JP2022149629A - Control apparatus - Google Patents

Abstract

To improve comfort for a passenger in automatic shifting of a vehicle.SOLUTION: A control apparatus includes: an acquisition unit 221 to acquire a gradient function that indicates a relation between a gradient of a route and a travel position; an optimization unit 222 that calculates a first control input value that directs an engine torque, a second control input value that directs a gearshift, and a third control input value that directs an operating state of an auxiliary brake of a vehicle 100, to cause the vehicle 100 to be in a state where a deviation when a sum of an evaluation function including a first evaluation index for a deviation between an acceleration/deceleration of the vehicle 100 and a target acceleration/deceleration, a second evaluation index for a change in an engine torque per hour of the vehicle 100, and a third evaluation index for a change in an operating state of the auxiliary brake of the vehicle 100, is minimized, the change in engine torque per hour, and the change in the operating state of the auxiliary brake; and a driving control unit 223 that controls the driving of the vehicle 100 based on the calculated first control input value, second control input value, and third control input value.SELECTED DRAWING: Figure 2

Description

The present invention relates to a control device for controlling travel of a vehicle.

A technique for controlling a vehicle by simulation using a model has been proposed (for example, Patent Literature 1). For example, Patent Document 1 discloses a simulation using an optimization method using an evaluation index such as reducing the error between a discrete torque reduction amount instructed by another computer that controls the vehicle and the torque reduction amount of the vehicle. Controlling the vehicle based on the results is described.

JP 2009-14086 A

In the technology disclosed in Patent Document 1, when the vehicle is automatically shifted, the auxiliary brake is frequently switched on and off in the vehicle that is running. Therefore, the technology described in Patent Document 1 has a problem that the passenger of the vehicle does not feel comfortable.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a control device capable of improving the ride comfort of a vehicle occupant during automatic shifting of a vehicle.

A control device according to a first aspect of the present invention includes an acquisition unit that acquires a gradient function indicating a relationship between a gradient of a route on which a vehicle travels and a travel position, and a first evaluation index relating to the deviation between the acceleration/deceleration of the vehicle and the target acceleration/deceleration, a second evaluation index relating to the amount of change in the engine torque of the vehicle per hour, and presence/absence of a change in the operating state of the auxiliary brake of the vehicle. When the sum of the evaluation functions including the third evaluation index for a first control input value that indicates the engine torque of the vehicle, a second control input value that indicates the shift stage of the vehicle, and a third control input value that indicates the operating state of the auxiliary brake of the vehicle. an optimization unit; and a travel control unit that controls travel of the vehicle based on the first control input value, the second control input value, and the third control input value calculated by the optimization unit. .

The optimization unit minimizes or maximizes the sum of the evaluation functions including the first evaluation index, the second evaluation index, the third evaluation index, and a fourth evaluation index regarding whether or not the vehicle is shifting gears. The first control input value, the second control input value, and the third control input value may be calculated.

The optimization unit may calculate integer values as the second control input value and the third control input value when the evaluation function is minimized or maximized by mixed integer nonlinear programming. The optimization unit calculates the first control input value, the second control input value, and the third control input value when the sum of the evaluation functions is minimized or maximized under a condition that a predetermined constraint condition is satisfied. can be calculated.

ADVANTAGE OF THE INVENTION According to this invention, it is effective in improving the riding comfort of the passenger|crew of a vehicle in the automatic transmission of a vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the outline|summary of the vehicle which mounts the 1st control apparatus and 2nd control apparatus of embodiment. It is a figure which shows the structure of a vehicle. 4 is a flow chart showing a processing procedure of automatic control of vehicle speed by a control device;

[Overview of vehicle]
FIG. 1 is a diagram showing an outline of a vehicle 100 equipped with a first control device 1 and a second control device 2 of this embodiment. FIG. 1 shows the vehicle 100 while it is running. A first control device 1 and a second control device 2 mounted on the vehicle 100 are indicated by dashed lines. Vehicle 100 is, for example, a commercial vehicle such as a truck. External device 200 is a server that can communicate with vehicle 100 . The external device 200 stores a gradient function that indicates the relationship between the driving position and the road gradient at this driving position. The external device 200 also stores a curvature function that indicates the relationship between the travel position and the curvature of the road at this travel position.

The first control device 1 is configured by, for example, an ECU (Electronic Control Unit). The first control device 1 communicates with the external device 200 by wireless communication. The first control device 1 transmits to the external device 200 route information indicating a route along which the vehicle 100 is scheduled to travel. After transmitting the route information, the first control device 1 acquires from the external device 200 a gradient function indicating the relationship between the travel position on the route on which the vehicle 100 is scheduled to travel and the gradient of the road at this travel position. Further, after transmitting the route information, the first control device 1 acquires from the external device 200 a curvature function indicating the relationship between the travel position on the route on which the vehicle 100 is scheduled to travel and the curvature of the road at this travel position. do.

The first control device 1 controls traveling of the vehicle 100 . For example, the first control device 1 receives a driver's operation to specify a target value for the vehicle speed when the vehicle 100 is running. The first control device 1 adjusts the target acceleration/deceleration in the longitudinal direction and the lateral direction of the vehicle 100 every predetermined period based on the received target value of the vehicle speed, the gradient function acquired from the external device 200, and the acquired curvature function. to decide. The predetermined period is determined, for example, according to the time required for the first control device 1 to calculate the target acceleration/deceleration. The first control device 1 sequentially inputs information indicating the determined target acceleration/deceleration to the second control device 2 . The first control device 1 inputs to the second control device 2 information indicating the received target value of the vehicle speed.

The second control device 2 is configured by an ECU different from that of the first control device 1, for example. The second control device 2 acquires from the first control device 1 a gradient function that indicates the relationship between the travel position on the route on which the vehicle 100 is scheduled to travel and the gradient of the road at this travel position. The second control device 2 also acquires from the first control device 1 a curvature function that indicates the relationship between the travel position on the route on which the vehicle 100 is scheduled to travel and the curvature of the road at this travel position.

Further, the vehicle 100 may be separately equipped with a map ECU (not shown). The map ECU may read forward slope information indicating the slope of the route on which the vehicle 100 is scheduled to travel from a storage unit built into the map ECU, and convert the read forward slope information into a slope function.

Similarly, the map ECU may read forward curvature information indicating the curvature of the route on which the vehicle 100 is scheduled to travel from a storage unit built into the map ECU, and convert the read forward curvature information into a curvature function. The second control device 2 may acquire a gradient function converted from the forward gradient information converted by the map ECU and a curvature function converted from the forward curvature information.

The second control device 2 automatically controls the vehicle speed at which the vehicle 100 travels. The second control device 2 acquires the target acceleration/deceleration in the longitudinal direction and the lateral direction from the first control device 1 . The second control device 2 provides a first evaluation index relating to the deviation between the longitudinal acceleration/deceleration of the vehicle 100 and the target longitudinal acceleration/deceleration obtained from the first control device 1, and the amount of change per hour in the engine torque of the vehicle 100. and a third evaluation index regarding whether or not the operating state of the auxiliary brake of the vehicle 100 has changed is read out from the storage unit.

These evaluation indices included in the evaluation function are variables for determining the first control input value, the second control input value and the third control input value calculated using the evaluation function. The first control input value is a variable that indicates the engine torque of vehicle 100 . The second control input value is a variable that indicates the gear stage of vehicle 100 . The third control input value is a variable that indicates the operating state of the auxiliary brake of vehicle 100 . The auxiliary brakes are, for example, an engine brake that stops the fuel injection device 5 from injecting fuel into the cylinder, a compression release brake that is operated by manipulating the opening/closing timing of the valve, and an output side of the transmission. It is a permanent magnet type retarder.

As an example, the third control input value indicates the number of operating auxiliary brakes among the engine brakes, compression release brakes, and permanent magnet type retarder auxiliary brakes mounted on the vehicle 100 . For example, the third control input value is 2 if the engine brake and compression release brake are in operation and the permanent magnet retarder is not in operation. On the other hand, the third control input value is 3 when the engine brake, compression release brake, and permanent magnet retarder are all operating.

The second control device 2 provides a first evaluation index regarding the deviation between the acceleration/deceleration of the vehicle 100 and the target acceleration/deceleration obtained from the first control device 1, a second evaluation index regarding the amount of change in the engine torque of the vehicle 100 per hour, Then, a first control input value, a second control input value, and a third control input value that minimize an evaluation function including, as a variable, a third evaluation index relating to whether there is a change in the operating state of the auxiliary brake of the vehicle 100 are calculated. .

The amount of change per hour in engine torque corresponding to the second evaluation index is determined based on the first control input value. Whether or not there is a change in the operating state of the auxiliary brake of vehicle 100 corresponding to the third evaluation index is determined based on the third control input value. On the other hand, the acceleration/deceleration corresponding to the first evaluation index is determined not only by the first control input value, the second control input value, and the third control input value, but also by the slope of the road on which the vehicle 100 travels. Varies depending on The second control device 2 specifies the slope of the road at the travel position of the vehicle 100 based on the slope function. The second control device 2 calculates a first control input value or the like that minimizes the sum of the evaluation functions including the first evaluation index under the condition that the vehicle 100 is traveling on the road with the specified gradient.

In this manner, the second control device 2 can calculate the first control input value or the like that improves the ability to follow the target acceleration/deceleration determined by the first control device 1 . The second control device 2 reduces the jerk, which is the amount of change per unit time in the longitudinal acceleration/deceleration of the vehicle 100, and controls the first control input value and the like so as not to change the operating state of the auxiliary brake of the vehicle 100 as much as possible. By calculating , it is possible to improve the ride comfort of the occupant of the vehicle 100 .

[Vehicle configuration]
FIG. 2 is a diagram showing the configuration of vehicle 100. As shown in FIG. A vehicle 100 includes a first control device 1 , a second control device 2 , a touch panel 3 , a communication section 4 and a fuel injection device 5 . The second control device 2 includes a storage section 21 and a control section 22 .

The touch panel 3 detects a user's operation by means of a touch sensor superimposed on a display (not shown). The communication unit 4 is a communication module for communicating with the external device 200 . The fuel injection device 5 injects fuel into the cylinders of the engine of the vehicle 100 .

The first control device 1 wirelessly communicates with the external device 200 via the communication unit 4 . The first control device 1 receives user operations via the touch panel 3 .

The storage unit 21 is configured by, for example, a ROM (Read Only Memory) and a RAM (Random Access Memory). The storage unit 21 stores various programs and various data for causing the control unit 22 to function. The control unit 22 functions as an acquisition unit 221 , an optimization unit 222 and a travel control unit 223 by executing programs stored in the storage unit 21 .

The acquisition unit 221 acquires a gradient function that indicates the relationship between the gradient of the route along which the vehicle 100 travels and the travel position. For example, the acquisition unit 221 acquires the gradient function from the first control device 1 . At this time, the acquisition unit 221 acquires from the first control device 1 a curvature function indicating the relationship between the curvature of the route along which the vehicle 100 travels and the travel position, in addition to the gradient function. The acquisition unit 221 may acquire the gradient function and the curvature function from the external device 200 .

Further, a map ECU separately mounted on the vehicle 100 transmits forward gradient information indicating the gradient of the route along which the vehicle 100 is scheduled to travel and forward curvature information indicating the curvature of the route along which the vehicle 100 is scheduled to travel to the map ECU. It may be acquired from a built-in storage unit. The map ECU generates a gradient function that approximates the relationship between the road gradient indicated by the acquired forward gradient information and the driving position. For example, the map ECU generates a gradient function that polynomially approximates the relationship between road gradients and driving positions. The map ECU generates a curvature function that approximates the relationship between the road curvature indicated by the acquired forward curvature information and the travel position. The obtaining unit 221 may obtain the gradient function and the curvature function generated by the map ECU.

The acquisition unit 221 acquires from the first control device 1 the target acceleration/deceleration determined by the first control device 1 . The acquisition unit 221 acquires the target acceleration/deceleration each time the first control device 1 determines the target acceleration/deceleration in the longitudinal direction. The acquisition unit 221 acquires the target value of the vehicle speed from the first control device 1 . The acquiring unit 221 notifies the optimizing unit 222 of the acquired gradient function, curvature function, longitudinal target acceleration/deceleration, and vehicle speed target value.

[Optimization of evaluation function]
The optimization unit 222 calculates the deviation between the acceleration/deceleration of the vehicle 100 and the target acceleration/deceleration when traveling on a road with a gradient indicated by the gradient function, the amount of change per hour in the engine torque of the vehicle 100, and the Deviation between acceleration/deceleration and target acceleration/deceleration when an evaluation function including multiple evaluation indexes is minimized, amount of change in engine torque per unit time, and operation of auxiliary brake A first control input value, a second control input value, and a third control input value are calculated so that there is no change in state. At this time, the optimization unit 222 minimizes the sum of evaluation functions including a plurality of evaluation indices as variables under the condition that a predetermined constraint condition (to be described later) is satisfied, the first control input value and the second control input value. and a third control input value. The evaluation function L is represented, for example, by the following formula (1).

In equation (1), the first term is a first evaluation index relating to the deviation between the acceleration/deceleration of the vehicle 100 traveling on a road with a gradient indicated by the gradient function and the target acceleration/deceleration obtained by the obtaining unit 221. show. The larger the deviation between the longitudinal acceleration/deceleration of the vehicle 100 and the longitudinal target acceleration/deceleration, the larger the first exponent. The second term indicates a second evaluation index relating to the amount of change in engine torque per unit time. The second evaluation index increases as the amount of change in engine torque per hour increases.

A third term indicates a third evaluation index relating to whether or not there is a change in the operating state of the auxiliary brake of vehicle 100 . Among the auxiliary brakes mounted on the vehicle 100, the third evaluation index increases as the number of auxiliary brakes that change the on/off operation state increases. Since the auxiliary brake is controlled in two stages, ON and OFF, a relatively strong braking force is generated at once when the auxiliary brake is activated. Therefore, if the on/off operation state of the auxiliary brake is frequently changed, the ride comfort of the occupant of the vehicle 100 may be impaired. The optimization unit 222 can improve the ride comfort of the occupant of the vehicle 100 by optimizing the evaluation function L so as not to change the operation state of the auxiliary brake as much as possible.

Although the evaluation function L shown in equation (1) does not include a variable indicating whether to operate the main brake of the vehicle 100, in the example of this specification, the second control device 2 operates the auxiliary brake. It shall be operated with priority over the main brake. Therefore, the optimization unit 222 optimizes the evaluation function under the condition that the main brake is operated only after all the auxiliary brakes mounted on the vehicle 100 are turned on.

In the example of this specification, the evaluation function includes, as a variable, a fourth evaluation index regarding whether or not the vehicle 100 shifts gears, in addition to the first evaluation index, the second evaluation index, and the third evaluation index. The fourth evaluation index becomes larger when the gear stage of vehicle 100 is changed than when the gear stage of vehicle 100 is not changed. The optimization unit 222 can improve the ride comfort of the occupants of the vehicle 100 by optimizing the evaluation function L so that the vehicle 100 is shifted as little as possible.

A constant W ₁ , a constant W ₂ , a constant W ₃ , a constant W ₄ , and a constant W ₅ are weighting factors that indicate weights for the respective evaluation indexes. The optimization unit 222 calculates the first control input value, the second control input value, and the third control input value prioritizing the evaluation index to which the weighting factor is assigned as the weighting factor increases.

For example, when the weighting factor W1 of the _first term is larger _than the other weighting factors W2 to _W5 , the optimization unit 222 reduces the amount of change per hour in the engine torque, A third control input value is calculated from the first control input value giving priority to reducing the deviation between the acceleration/deceleration of the vehicle 100 and the target acceleration/deceleration over minimizing the change in the operating state of the brake. In this way, the optimization unit 222 minimizes the sum of the evaluation functions L, thereby minimizing the first evaluation index so that each evaluation index is as small as possible with a balance according to the weighting factors assigned to the plurality of evaluation indexes. A third control input value can be calculated from the control input value.

The variable Acc _dev in equation (1) is the difference between the longitudinal acceleration/deceleration and the longitudinal target acceleration/deceleration. The optimization unit 222 uses a first control input value that instructs the engine torque of the vehicle 100, a second control input value that instructs the shift stage of the vehicle, and a third control input value that instructs the operating state of the auxiliary brake of the vehicle. is any value, and the acceleration/deceleration in the longitudinal direction and the vehicle speed of the vehicle 100 traveling on the road gradient indicated by the gradient function acquired by the acquisition unit 221 are calculated. The optimization unit 222 calculates the deviation Acc _dev between the calculated acceleration/deceleration in the longitudinal direction and the target acceleration/deceleration in the longitudinal direction acquired by the acquisition unit 221 . The deviation Acc _dev corresponds to the first evaluation index of equation (1).

The optimization unit 222 calculates the engine torque based on the difference between the first control input value that indicates the engine torque of the vehicle 100 and the first control input value that was calculated when the first control input value was calculated immediately before. A variable EngTrqDiff is calculated that indicates the change per hour. The variable EngTrqDiff, which indicates the change per engine torque time, corresponds to the second evaluation index of equation (1). In the equation (1), the variable u _change corresponding to the third evaluation index regarding whether or not the operating state of the auxiliary brake of the vehicle 100 has changed indicates 1 when the third control input value indicating the operating state of the auxiliary brake changes. , indicates 0 when the third control input value has not changed. The variable Gear _change corresponding to the fourth evaluation index relating to whether or not the vehicle 100 shifts gears in the equation (1) indicates 1 when the second control input value indicating the gear position of the vehicle changes. Indicates 0 when the value has not changed.

As described above, the optimization unit 222 assumes that the first control input value, the second control input value, and the third control input value are any of the values, and the variables Acc _dev and Since the variable EngTrqDiff, the variable u _change and the variable Gear _change are calculated, the evaluation function L can be calculated.

It can be said that the evaluation function L is a function determined by the first control input value, the second control input value and the third control input value. Therefore, the optimization unit 222 can use a mathematical optimization method to calculate the first control input value, the second control input value, and the third control input value when the sum of the evaluation functions L is minimized. can.

The optimization unit 222 calculates integer values as the second control input value and the third control input value when minimizing the evaluation function. As a mathematical optimization method for calculating control input values including integer values, for example, a known method such as mixed integer nonlinear programming can be used. The optimization unit 222 applies, for example, the branch and bound method in the mixed integer nonlinear programming method to decompose the proposition into a plurality of subproblems, and solves each of these subproblems to minimize the sum of the evaluation function L. It is possible to calculate a first control input value, a second control input value, and a third control input value that make

When the sum of the evaluation functions is minimized is, for example, when the sum of the evaluation functions is an extreme value or a minimum value. The optimization unit 222 is not limited to the example of calculating the first control input value, the second control input value, and the third control input value when the evaluation function is minimized, and the first control input value when the evaluation function is maximized. A control input value, a second control input value and a third control input value may be calculated. For example, when the evaluation function is the reciprocal of L, L′=1/L, the optimization unit 222 determines the first control input value, the second control input value, and the third control input value when the evaluation function L′ is maximized. A control input value may be calculated.

[Constraint Concerning Deviation Between Vehicle Speed and Target Value]
In the example of this specification, the optimization unit 222 minimizes the sum of the evaluation functions L so as to satisfy the constraint on the deviation between the vehicle speed _v (t) and the vehicle speed target value vd acquired by the acquisition unit 221 . A first control input value, a second control input value, and a third control input value are calculated. A constraint on the deviation between the vehicle speed v(t) and the target value of the vehicle speed is represented by the following inequality (2).

式（２）中、定数Ｖ_ｍａｘは、車速ｖ（ｔ）が目標値ｖ_ｄより大きい場合に、車速ｖ（ｔ）と車速の目標値ｖ_ｄとの偏差の絶対値として許容される最大値である。定数Ｖ_ｍｉｎは、車速ｖ（ｔ）が車速の目標値ｖ_ｄより小さい場合に、車速ｖ（ｔ）と車速の目標値ｖ_ｄとの偏差の絶対値として許容される最大値である。

In equation (2), the constant _Vmax is the maximum allowable absolute value of the deviation between the vehicle speed _v (t) and the target vehicle speed vd when the vehicle speed v( _t ) is greater than the target value vd. is. The constant _Vmin is the maximum allowable absolute value of the deviation between the vehicle speed _v (t) and the target vehicle speed vd when the vehicle speed v( _t ) is smaller than the target vehicle speed vd.

The travel control unit 223 controls travel of the vehicle 100 based on the first control input value, the second control input value, and the third control input value calculated by the optimization unit 222 . For example, the travel control unit 223 selects to inject fuel into the cylinder of the engine in a fuel injection amount corresponding to the first control input value, the second control input value, and the third control input value calculated by the optimization unit 222. The fuel injection device 5 is instructed.

[Procedure for automatic control of vehicle speed by control device]
FIG. 3 is a flow chart showing a processing procedure of automatic vehicle speed control by the first control device 1 . This processing procedure is performed, for example, when the first control device 1 acquires from the external device 200 a gradient function indicating the relationship between the vehicle travel position on the route along which the vehicle 100 is scheduled to travel and the gradient at this travel position. Start.

The acquisition unit 221 acquires from the first control device 1 a gradient function that indicates the relationship between the traveling position of the vehicle on the route indicated by the route information and the gradient at this traveling position (S101). The acquisition unit 221 acquires the target acceleration/deceleration from the first control device 1 (S102).

The optimization unit 222 determines the difference between the acceleration/deceleration and the target acceleration/deceleration when an evaluation function including a plurality of evaluation indices is minimized, the amount of change in engine torque per hour, and whether or not there is a change in the operating state of the auxiliary brake. (S103).

The optimization unit 222 calculates vehicle speeds corresponding to the calculated first control input value, second control input value, and third control input value. The optimization unit 222 determines whether or not a constraint condition regarding the deviation between the calculated vehicle speed and the target value is satisfied (S104). When the optimization unit 222 determines that the constraint condition is satisfied in the determination in S104 (YES in S104), the travel control unit 223 supplies fuel in an amount corresponding to the first control input value calculated by the optimization unit 222. is instructed to the fuel injection device 5 to inject into the engine cylinder (S105), and the process ends. If the optimization unit 222 determines in S104 that the constraint condition is not satisfied (NO in S105), the optimization unit 222 returns to S103 and recalculates the first control input value and the like so as to satisfy the constraint condition.

[Effects of the control device of the present embodiment]
According to this embodiment, the optimization unit 222 can calculate the second control input value or the like that improves the ability to follow the target acceleration/deceleration determined by the first control device 1 . The optimization unit 222 reduces the jerk, which is the amount of change per time in the longitudinal acceleration/deceleration of the vehicle 100, and adjusts the first control input value and the like so as not to change the operation state of the auxiliary brake of the vehicle 100 as much as possible. By calculating, it is possible to improve the ride comfort of the occupant of the vehicle 100 .

Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments, and various modifications and changes are possible within the scope of the gist thereof. be. For example, all or part of the device can be functionally or physically distributed and integrated in arbitrary units. In addition, new embodiments resulting from arbitrary combinations of multiple embodiments are also included in the embodiments of the present invention. The effect of the new embodiment caused by the combination has the effect of the original embodiment.

1 First control device 2 Second control device 3 Touch panel 4 Communication unit 5 Fuel injection device 21 Storage unit 22 Control unit 100 Vehicle 200 External device 221 Acquisition unit 222 Optimization unit 223 Travel control unit

Claims (4)

an acquisition unit that acquires a gradient function that indicates the relationship between the gradient of the route on which the vehicle travels and the travel position;
A first evaluation index relating to the deviation between the acceleration/deceleration of the vehicle and the target acceleration/deceleration when the vehicle is traveling on a road having a slope indicated by the slope function, a second evaluation index relating to the amount of change in the engine torque of the vehicle per hour, and the deviation when the sum of evaluation functions including a third evaluation index relating to the presence or absence of a change in the operating state of the auxiliary brake of the vehicle is minimized or maximized, the amount of change in the engine torque per hour, and the auxiliary brake. A first control input value indicating an engine torque of the vehicle, a second control input value indicating a gear stage of the vehicle, and an auxiliary brake of the vehicle such that the vehicle is subject to a change in brake operating state. an optimization unit that calculates a third control input value that indicates the operating state of the
a travel control unit that controls travel of the vehicle based on the first control input value, the second control input value, and the third control input value calculated by the optimization unit;
A control device comprising: The optimization unit minimizes or maximizes the sum of the evaluation functions including the first evaluation index, the second evaluation index, the third evaluation index, and a fourth evaluation index regarding whether or not the vehicle is shifting gears. calculating the first control input value, the second control input value and the third control input value when
A control device according to claim 1 . The optimization unit calculates integer values as the second control input value and the third control input value when the evaluation function is minimized or maximized by mixed integer nonlinear programming,
3. A control device according to claim 1 or 2. The optimization unit calculates the first control input value, the second control input value, and the third control input value when the sum of the evaluation functions is minimized or maximized under a condition that a predetermined constraint condition is satisfied. calculate,
A control device according to any one of claims 1 to 3.

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