JP3099694B2 - Vehicle control device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates are those with an internal combustion engine, to vehicles of a control device equipped with a motor generator for assisting the output torque of the provided by the internal combustion engine to the output shaft.

[0002]

2. Description of the Related Art Conventionally, for example, in the field of vehicles, it has been proposed to provide an electric motor (motor generator) having a power generation function on an output shaft of an internal combustion engine. When the vehicle is decelerated, the motor generator generates power in accordance with the rotation of the output shaft of the internal combustion engine and applies a braking force to the output shaft. Electric energy generated by the motor generator is collected and temporarily stored in a storage device such as a capacitor. On the other hand, at the time of acceleration or the like requiring a large output torque, the motor generator is operated as an electric motor by the electric energy stored in the electric storage device, and assists the torque of the internal combustion engine.

As a related technique, for example, in Japanese Patent Application Laid-Open No. 4-207907, large, medium, and small power generation modes are set under running conditions of vehicle braking, coasting, and acceleration, respectively. . The braking force by the motor generator is applied to the internal combustion engine, and the motor generator is operated for power generation while changing the power generation capacity.
At this time, the charge amount of the battery is adjusted according to the mode, and the electric energy of the motor generator is stored in the battery in all modes. Then, at the time of acceleration or the like, the electric energy of the electric storage device used by the motor generator for assisting the torque is supplemented by the power generation. As a result, the battery is always kept in a good charged state.

[0004]

As described above, the internal combustion engine having the motor generator on the output shaft is expected to have a particularly improved fuel economy as compared with the internal combustion engine having no motor generator. The actual driving state of the vehicle, which determines the fuel efficiency, largely depends on the driver's intention and the situation of the outside world (around the vehicle). Among them, the driver's intention can be dealt with by the above-described conventional technology. However, this conventional technique does not perform control according to the external situation. Therefore, further improvement in fuel efficiency can be expected by taking in information on the situation of the outside world.

[0005] Thus, the present invention is by incorporating external information upon vehicles for control with the motor generator, it is an object to further improve the fuel economy of the vehicle.

[0006]

The first invention of claim 1 to solve the above problems, there is provided a means for solving] is an internal combustion agencies mounted on a vehicle, Motaji provided on an output shaft of the internal combustion institution <br /> Enere data and a蓄<br/> electric device connected to the motor generational data, operating condition detecting the hand for detecting an operating condition of the vehicle
And the step, when the operation state by the driving state detection hand stage of the deceleration state, activates the pre SL motor generational data as a generator, the charge control hand stage for storing the electric power generated in the power storage unit
When the When the operation state by the driving state detection hand stage of acceleration state by the electric power stored in the power storage unit actuates the pre SL motor generational data as an electric motor, the internal combustion engine
And the torque assist control means to assist the torque of Seki,
For the torque assist operation of the motor generator
Basic operation pattern before final after torque assist operation
The motor generator occupying the output torque of the internal combustion engine.
Basic operation pattern stored as the ratio of the assist amount
Storage means for storing traffic information around the vehicle while driving;
External information collecting means to be collected, and
When it is predicted that the vehicle will decelerate,
To calculate the amount of power generated by the motor generator according to the state
In addition, the calculation is performed to increase the free space of the battery.
As the amount of generated power increases, the basic operation pattern
Correct this so that the ratio of the assist amount increases.
Basic operation pattern correction means .

According to the first aspect of the present invention, the operating state detecting means
When the stage Therefore the detected operating condition of the vehicle deceleration state, the charge control hand stage actuates the motor Tajenere motor as a generator, it accumulates the power generation in the power storage device. When the operating state is the acceleration state, the torque assist control hand stage actuates M o <br/> Tajenere motor as a motor, to assist bets <br/> torque of the internal combustion agencies. This torque assist control means
Torque assist operation is stored in the basic operation pattern storage means.
Torque assist operation stored as basic operation pattern
Motor torque in the final output torque of the internal combustion engine after
This is performed according to the ratio of the assist amount of the nerator.

[0008] During operation of the thus vehicle, more charging torque assist operation is performed Motaje <br/> Nere data.
Here, when a constant final output torque of the internal combustion organizations, since some of them are thus assisted motor generational data, the output torque of the internal combustion engine associated themselves is small. Moreover, the power for operating the motor generational data as an electric motor, since the power generation to the time of deceleration is obtained by charging <br/> electric power storage unit, no fuel is consumed for securing the same power . Therefore, from the viewpoint of fuel consumption for the operation of the internal combustion agencies, compared to the case without the torque assist by the motor generational data, it is possible to generate a final output torque with less amount of fuel.

Further, when the vehicle is driven, external information
The collection means collects traffic information around the vehicle as external information.
Gather. The basic operation pattern correction means uses this external information and
Vehicle is predicted to decelerate based on traffic information
The motor generator according to the deceleration state
Calculate the amount of power generation and expand the free capacity of the battery.
As the calculated amount of generated power increases,
This is corrected so that the ratio of the strike amount becomes large.

[0010]

A second invention according to a second aspect is a vehicle
An internal combustion agencies mounted to both the motor generational data which kicked set <br/> to an output shaft of the internal combustion agencies, the motor generational
And connected to the power storage unit to the motor, the operating state detecting means to detect the driving state of the vehicle, when the operating state by said operating state detecting hand stage of the deceleration state, the motor generational data
Was operated as a generator, and蓄<br/> obtain charge control hand stage the power generation to the power storage device, when the operation state is an acceleration state by the driving state detection hand stage, stored in the energy storage device the power, the motor generational motor is operated as a motor, and the torque assist control means to assist the torque of the internal combustion institutions, after the basic operation patterns torque assist operation for torque assist operation of the motor generational data
The motor accounts for the final output torque of the internal combustion engine.
A basic operation pattern storage hands stage stored as a percentage of the amount of assist motor generator, the vehicle is in operation currently
And the outside world information acquisition means to collect location and navigation information as the outside world information, the current position and the navigation of the vehicle
When the vehicle is decelerated based on the gating information,
When measured, the motor generator according to the deceleration state
The amount of power generated by the battery
In order to increase the calculated power generation amount,
As the ratio of the assist amount increases and a group <br/> present operation pattern correction means to correct this.

According to the second aspect of the present invention, the operating state detecting means
When the stage Therefore the detected operating condition of the vehicle deceleration state, the charge control hand stage actuates the motor generational data as a generator, it accumulates the power generation in the power storage device. When the operating state is the acceleration state, the torque assist control hand stage actuates the Motaji <br/> Enere motor as a motor to assist the torque of the internal combustion agencies. Torque assist operation by the torque assist control hand stage, basic to basic operation pattern storage Hand stage
After the torque assist operation stored as the operation pattern
Motor generator as a percentage of final internal combustion engine output torque
This is performed according to the ratio of the data assist amount .

[0013] During operation of the thus vehicle, more charging torque assist operation is performed Motaje <br/> Nere data.
Here, when a constant final output torque of the internal combustion organizations, since some of them are thus assisted motor generational data, the output torque of the internal combustion engine associated themselves is small. Moreover, the power for operating the motor generational data as an electric motor, since the power generation to the time of deceleration is obtained by charging <br/> electric power storage unit, no fuel is consumed for securing the same power . Therefore, from the viewpoint of fuel consumption for the operation of the internal combustion agencies, compared to the case without the torque assist by the motor generational data, it is possible to generate a final output torque with less amount of fuel.

Furthermore, during operation of the vehicle, outside information gathering hand stage to gather the current position and navigation information of the same vehicle as <br/> outside information. The basic operating pattern correction hand stage
Is the current position of the vehicle and the navigation
The vehicle is predicted to decelerate based on the location information
When the motor generator generates power according to the deceleration state
Calculate the amount and increase the free space of the battery.
As the calculated power generation amount increases, the assist
This is corrected so that the proportion of the amount is large.

[0015]

DETAILED DESCRIPTION OF THE INVENTION (First Embodiment) Hereinafter, a description will be given of a first embodiment according to FIGS. 1-7.

[0016] Figure 1 shows a schematic configuration of a vehicle both 11.
The vehicle 11 has an engine 12 as an internal combustion engine and a power train (power transmission device) 13 mounted thereon. Engine 12 may be a gasoline engine or a diesel engine. Engine 12
Is provided with a fuel injection valve 14, and a mixture of fuel injected from the fuel injection valve and air flowing through an intake passage is exploded and burned in a combustion chamber 15. The heat generated by the combustion is converted into power, and the crankshaft 16 as the output shaft is driven to rotate. The output torque of the engine 12 changes (substantially in proportion) to the amount of fuel injected from the fuel injection valve 14. The vehicle 11 has an on-board battery 18
Is incorporated. The vehicle-mounted battery 18 is a secondary battery that can be used for a long time by repeating charging and discharging.

The power train 13 is for effectively transmitting the output torque of the engine 12 (crankshaft 16) to the left and right drive wheels 19, and includes a motor generator 20 and a transmission 21. The motor generator 20 is an electric motor having a function as a generator,
Here, it is constituted by an induction motor. The motor generator 20 includes a rotor coil 22 attached to the crankshaft 16 so as to be integrally rotatable, and a stator coil 23 disposed around the rotor coil 22.

The transmission 21 includes a motor generator 20
This is for converting the final output torque of the engine 12 after assisted by the vehicle 11 into a torque required for the vehicle 11 to run. Here, a continuously variable transmission (CVT) that combines a belt and a pulley is used as the transmission 21. This type of C
In the VT, a primer pulley having a variable effective pitch diameter is mounted on an input shaft, a secondary pulley having a variable effective pitch diameter is mounted on an output shaft, and an endless belt is mounted between the two pulleys. . Then, by changing the rotation transmission ratio between the primary pulley and the secondary pulley, the output of the engine 12 transmitted to the input shaft is steplessly shifted and taken out from the output shaft.

A capacitor 25 is connected to a stator coil 23 of the motor generator 20 via an inverter 24. The capacitor 25 is a battery having a voltage (150 to 250 volts) higher than the voltage (12 volts) of the on-vehicle battery 18.
It consists of a double-layer capacitor, etc., and can be charged and discharged. The capacitor 25 has a characteristic that the charge amount increases (the voltage increases) as the input electric energy increases.

The inverter 24 is connected to the motor generator 2
0 operates as a generator, converts electric energy (alternating current) accompanying the power generation into direct current,
5 Inverter 24 is motor generator 2
When 0 operates as a motor, the electric energy (DC) stored in the capacitor 25 is converted into AC and supplied to the motor generator 20.

The on-board battery 18 is connected to the capacitor 25 via a DC / DC converter 26.
The converter 26 is provided to increase the voltage of the vehicle-mounted battery 18 and supply the voltage to the capacitor 25 when the capacitor 25 is discharged due to the vehicle 11 being left for a long period of time and a voltage drop occurs.

The vehicle 11 is provided with an accelerator sensor 27 and a rotation speed sensor 28 as driving state detecting means for detecting the driving state. The accelerator sensor 27 is provided near the accelerator pedal in the driver's seat, and detects the accelerator opening ACCP corresponding to the engine load from the operation amount (depressed amount) of the pedal. The rotation speed sensor 28 is attached to the engine 12 and the crankshaft 1
Number of rotations per unit time of 6 (engine speed NE)
Is detected. Further, the capacitor 25 has a voltage sensor 29 for detecting the inter-terminal voltage VC as the charge amount.
Is provided.

The above-mentioned accelerator sensor 27, rotational speed sensor 28, voltage sensor 29, fuel injection valve 14, and inverter 24 are provided with an electronic control unit (Electronic Control Unit).
(Hereinafter simply referred to as ECU) 31. Also,
The stator coil 23 of the motor generator 20 is connected to the ECU 31 via a field control unit 32 for controlling a field current supplied to the coil 23. ECU
Reference numeral 31 denotes a microcomputer including an input / output device, a central processing unit (CPU), and a storage device (memory).

The ECU 31 functions as an operation pattern storage unit. That is, the operation pattern of the charging operation and the torque assist operation of motor generator 20 is stored in the memory of ECU 31. In the present embodiment, it is determined that the motor generator 20 assists 20% of the final output torque of the engine 12 as the operation pattern.

The ECU 31 performs a predetermined calculation based on the detection signals from the sensors 27 to 29, outputs a command signal to the fuel injection valve 14 based on the result, and controls the fuel injection amount and, consequently, the output torque of the engine 12. I do. Also, E
The CU 31 functions as a charge control unit and a torque assist control unit, outputs a command signal to the inverter 24 and the field control unit 32, and operates the motor generator 20 as a generator or a motor.

For example, when the vehicle 11 is decelerating, the ECU 3
Reference numeral 1 functions as a charging control means, and applies a voltage of a predetermined frequency to the stator coil 23 to apply a rotating magnetic field. By setting the rotating magnetic field at this time to have a phase delayed with respect to the rotation of the rotor coil 22 that rotates integrally with the crankshaft 16, the motor generator 20 is operated as a generator to perform a power generation operation. At this time, the larger the current flowing through the stator coil 23, the greater the power generation output. Further, the driving torque of the engine 12 consumed for obtaining the power generation output also becomes large, and this driving torque acts as an engine brake. The electric energy (power generation) obtained by the power generation is converted into DC by the inverter 24 and then stored in the capacitor 25.

When the vehicle 11 is accelerating, the ECU 31
Functions as torque assist control means, and operates the motor generator 20 as an electric motor by setting the rotating magnetic field applied to the stator coil 23 to have a phase advanced with respect to the rotation of the rotor coil 22. The output torque of the engine 12 is assisted by the rotational driving force based on the electric operation.

In addition to the basic configuration described above, the vehicle 11 is equipped with a navigation system. The navigation system used here has an altitude of about 20,000 km
GPS (Global Positon)
Combining radio navigation, which receives signals from satellites to determine the current position, and self-contained navigation, which detects the travel distance and traveling direction of the vehicle 11 based on detection signals from various sensors mounted on the vehicle 11 It is a thing.

The navigation system includes a vehicle speed sensor 33, a steering sensor 34, a pair of left and right wheel rotational speed sensors 35 and 36, a geomagnetic sensor 37, a display 38, a CD-ROM disk 39, a CD-ROM player 40, an input device 41, and a navigation system. Antenna 42,
An amplifier 43, a navigation receiver 44 and the like are provided. Of these, those other than the navigation antenna 42 and the amplifier 43 are connected to the ECU 31 described above.

The vehicle speed sensor 33 is incorporated in an instrument panel in a driver's seat, and detects a vehicle speed V, which is a running speed of the vehicle 11. The steering sensor 34 is attached to a steering wheel of a driver's seat, and detects a steering angle θS, which is an operation amount of the steering wheel. Wheel rotation speed sensors 35, 36
Are respectively attached to left and right front wheels (in this case, drive wheels 19) steered by operation of the steering wheel, and detect wheel rotation speeds NLH, NRH which are rotation speeds of each drive wheel 19 per unit time. Geomagnetic sensor 37
Is disposed in the roof of the vehicle 11 or the like, and detects the direction of geomagnetism (lines of magnetic force generated by the earth itself) acting on the vehicle 11. The detection signal of the geomagnetic sensor 37 is used to determine the traveling direction (azimuth θT) of the vehicle 11.

The display 38 constitutes the best route notifying means, is incorporated in the instrument panel, and displays a road map according to the RGB signals from the ECU 31 and displays the current map of the vehicle 11 on the map. The position is displayed, and a traveling route from the current position of the vehicle 11 to the destination is displayed. As the display 38, a CRT display, a liquid crystal display, or the like is used.

The CD-ROM disk 39 constitutes navigation information storage means. Same disk 39
Has recorded therein screen data of map information as navigation information relating to the movement route of the vehicle 11. Here, the map information refers to information specific to the road, such as the type of road (for example, an expressway, a national road, a prefectural road), a place where a traffic light is installed, an average vehicle speed for each predetermined section, and an upper limit of the vehicle speed determined by law. (Legal speed), road curvature, congestion prediction information, road gradient θ for each predetermined section, and the like. The average vehicle speed is a value obtained by measuring the vehicle speeds of a large number of vehicles that are actually traveling at a plurality of locations on the road and averaging the measured vehicle speeds. The congestion prediction information is obtained by classifying the degree of congestion of the vehicle 11 for each time zone and day of the week into multiple stages (for example, large, small, and none).

The CD-ROM player 40 is installed in a trunk room or the like, reads map information on the CD-ROM disk 39, and outputs screen data relating to the map information to the ECU 31 as image signals. The input device 41 constitutes a destination setting means, and is used for inputting and setting a destination on a map screen of the display 38. As the input device 41, a joystick, a touch switch, or the like is used. The joystick has a tiltable operation stick and a button attached to the head of the operation stick, and by tilting the operation stick, the cursor on the map screen is moved to an arbitrary position,
Pressing the button sets the position as the destination and the ECU
31 can be input. The touch switch displays a switch pattern on the front surface of the screen of the display 38, and directly touches the pattern with a finger.
This is to detect the contact position.

The navigation antenna 42 is arranged in an instrument panel or the like, and receives a signal from a GPS satellite. The amplifier 43 amplifies a radio wave received by the navigation antenna 42. Navigation receiver 44
Demodulates the signal amplified by the amplifier 43 to determine the distance to the GPS satellite, calculates the current position based on the distance, and outputs the position signal to the ECU 31. The navigation antenna 42, the amplifier 43, and the navigation receiver 44 constitute a current position detecting unit.

On the other hand, the ECU 31 calculates the current position on the map, the traveling direction, and the like based on the above-mentioned signals according to the radio navigation and the self-contained navigation, and outputs the RGB signals so that the calculation result is displayed on the display 38.

Next, the operation of the present embodiment will be described. The flowchart in FIG. 2 shows an output torque control routine for controlling the output torque of the engine 12 among a plurality of processes executed by the ECU 31.
3 and 4 show a display control routine for controlling the display 38.

First, the output torque control routine will be described. In step 101, the ECU 31 reads the accelerator opening ACCP by the accelerator sensor 27 and the engine rotational speed NE by the rotational speed sensor 28, respectively. In step 102, a final target torque T corresponding to the accelerator opening ACCP and the engine speed NE is calculated with reference to a map stored in the memory. Final target torque T is a target value of the torque finally output from engine 12 assisted by motor generator 20.

Next, at step 103, a motor generator torque command value Tm is calculated according to the above-described operation pattern. That is, the final target torque T is multiplied by “0.2”, and the multiplication result is set as the motor generator torque command value Tm. In step 104, the motor generator torque command value Tm is subtracted from the final target torque T, and the result of the subtraction is set as the engine torque command value Te.

Subsequently, in step 105, the fuel injection amount necessary to obtain the engine torque command value Te is calculated, and the operation of the fuel injection valve 14 (opening) based on the calculated value.
Control the time. Then, the output torque of the engine 12 changes and matches the engine torque command value Te.

In step 106, the inverter 24 and the field control unit 32 are controlled so that the output torque of the motor generator 20 matches the motor generator torque command value Tm. Then, by the voltage of the predetermined frequency applied to the stator coil 23,
By setting the rotating magnetic field to have a phase advanced with respect to the rotation of the rotor coil 22, the rotor coil 22 is rotated by receiving a rotational driving force. This rotational driving force, that is, the output torque of the motor generator 20 is added to the original output torque of the engine 12. The torque finally output from the engine 12 matches the final target torque T. Then, when the processing of step 106 is executed, this routine ends.

In the output torque control routine,
The processing of steps 103 and 106 by the ECU 31 corresponds to torque assist control means. It will now be described FIG. 3, 4 of the display control routine.

First, in step 201, the ECU 31 outputs a CD-R output from the CD-ROM player 40.
The map information data in the OM disk 39 is read, and in step 202, the current position data obtained by the navigation receiver 44 is read. Step 2
At 03, the azimuth angle θT from the geomagnetic sensor 37, the vehicle speed V from the vehicle speed sensor 33, the steering angle θS from the steering sensor 34, and the wheel rotation speeds NLH and NRH from the wheel rotation speed sensors 35 and 36 are read, respectively.

In step 204, the current position and traveling direction of the vehicle 11 on the map are calculated based on the various data read in advance. That is, based on the vehicle speed V or the wheel rotation speeds NLH and NRH and the traveling time, the vehicle 11
Is calculated. The traveling direction of the vehicle 11 is calculated based on the azimuth angle θT, the steering angle θS, and the wheel rotation speeds NLH, NRH. Further, the calculated locus of the vehicle 11 is compared with the map information, and when the vehicle 11 is traveling on the road of the map information, the error of the current position is corrected so that the vehicle 11 is always on the road. That is, map matching is performed. Further, when the vehicle 11 is not traveling on the road of the map information, the current position is determined with high accuracy by referring to the information from the GPS as the absolute position of the vehicle 11.

In step 205, the current position and the traveling direction on the map calculated previously are output to the display 38 as RGB signals. Then, the display 38 displays the current position and the traveling direction on the map according to the RGB signals. FIG. 5 shows an example of a display on the display 38. On the screen of the display 38, map information such as roads R1, R2, R3, R4, and R5 is displayed, and when the vehicle 11 is traveling on the road R1, its current position and traveling direction are displayed. It is displayed by the current location mark MA.

Next, in step 206, it is determined whether or not the destination is set on the map screen by operating the input device 41. If it is not set, this routine ends. If it is set, the process proceeds to step 207.

In step 207, possible traveling routes from the current position to the destination are specified, and the distance of each traveling route is calculated. For example, as shown in FIG. 6 , there are roads R11 and R12 connecting point A and point B, roads R13, R14 and R15 connecting point B and point C, and a road directly connecting point A and point C. There is R16. And, temporarily, vehicle 1
1 is located at point A, that is, the current position is point A, and point C is set as the destination. In this case, the traveling route from the current position (point A) to the destination (point B) is (1) R11 + R13, (2)
R11 + R14, (3) R11 + R15, (4) R12
+ R13, (5) R12 + R14, (6) R12 + R1
5, (7) R16. Each road R11 to R16
The road length of the CD-ROM disk 3
9 so that the above (1)-
The route of each traveling route of (7) can be obtained.

In step 208, the above step 2
A comparison is made between the routes of the traveling routes (1) to (7) obtained in step 07, and a predetermined number (for example, five) of traveling routes is selected from the shorter one.

Subsequently, in step 209, for each of the predetermined number of traveling routes selected in step 208, the estimated vehicle speed V for each predetermined section (for example, 100 m) based on the map information read from the CD-ROM disk 39.
EB is calculated. There are various methods for calculating the expected vehicle speed VEB. For example, average vehicle speed data, legal speed, and the like are used as the basic expected vehicle speed VEBB. For example, VEBB = 100 km / h on a highway, and VEBB = 5 on a national road.
The basic expected vehicle speed VEBB is uniquely determined according to the scale of the road, such as 0 km / h and VEBB = 40 km / h on prefectural roads.

The expected vehicle speed VEBB is calculated by correcting the basic expected vehicle speed VEBB in consideration of the following matters. If the curvature of the road is equal to or more than a certain value, a predetermined value (for example, 10 km / h) is subtracted from the basic expected vehicle speed VEBB. Assuming the number of times the vehicle 11 stops running according to the number of traffic signals, and assuming that the vehicle speed V at the stop position is zero,
The stop time in a predetermined section is calculated. The stop time is reflected in the correction of the estimated vehicle speed VEB. If the degree of congestion according to the congestion prediction information is "large", for example, 20 km / h is subtracted from the basic expected vehicle speed VEBB, and if "small", 10 km.
/ H is subtracted.

As described above, the expected vehicle speed V every 100 m
After obtaining the EB, in step 210, the CD-RO
CD-ROM disk 3 output from M player 40
The road gradient θ corresponding to each of the predetermined sections is read out of the map information data in 9.

In step 211, the output torque A required for traveling at the predicted vehicle speed VEB obtained in step 209 in the section having the road gradient θ is obtained. The output torque A is the sum of the output torque of the engine 12 itself (engine output torque) and the output torque when the motor generator 20 operates as an electric motor for torque assist (motor generator output torque).

First, "running resistance X", "amount of change in potential energy per unit time", "regenerative energy E per unit time", and "amount of change in kinetic energy per unit time" are respectively described. calculate. Here, the running resistance X changes according to the expected vehicle speed VEB as shown in FIG. 7 , and the amount of change in the potential energy changes according to the road gradient θ. Also, the regenerative energy E is
This is the sum of regenerative energy EB due to deceleration and regenerative energy EEB due to engine braking. The former is a power generation amount when the motor generator 20 operates as a generator when the vehicle 11 is being braked by the driver depressing the brake pedal, and the latter is an engine brake acting on a downhill or the like. Sometimes, the motor generator 20
Is the amount of power generation when operated as a generator. Here, the capacitor 25 consumed by the torque assist is used.
Is recovered by the capacitor 25 by power generation at the time of vehicle deceleration, so that "regeneration" and "power generation" are used as synonyms.

Next, the estimated vehicle speed in the immediately preceding section is calculated as VEB.
Assuming that the time required to travel in the predetermined section (100 m) is t, the “amount of change in kinetic energy per unit time” is represented by (VEB ² −VEB ′ ² ) / (2t). Then, the aforementioned "running resistance X", "the amount of change in potential energy per unit time", "the regenerative energy E per unit time", and "the amount of change in kinetic energy per unit time" are added. The output torque is referred to as A.

The output torque A required for traveling in this way
Is calculated, the output torque of the motor generator 20 is calculated in accordance with a predetermined operation pattern of the motor generator 20. In this case, 2 out of the output torque A
0% is the motor generator output torque, and the remainder is the engine output torque. However, when the remaining amount of the capacitor 25 becomes “0”, 0% is set as the motor generator output torque.

Note that there is a relationship between the output torque A and the regenerative energy E such that E = 0 when A> 0 and E ≧ 0 when A = 0. Subsequently, in step 212, the vehicle 11 is controlled based on the engine output torque in step 211.
Calculates the fuel consumption when the vehicle travels along the five routes selected in step 208. The amount of fuel consumed in each route is calculated as the "fuel injection amount" for each 100 m section of the route.
, "Engine speed", "1/2 of the number of cylinders",
It can be obtained by obtaining the product of "the time (minutes) required to travel 100 m" and summing those products. Here, since there is a correlation between the fuel injection amount and the engine output torque, the engine output torque is used as a substitute value of the fuel injection amount.

When the fuel consumption is obtained for each route in this way, by comparing the magnitudes in step 213, the most efficient route in the relationship between the charging energy and the discharging energy by the motor generator 20 is obtained. The route (the best route) that can run with the minimum fuel amount is selected. In step 214, the best route is
Output to the display 38 as a GB signal. Then
The display 38 displays the best route on the map in a different color from other routes in accordance with the RGB signals.

In the above-described display control routine, the processing of steps 206 to 213 by the ECU 31 corresponds to the best route calculating means, and the processing of step 214 corresponds to the best route notifying means.

As described above, according to the present embodiment, the vehicle 1
1 while the vehicle is traveling,
A torque assist operation is performed. Here, the engine 12
If the final output torque is constant, at least a part of the output torque is assisted by the motor generator 20, so that the output torque of the engine 12 itself can be small. In addition, since the electric power for operating the motor generator 20 as the electric motor is generated during the deceleration and charged in the capacitor 25, no fuel is consumed to secure the electric power. Therefore, from the viewpoint of fuel consumption for the operation of the engine 12, compared with the case where the motor generator 20 does not have the torque assist,
It is possible to generate the final output torque with a small amount of fuel.

Further, according to the present embodiment, the vehicle 11
When the driver operates the input device 41 and sets the destination, he / she sees the display of the best route on the display 38, so that the most efficient route among the plurality of routes from the current position to the destination can be obtained. That is, it is possible to know the route that can reach the destination by consuming the least amount of fuel. If the driver drives the vehicle 11 along this best route, the amount of fuel consumed for traveling to the destination simply changes the motor generator 20 according to the operation pattern regardless of the situation around the vehicle 11. Less than when activated. Thus, the present embodiment is effective in consuming fuel efficiently. (Second Embodiment) Next, a second embodiment will be described with reference to FIG. 1, 8-13.

In the present embodiment, information (outside world information) around the running vehicle 11 is fetched and the motor generator 2
The point that the operation pattern of 0 is corrected according to the external world information is significantly different from the first embodiment.
Therefore, the same members as those of the first embodiment are denoted by the same members, and the detailed description is omitted.

First, as shown by a two-dot chain line in FIG. 1 , a radar 45 and a monitor camera 46 are incorporated in the vehicle 11, and each is connected to the ECU 31. The radar 45 emits a beam-shaped radio wave from an antenna toward a target (in this case, a vehicle running ahead), and receives a reflected radio wave that hits the target and returns. In order to distinguish between a vehicle and a vehicle traveling in front of the vehicle, the former will be referred to as “own vehicle” and the latter as “front vehicle”.
I will express it. The ECU 31 measures the time from when the antenna of the radar 45 emits a radio wave to when the radio wave is received, and calculates the distance between the own vehicle and the preceding vehicle. The ECU 31 calculates the vehicle speed of the preceding vehicle by using the Doppler effect of the reflected wave.

The monitor camera 46 is provided with a CCD image pickup device, which takes an image of the front of the vehicle by the device, converts the image into an electric (image) signal depending on the intensity of light, and converts the image into an electric (image) signal.
Output to In the memory of the ECU 31, an image pattern corresponding to the shape and color of the traffic light when the red signal is turned on is stored in advance. The radar 45 and the monitor camera 46 constitute an external world information collecting means. In the present embodiment, the ECU 31 functions as a basic operation pattern storage unit instead of the operation pattern storage unit in the first embodiment. Here, the basic operation pattern is, as shown in FIG. 13 , the motor generator 20 when the final target torque T of the engine 12 is set to “1.0”.
Is the ratio RMG occupied by the assist torque, and this ratio RMG is the final target torque T and the engine speed N.
It is specified for each E. As a tendency of this map, the assist ratio RMG is a minimum value (for example, “0”) in a region where the final target torque T is small under the condition that the engine rotation speed NE is constant. In an intermediate region of the final target torque T, the assist ratio RMG increases as the torque T increases.
Increase. Then, in the region where the final target torque T is large, the assist ratio RMG does not depend on the magnitude of the torque T.
Is a constant value. This constant value is the engine speed NE
Is the lowest value RMGmax (for example, 0.
3). Further, the constant value is the engine rotation speed N
Small as indicated by the arrows in accompanying Figure 13 to increase the E.

Next, the processing of the output torque control routine executed by the ECU 31 will be described. EC
In step 305 of FIG. 8 , U31 first reads the vehicle speed V of the own vehicle by the vehicle speed sensor 33, and determines a detection distance L corresponding to the vehicle speed V with reference to a map stored in the memory. FIG. 11 shows an example of a map in which the relationship between the vehicle speed V and the detected distance L that increases as the vehicle speed V increases is defined in advance.

Next, at step 310, it is determined whether or not there is a traffic light where a red light is lit in a section away from the own vehicle by the detection distance L. For this purpose, for example, a video signal from the monitor camera 46 is compared with an image pattern corresponding to the red signal, and when the two have a similar relationship, it is estimated that there is a traffic light ahead of the own vehicle. Furthermore, it is possible to estimate whether or not the traffic light is within the section from the ratio of the shape of the traffic light and the size of the image pattern corresponding to the video signal at that time.

When the determination condition of step 310 is satisfied, that is, when there is a red light in front of the own vehicle, the driver performs a brake operation immediately after that, and the own vehicle stops immediately before the traffic light. It is determined that the vehicle is to be stopped, and in step 330, the post-deceleration vehicle speed VB is set to “0”. Also,
If the determination condition of step 310 is not satisfied, that is, if there is no traffic signal in the predetermined section, or if there is a traffic signal in the same section but a signal of a color other than red is lit, go to step 315. Transition.

In step 315, it is determined whether or not the own vehicle is approaching the preceding vehicle. For example, it is determined whether or not the distance from the own vehicle to the preceding vehicle measured using the radar 45 is smaller than a predetermined value. It is desirable that the predetermined value used for this determination is changed in accordance with the vehicle speed V, for example, it is increased as the vehicle speed V increases. If it is smaller, that is, if the determination condition of step 315 is satisfied, it is assumed that the driver will perform a brake operation immediately afterwards to reduce the speed of the own vehicle to the speed of the preceding vehicle so that the own vehicle does not approach the preceding vehicle too much. In step 325, the vehicle speed of the preceding vehicle is set as the decelerated vehicle speed VB. If the distance is larger than the predetermined value, that is, if the determination condition in step 315 is not satisfied, it is determined that the driver will not perform the brake operation and the vehicle will not be decelerated. The vehicle speed V of the own vehicle at that time is set as the decelerated vehicle speed VB.

As described above, steps 320, 325, 3
When the vehicle speed after deceleration VB is obtained in step 30, the process proceeds to step 335. In step 335, the regenerative energy EB due to deceleration is calculated according to the following equation (1). In the equation (1), m
Is the weight of the vehicle.

EB = m (V ² −VB ² ) / 2 (1) Here, when the process proceeds from step 320 to step 335, VB = V. Therefore, according to the above equation (1), the regenerative energy EB due to deceleration becomes “0”.

Next, at step 340, the CD-R
Of the map information data in the CD-ROM disc 39 output from the OM player 40, the unit distance (for example, 10
0m) is read for each road gradient θ (n). n is a variable (integer). In step 345, step 20 in the display control routine according to the first embodiment is performed.
By performing the same processing as in step 9, the expected vehicle speed VEB is obtained.

In step 350, the engine braking duration tEB according to the road gradient θ is calculated. FIG. 10 shows details of this calculation routine. First, in step 351, the variable n is set to “0”.
In step 2, the engine brake duration tEB is set to "0". Next, in step 353, it is determined whether or not the road gradient θ (n) for each unit distance is equal to or less than a predetermined value (for example, 5 °) θ0. If this determination condition is not satisfied, that is, if the road gradient θ (n) is larger than the predetermined value θ0, it is determined that engine braking will continue in the future, and in step 354, the duration tE at that time will be determined.
B, the time required to travel the unit distance is added, and the addition result is added to a new engine brake duration t.
Set as EB. This time is the unit distance (100
m) is the expected vehicle speed VEB in the section having the unit distance.
It is obtained by dividing by Then, step 3
At 55, the variable n is incremented by "1", and the process returns to step 353.

Steps 354 and 355 are repeated until the condition of step 353 is satisfied. Continue to update engine brake duration tEB and variable n. Then, when a section having a road gradient equal to or less than the predetermined value θ0 appears and the determination condition of step 353 is satisfied, it is determined that the engine brake will not be applied in that section, and this routine ends. In this way, the return to the output torque control routine obtains the engine braking duration tEB, the process proceeds to step 360 in FIG.

At step 360, at step 350
It is determined whether or not the engine brake duration tEB is larger than “0”. If this determination condition is satisfied (tEB> 0), the process proceeds to step 365, and based on the road gradient θ in step 340 and the expected vehicle speed VEB in step 345, the following equations (2) to (4) , The torque TMG and the angular velocity βMG of the motor generator 20 during regeneration are calculated.

TMG = (r / R) (m · sin θ−X) −Tf (2) NE = 30 · VEB · R / π · r (3) βMG = (R / r) VEB (4) In the above equations (2) to (4), X is the running resistance, R is the ratio (gear ratio) between the rotation speed of the engine 12 and the rotation speed of the drive wheels 19, and r is the drive wheel 19 Is the radius of m is the weight of the vehicle, and Tf is the friction of the engine 12. The running resistance X is the estimated vehicle speed VE described above.
It is determined by referring to the map of FIG. 7 that defines the relationship between B and the running resistance X. The engine friction Tf is determined by referring to the map of FIG. In this map, the relationship between the engine rotation speed NE and the engine friction Tf that increases as the rotation speed NE increases is defined in advance.

Subsequently, at step 370, the torque TM of the motor generator 20 at step 365 is obtained.
Using G and the angular velocity βMG, and the engine brake duration time tEB in step 350, the regenerative energy EEB by the engine brake is calculated according to the following equation (5), and the routine proceeds to step 380.

EEB = TMG · βMG · tEB (5) On the other hand, if the determination condition in step 360 is not satisfied, it is determined that the state in which the engine brake operates does not continue, and in step 375, the regenerative energy by the engine brake is determined. The EEB is set to "0", and the routine goes to Step 380.

In step 380, the accelerator opening ACCP by the accelerator sensor 27 is read, and the final target torque T corresponding to the accelerator opening ACCP is calculated with reference to a map stored in the memory.

Next, in step 385, the free capacity (electrostatic energy) ECV of the capacitor 25 is calculated by the following equation (6).
Calculated according to ECV = (1/2) C (VCmax) ^2- (1/2) C (VC) ² (6) In the above equation, C is the capacitance of the capacitor 25 and VC
max is the voltage between the terminals when the capacitor 25 is charged to the maximum amount, and VC is the voltage between the terminals of the capacitor 25 at that time.

At step 390, the amount of energy which is expected to be regenerable is calculated. This energy amount is obtained by adding the regenerative energy EB obtained by the engine braking obtained in step 370 to the regenerative energy EB obtained by the deceleration obtained in step 335, and further multiplying the addition result (EB + EEB) by the charging efficiency ηc of the capacitor 25. It can be obtained by: The charging efficiency ηc is a value unique to the capacitor 25. Then, the free space ECV at the step 385 is equal to the estimated energy amount ηc (EB + E
EB) It is determined whether or not it is equal to or greater than EB).

[0079] The determination condition of step 390 is satisfied (ECV ≧ ηc (EB + EEB )), FIG 1 described above
With reference to the map of No. 3 , an assist ratio RMG corresponding to the engine rotational speed NE detected by the rotational speed sensor 28 and the final target torque T in the step 380 is calculated. That is, when the torque finally output from engine 12 is set to 1.0, how much of the torque is to be assisted by motor generator 20 is determined. When the assist ratio RMG is obtained as described above, the process proceeds to step 405.

On the other hand, the judgment condition of step 390 is not satisfied (ECV <ηc (EB + EEB))
Then, the process proceeds to step 400. In step 400,
All of the final target torque T is supplied to the motor generator 2
0 to assist the free capacity EC of the capacitor 25
V in order to increase the assist ratio RMG to “1.
0 ”, and the process proceeds to step 405.

At step 405, at step 380
To the final target torque T at step 395 or 400
The motor generator torque command value Tm is calculated by multiplying the assist ratio RMG in the above. continue,
In steps 410, 415, and 420,
The same processing as Steps 104, 105, and 106 of Step 2 is performed. That is, in step 410, the motor generator torque command value Tm is subtracted from the final target torque T, and the result of the subtraction is set as the engine torque command value Te. In step 415, the amount of fuel injection required to obtain the engine torque command value Te is calculated, and the operation (valve opening) time of the fuel injection valve 14 is controlled based on the calculated value. In step 420, the motor generator 2
The inverter 24 and the field control unit 32 are controlled so that the output torque of 0 matches the motor generator torque command value Tm. When the process of step 420 is performed, this routine ends.

Then, the output torque of the engine 12 changes according to the processing of step 415, and matches the engine torque command value Te. According to the processing of step 420,
The motor generator 20 operates as an electric motor, and its output torque is added to the original output torque of the engine 12, so that the torque finally output from the engine 12 matches the final target torque T.

In the output torque control routine described above, steps 305 to 390, 400
Corresponds to the basic operation pattern correction means. As described above, according to the present embodiment, when the own vehicle is running, it is detected whether there is a traffic light with a red light in front, or whether the vehicle is approaching the preceding vehicle, and this is detected based on the situation around the own vehicle. Take in as. Based on the captured information, predict the deceleration state of the vehicle due to the driver's brake operation,
The regenerative energy generated according to the deceleration is estimated.
In addition, the current position of the vehicle is captured as external information, and based on the navigation information (road gradient and the like), the deceleration state of the vehicle due to the engine brake is predicted, and the regenerative energy generated according to the deceleration is calculated. Infer. Based on both regenerative energies, the amount of energy expected to be regenerable in the future is obtained, and this is compared with the free capacity ECV of the capacitor 25. Free capacity ECV of capacitor 25
If is larger than the expected regenerative energy, the assist ratio RMG is determined with reference to the map of FIG. 13 , that is, according to the basic operation pattern. However, if the available capacity ECV is smaller than the expected regenerative energy, the assist ratio RMG is changed to "1.0" without depending on the map.

Therefore, the free capacity EC of the capacitor 25
If the assist operation is performed in accordance with the basic operation pattern when the generation of regenerative energy of V or more is expected, the capacitor 25 is filled at the time of regenerative operation, and surplus regenerative energy that cannot be stored is converted into heat by the brake. Will be released. However, in the present embodiment, all of the final target torque T is assisted by motor generator 20, and the free space ECV of capacitor 25 is expanded. As a result, all of the regenerative energy can be stored in the capacitor 25. Since the wasteful release of the regenerative energy is prevented, the amount of fuel consumed by the operation of the engine 12 is reduced as compared with the case where the motor generator 20 is simply operated according to the basic operation pattern regardless of the situation around the own vehicle. can do. Thus, the present embodiment is effective in consuming fuel efficiently.

The present invention can be embodied in another embodiment shown below. (1) In each of the above embodiments, the radio navigation for measuring the current position using signals from a plurality of GPS satellites and the vehicle 1
1 uses a navigation system that combines a self-contained navigation system that detects a moving distance and a traveling direction of the vehicle 11 with respect to a current position using detection signals of various sensors and the like. Alternatively, a navigation system may be used.

[0086] (2) In the first embodiment, the display 3 the minimum fuel consumption route in step 214 of FIG. 4
8 is displayed on the map, but the route may be notified to the driver by synthetic voice. In this case, a speaker that converts an electric signal into an acoustic signal (sound wave) is required as the best route notifying means.

[0087] (3) Step 335 when the process of step 320 in FIG. 8 is expected that the vehicle 11 is not decelerated
Is a process for setting the regenerative energy EB due to deceleration to "0". From this viewpoint, step 320 may be performed at a stage before step 310.

(4) In the second embodiment, the radar 45 is used for estimating the vehicle speed of the preceding vehicle in step 315 of FIG. 8 , but instead, the radar 45 is used, including the own vehicle and the preceding vehicle. The vehicle speed of the preceding vehicle may be estimated by mounting the transmitter and the receiver on the vehicle and performing communication between the vehicles.

(5) Instead of the radar 45 in the second embodiment, an ultrasonic sensor may be used. The ultrasonic sensor includes a vibrator made of a piezoelectric material, and the piezoelectric material emits an ultrasonic wave toward an object (in this case, a front vehicle). In addition, the piezoelectric material detects an ultrasonic wave that is reflected upon the object and returns. Therefore, if an AC voltage is applied between the electrodes of the piezoelectric material to generate a vibration corresponding to the frequency, a sound wave is emitted from the ultrasonic sensor into the air due to the vibration. Then, the distance between the host vehicle and the preceding vehicle can be estimated by measuring the time from when the ultrasonic sensor emits the ultrasonic wave to when the returned ultrasonic wave is detected.

(6) As a method of estimating whether or not there is a traffic light with a red light in a predetermined section, various methods other than the image processing using the monitor camera 46 described in the second embodiment can be considered. Can be For example, a transmitter that transmits a specific radio wave during the period when the red light of the traffic light is lit,
The vehicle may be mounted at or near the traffic light, and a receiver for receiving the signal may be mounted on each vehicle. In this way, when a signal from the transmitter is received, it can be estimated that there is a traffic light with a red light.

(7) In each of the above embodiments, the map information data recorded on the CD-ROM disk 39 was used as a means for grasping the road gradient θ. Install a road information transmitter. Each of the transmitters is a device for transmitting a radio wave having a short reach, and transmits a code signal corresponding to the road gradient θ at the installation location. Then, a receiver for receiving a signal transmitted from the transmitter is mounted on the vehicle. Even in this manner, it is possible to capture the road gradient θ for each predetermined section as outside world information.

It is preferable that these fixed road information transmitters are installed on a slope and a signal indicating how long the road gradient θ continues is transmitted from the transmitter. Thus, step 350 in FIG. 8
In the above, the engine brake duration tEB can be calculated based on the signal.

(8) In the second embodiment, the basic operation pattern (assistance ratio RMG) for the torque assist operation of the motor generator 20 is defined in advance. The basic operation pattern may be defined.

[0094] (9) In the second embodiment, although the assist ratio RMG as the processing in step 400 of the output torque control routine of FIG. 9 is "1.0", the ratio RMG map of FIG. 13 Various corrections may be performed to obtain the value and increase the value. For example, it is conceivable to multiply by a coefficient having a value of 1.0 or more or add a predetermined value.

[0095]

[0096]

[0097]

[0098]

[0099]

According to the present invention, the amount of fuel consumed with the operation of the internal combustion engine, to be less than when operated in accordance with only the basic operation pattern of the motor generator regardless to the situation in the vicinity of the vehicle It is possible to further improve fuel efficiency.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle according to a first embodiment.

FIG. 2 is a flowchart illustrating an output torque control routine.

FIG. 3 is a flowchart illustrating a display control routine.

FIG. 4 is a flowchart illustrating a display control routine.

FIG. 5 is an explanatory diagram showing a display example on a display screen.

FIG. 6 is an explanatory diagram showing a display example on the display screen.

FIG. 7 is a characteristic diagram showing a map defining a relationship between an expected vehicle speed and running resistance.

FIG. 8 is a flowchart illustrating an output torque control routine according to the second embodiment.

FIG. 9 is a flowchart illustrating an output torque control routine.

FIG. 10 is a flowchart illustrating an engine brake duration calculation routine.

FIG. 11 is a characteristic diagram showing a map defining a relationship between a vehicle speed and a detection distance.

FIG. 12 is a characteristic diagram showing a relationship between an engine rotation speed and an engine friction.

FIG. 13 is a characteristic diagram showing a map defining a relationship between a final target torque and an assist ratio.

[Explanation of symbols]

11 ... car both, 12 ... engine as an internal combustion engine, 16 ...
A crankshaft as an output shaft, 20 a motor generator, 25 a capacitor as a storage device, 27 an accelerator sensor constituting a part of running state detecting means, 28
A rotational speed sensor constituting a part of the traveling state detecting means;
1 ... operation pattern storage means in the first embodiment,
An electronic control unit that forms a charge control unit, a torque assist control unit, and a best route calculation unit, and forms a charge control unit, a torque assist control unit, a basic operation pattern storage unit, and a basic operation pattern correction unit in the second embodiment. (ECU), 38: display as best route informing means, 39: C as navigation information storage means
D-ROM disk, 41: input device as destination setting means, 42: navigation antenna forming part of current position detecting means, 43: amplifier forming part of current position detecting means, 44: current position detecting Navigation receiver constituting a part of the means; 45, a radar constituting a part of the external information collecting means; 46, a monitor camera constituting a part of the external information collecting means; ACCP: accelerator opening;
NE: engine speed.

Continuation of the front page (56) References JP-A-6-187595 (JP, A) JP-A-7-55484 (JP, A) JP-A-5-272349 (JP, A) JP-A-8-337135 (JP) JP-A-7-75210 (JP, A) JP-A-2-278116 (JP, A) JP-A-5-222964 (JP, A) JP-A-8-168105 (JP, A) (58) Field surveyed (Int.Cl. ⁷ , DB name) B60K 6/02 B60L 11/00-11/14 F02D 29/00-29/06 G01C 21/00

Claims (2)

(57) [Claims] And 1. A internal combustion engine mounted on a vehicle, a motor generator provided on an output shaft of the internal combustion engine, a capacitor connected to said motor generator, operating condition detecting means for detecting an operating condition of the vehicle when the when the driver condition operating condition detecting means of the deceleration state, activates the pre SL motor generator as a generator, and charging control means for storing the generating capacity to the capacitor, the operating state by the operating condition detecting means accelerates when the state, the power accumulated in the capacitor, before SL motor generator is operated as a motor, and torque assist control means for assisting the torque of the internal combustion engine, for torque assist operation of the motor-generator
Basic operation pattern before final after torque assist operation
The motor generator occupying the output torque of the internal combustion engine.
Basic operation pattern stored as the ratio of the assist amount
Storage means and an outside world for collecting traffic information around the vehicle while driving
Information collecting means, and predicting that the vehicle will be in a deceleration state based on the traffic information
The motor generator according to the deceleration state
And the free capacity of the battery
As the calculated amount of generated power increases to expand,
Basics to correct this so that the ratio of the cyst amount increases
A control device for a vehicle , comprising: an operation pattern correction unit . 2. A combustion engine mounted on a vehicle, a motor generator provided on an output shaft of the internal combustion engine, a capacitor connected to said motor generator, operating condition detecting means for detecting an operating condition of the vehicle When the operation state detected by the operation state detection unit is a deceleration state, the motor control unit operates the motor generator as a generator and stores the generated power in the storage device; and the operation state detected by the operation state detection unit is an acceleration state. when the by the electric power stored in the capacitor to actuate the motor-generator as a motor, and torque assist control means for assisting the torque of the internal combustion engine, a basic operation pattern for torque assist operation of the motor-generator Before final after torque assist operation
The motor generator occupying the output torque of the internal combustion engine.
A basic operation pattern storage means for storing as a percentage of the assist amount of data, the current position and navigation information of the vehicle that are in operation
External information collection means for collecting information as external information, and a previous information based on the current position of the vehicle and the navigation information.
When it is predicted that the vehicle will decelerate,
To calculate the amount of power generated by the motor generator according to the state
In addition, the calculation is performed to increase the free space of the battery.
As the amount of generated power increases, the ratio of the assist amount increases.
A control device for a vehicle , comprising: a basic operation pattern correction unit that corrects the above .