in FIG. 7, the engine torque has wasted time, and the motor torque and the transmission have no wasted time. Therefore, the first total input power minimum search means. The result of 403 and the result of the second total input power minimum search means 404 are mixed, but in order to maintain the consistency of the vehicle required torque Tw, all the results of the second input work rate minimum search means are obtained. It is the required value of.
Therefore, with respect to the timing from (a) to (c), the control of the second embodiment makes it possible to improve the fuel efficiency.

Next, the behavior of the timing from (c) of FIG. 7 will be described.
At the timing from (c), the vehicle speed is further increased and the rotation speed of the engine, motor, and transmission is high, so that the wasted time of each operation is very short. Therefore, assuming that there is virtually no wasted time in the search parameters, only the second total input power minimum search means 404 is implemented.
As a result, the control of the second embodiment can improve the fuel efficiency and at the same time reduce the calculation load.

In the vehicle control device of the second embodiment, when the vehicle operation conditions by a plurality of drive sources are satisfied, the vehicle operates without delay with respect to the required torque of each drive source and the required gear ratio of the transmission, which are search parameters. The first means of searching for the minimum total input power to search for the operating point that minimizes the total input power of the above is implemented.
In addition, a second total input that searches for the operating point that minimizes the total input power when the delay is taken into consideration for the control request, using the estimated value obtained by applying a time constant to the search parameter by the delay estimation means. Implement the minimum power search means.
Then, for the drive source and the transmission including the dead time, the control request value obtained by the first total input power minimum search means is obtained, and for the drive source and the transmission not including the dead time, the first is obtained. The control required value obtained by the total input power minimum search means of 2 is required for each drive source and transmission.
According to the second embodiment, this can improve the fuel efficiency.

Further, by the control of the second embodiment, it is possible to improve the fuel efficiency and at the same time reduce the calculation load.
If the wasted time of all search parameters is very short, the first total input power minimum search means is skipped and the second total input power minimum search means is assumed to have virtually no wasted time in the search parameters. Since only the data is implemented, the fuel efficiency can be improved and at the same time, the calculation load can be reduced.

The vehicle control device 1000 is composed of a processor 1001 and a storage device 1002, as shown in FIG. 8 as an example of hardware. Although the storage device is not shown, it includes a volatile storage device such as a random access memory and a non-volatile auxiliary storage device such as a flash memory. Further, the auxiliary storage device of the hard disk may be provided instead of the flash memory. The processor 1001 executes the program input from the storage device 1002. In this case, the program is input from the auxiliary storage device to the processor 1001 via the volatile storage device. Further, the processor 1001 may output data such as a calculation result to the volatile storage device of the storage device 1002, or may store the data in the auxiliary storage device via the volatile storage device.

The present disclosure describes various exemplary embodiments and examples, although the various features, embodiments, and functions described in one or more embodiments are those of a particular embodiment. It is not limited to application, but can be applied to embodiments alone or in various combinations.
Therefore, innumerable variations not exemplified are envisioned within the scope of the techniques disclosed herein. For example, it is assumed that at least one component is modified, added or omitted, and further, at least one component is extracted and combined with the components of other embodiments.

101 engine, 102 motor, 103 crank pulley, 104 pulley,
105 belt, 106 transmission, 107 differential gear,
108 drive shafts, 109 tires, 110 motor ECUs,
111 engine ECU, 112 transmission ECU,
113 vehicle ECU, 114 vehicle speed sensor, 115 accelerator position sensor,
116 Brake Stroke Sensor, 201 Delay Estimating Means,
202 Total input power minimum search means, 203 Total input power minimization control means,
401 Delay estimation means, 402 Waste time determination means,
403 First total input power minimum search means,
404 Second total input power minimum search means, 405 Total input power minimization control means,
1000 vehicle controller, 1001 processor, 1002 storage

The vehicle control device disclosed in the present application is a vehicle control device equipped with a plurality of drive sources, from the request for operation to each drive source and the transmission of the vehicle until the actual operation is performed. Delay estimation means for estimating the delay of each separately, the torque required for each drive source to obtain the required torque of the vehicle, and the gear ratio required for the transmission are calculated, and the total input when the actual operation is performed. work rate is, each value in the combination with the smallest, in consideration of estimated delay to each other due to a delay estimation means, required value calculating means for calculating, as the control requirement value of each value obtained by the required value calculating means, It is equipped with control means for controlling each drive source and transmission.

Claims (3)

A vehicle control device equipped with multiple drive sources.
A delay estimation means for estimating the delay from the request for operation to the actual operation for each of the drive sources and the transmission of the vehicle.
The torque required for each drive source and the gear ratio required for the transmission are calculated in order to obtain the required torque of the vehicle, and the power of the total input when the actual operation is performed is minimized. The required value calculation means for obtaining each value in the combination by adding the delay estimated by the delay estimation means.
A vehicle control device comprising: a control means for controlling each drive source and a transmission, with each of the above values obtained by the required value calculation means as a control request value. A vehicle control device equipped with multiple drive sources.
A delay estimation means for estimating the delay from the request for operation to the actual operation for each of the drive sources and the transmission of the vehicle.
The torque required for each drive source and the gear ratio required for the transmission are calculated in order to obtain the required torque of the vehicle, and the power of the total input when the actual operation is performed is minimized. The first required value calculation means for obtaining each value in the combination,
The torque required for each drive source and the gear ratio required for the transmission are calculated in order to obtain the required torque of the vehicle, and the power of the total input when the actual operation is performed is minimized. A second required value calculation means for obtaining each value in the combination by adding the delay estimated by the delay estimation means.
A control means for controlling each drive source and a transmission is provided as a control request value selected from the above values obtained by the first required value calculation means and the second required value calculation means.
The delay estimated by the delay estimation means includes a dead time from when each drive source or the transmission receives a control request from the control means to the actual operation.
Depending on the presence or absence of the dead time, the control means obtains the corresponding value obtained by the first required value calculation means if there is any, and the corresponding value obtained by the second required value calculation means if there is no such control means. A vehicle control device characterized by having a control required value. A dead time determining means for determining whether or not the maximum value of the dead time included in the delay estimated by the delay estimating means is shorter than the threshold value is provided.
When the maximum value of the waste time is determined by the waste time determination means to be shorter than the threshold value, the calculation by the first required value calculation means is not performed, and the control means is the first. The vehicle control device according to claim 2, wherein each value obtained by the required value calculation means of 2 is used as a control required value.

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