JP6060870B2 - Vehicle control device - Google Patents

Description

  The present disclosure relates to a vehicle control device.

  2. Description of the Related Art Conventionally, when detecting a torque abnormality of a vehicle, there is known a control method for detecting a vehicle torque abnormality by comparing the value of the allowable torque and the instantaneous torque of a motor of a vehicle drive unit mounted on the vehicle. (For example, refer to Patent Document 1).

JP-T 2009-505896

  However, in Patent Document 1, since the instantaneous torque and the allowable torque are calculated separately, the accelerator sensor input value is affected by the timing of input processing from the accelerator sensor, the circuit tolerance due to the characteristics of each component, and the like. There was a difference. Therefore, the allowable torque may not be calculated accurately.

  As a result, in the vehicle drive unit, it is not possible to accurately compare the torque, and there is a possibility that a deviation occurs between the two torques and a torque abnormality is erroneously detected.

  Therefore, an object of the present disclosure is to provide a vehicle control device that can prevent erroneous detection of a torque abnormality of the vehicle.

According to one aspect of the present disclosure, a control unit that calculates a target torque of the vehicle based on the first accelerator opening calculated in the first accelerator opening calculation unit from the detected value of the accelerator sensor;
A vehicle control unit that controls driving of the vehicle, and a monitoring unit that calculates an allowable torque of the vehicle based on a second accelerator opening calculated by a second accelerator opening calculation unit from a detection value of the accelerator sensor A device,
According to the amount of change in the input value of the detection value of the accelerator sensor or the amount of change in the depression speed of the accelerator pedal,
In the monitoring unit, a vehicle control device that switches a first state in which the allowable torque is calculated based on the second accelerator opening to a second state in which the allowable torque is calculated based on the first accelerator opening. Is provided.

  According to the present disclosure, there is provided a vehicle control device that can prevent erroneous detection of a vehicle torque abnormality without being affected by time tolerance of input processing from an accelerator sensor or circuit tolerance due to characteristics of each component. can get.

It is a functional block diagram which shows the structural example of the vehicle control apparatus which concerns on one Example. It is a flowchart which shows the processing operation which the vehicle control apparatus which concerns on one Example performs.

  Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. In addition, in each drawing, the same code | symbol is attached | subjected to the same component and the overlapping description may be abbreviate | omitted.

FIG. 1 is a functional block diagram illustrating a configuration example of a vehicle control device according to an embodiment. The vehicle control device 1 is mounted on a vehicle. Here, the vehicle includes vehicles such as an EV (electric vehicle) that travels using electricity as an energy source and an electric motor as a power source, and an HV (hybrid vehicle) whose power source is an engine and a travel motor. Below, as an example, the vehicle control device 1 will be described as a device that is mounted on an HV (hybrid vehicle) and controls driving of a motor.
<Configuration of vehicle control device 1>
The vehicle control device 1 is mounted on a hybrid vehicle, and performs drive control of a motor by a driver stepping on an accelerator pedal. Specifically, as shown in FIG. 1, an accelerator sensor (not shown), an electronic control device 10 for hybrid system control (hereinafter referred to as “HV control ECU (Electronic Control Unit)”), and a motor drive unit 20 and a motor 30.

The accelerator sensor is a sensor that measures the amount of depression of the accelerator pedal 5. The accelerator pedal 5 is connected to the HV control ECU 10. First, a detection signal of the accelerator sensor detected according to the depression amount of the accelerator pedal 5 is input to the HV control ECU 10. Then, the target torque corresponding to the amount of depression of the accelerator pedal 5 by the driver is calculated in the HV control ECU 10, a command signal based on the calculation is transmitted to the motor drive unit 20, and the drive control of the motor 30 is performed. In addition, when the torque of the motor 30 based on the calculation exceeds the allowable limit, appropriate drive control is performed by sending a fail-safe instruction from the HV control ECU 10 to the motor drive unit 20.
<Configuration of HV control ECU 10>
Next, the HV control ECU 10 will be described. The HV control ECU 10 is a device that optimally distributes engine output and motor output according to the vehicle load, running state, etc., which is a characteristic of a hybrid vehicle, and controls the function of storing running energy as electricity during deceleration. It plays an important function in improvement. The HV control ECU 10 according to the present embodiment includes a control unit 110 and a monitoring unit 120 as shown in FIG. 1 in order to perform the above-described control. The control unit 110 calculates a target torque Tp according to the amount of depression of the accelerator pedal 5 by the driver, and transmits a command signal based on the calculated value of the target torque Tp to the motor drive unit 20. Specifically, the control unit 110 includes a first accelerator opening calculation unit 111 and a target torque calculation unit 112. The control unit 110 is connected to the accelerator sensor, and based on the detection signal (detection value) of the accelerator sensor input to the control unit 110, the first accelerator opening calculation unit 111 sets the first accelerator opening AP1. Calculation is performed. Then, the target torque calculation unit 112 calculates the target torque Tp using the first accelerator opening AP1. Thereby, the motor 30 can drive according to a driver | operator's request | requirement.

  On the other hand, the monitoring unit 120 constantly monitors so that the control unit 110 is not driven beyond the allowable limit of the motor 30. That is, the monitoring unit 120 generates an appropriate fail-safe instruction signal to the motor drive unit 20 when the motor 30 exceeds the torque limit value. Specifically, the monitoring unit 120 includes a second accelerator opening calculation unit 121 and an allowable torque calculation unit 122. Similar to the control unit 110, the monitoring unit 120 is also connected to the accelerator sensor, and when the accelerator sensor detection signal (detected value) is input to the monitoring unit 120, the second accelerator opening calculation unit 121 opens the accelerator. The degree (second accelerator opening AP2) is calculated. Then, the allowable torque ATp is calculated by the allowable torque calculator 122 using the second accelerator opening AP2. The monitoring unit 120 further includes a comparison unit 123 that compares the target torque Tp and the allowable torque ATp. When the target torque Tp exceeds the allowable torque ATp, a command signal for fail safe processing is sent from the monitoring unit 120 to the motor. It is configured to be transmitted to the drive unit 20.

  According to the HV control ECU 10 according to the present embodiment, as shown in FIG. 1, the accelerator sensor is connected in parallel to the control unit 110 and the monitoring unit 120, and is connected to each of the control unit 110 and the monitoring unit 120. The detection signal of the accelerator sensor is input independently. Therefore, a difference occurs in the accelerator opening between the control unit 110 and the monitoring unit 120 due to the influence of the timing of the input process from the accelerator sensor and the circuit tolerance due to the characteristics of each component. This can be particularly noticeable when the input of the detection signal of the accelerator sensor is changing suddenly.

  That is, when the driver suddenly depresses the accelerator pedal 5 or releases the accelerator pedal 5 suddenly, the detection signal of the accelerator sensor is input at each timing of the control unit 110 and the monitoring unit 120. Will be. For this reason, the detection signal of the accelerator sensor becomes a transient state, and the amount of change in the input of the detection signal increases. In this case, a difference occurs between the first accelerator opening AP1 calculated by the control unit 110 and the second accelerator opening AP2 calculated by the monitoring unit 120, and the target torque Tp calculated by the control unit 110 and the monitoring unit 120 Deviation occurs between the calculated allowable torques ATp. For this reason, the monitoring unit 120 cannot calculate the normal allowable torque for the input of the accelerator sensor, so that the torque abnormality of the motor 30 is erroneously detected.

  Therefore, in this case, the HV control ECU 10 includes the transmission circuit 131 and the switching circuit 132 so that the allowable torque ATp is calculated using the first accelerator opening AP1 that is a reference for the accelerator sensor input. Further prepare. The transmission circuit 131 is a circuit for transmitting the first accelerator opening AP1 to the monitoring unit 120 side, and the switching circuit 132 calculates the allowable torque ATp based on the second accelerator opening AP2 by using the first accelerator opening AP1. The calculation is switched to the calculation of the allowable torque ATp based on the opening degree AP1.

  That is, in the case where the input of the detection signal of the accelerator sensor changes suddenly during the transition, the accelerator sensor input to the control unit 110 side instead of the detection signal (detection value) of the accelerator sensor input directly to the monitoring unit 120. The allowable torque ATp is calculated using the detection signal (detection value). Specifically, as described above, in the transmission circuit 131, the transmission process of transmitting the first accelerator opening AP1 calculated by the first accelerator opening calculating unit 111 of the control unit 110 to the monitoring unit 120 is performed. Done.

  Then, when the input change amount of the detection signal of the accelerator sensor or the change amount of the depression speed of the accelerator pedal 5 is large, the second accelerator opening AP2 calculated by the monitoring unit 120 is transmitted from the control unit 110. The switching circuit 132 switches to one accelerator opening AP1.

Since the vehicle control apparatus 1 according to an embodiment of the present invention has the above-described configuration, no divergence occurs between the target torque Tp and the allowable torque ATp. Therefore, the fail-safe function is normally executed without failing to detect a torque abnormality of the motor 30, and excellent fail-safety against the torque abnormality of the motor 30 can be ensured.
<Control processing operation of HV control ECU>
Next, the operation of the HV control ECU 10 included in the vehicle control device 1 will be described with reference to FIG. FIG. 2 is a flowchart illustrating a processing operation performed by the vehicle control device according to the embodiment.

  First, the operation of the control unit 110 will be described. In step S1, an analog signal output from the accelerator sensor according to the amount of depression of the accelerator pedal 5 by the driver is converted into a digital signal AD1 through an AD converter (not shown) that converts the analog signal into a digital signal. . Thereafter, replacement with a variable APS1 is performed.

  Next, in step S2, based on the following equation (1), the first accelerator opening degree AP1 is calculated by the first accelerator opening degree calculation unit 111 using this variable APS1. For example, the first accelerator opening AP1 corresponding to the variable APS1 taken into the control unit 110 is calculated by performing map complementation or the like. In the formula (1), AP represents the accelerator opening relative to the accelerator sensor detection signal (the amount of depression of the accelerator pedal 5). APS is a variable obtained by replacing the digital signal AD in order to calculate the accelerator opening AP, and the value is the same as the digital signal AD.

次に、ステップＳ３において、ステップＳ２で算出した第１のアクセル開度ＡＰ１を、伝送回路１３１によって監視部１２０に伝送する。この伝送回路１３１による伝送は、例えば、電気通信において伝送路上に、制御部１１０にて算出した第１のアクセル開度ＡＰ１を逐次的に送信するといったマイクロコンピュータからのシリアル通信を行うことによって実現される。

Next, in step S3, the first accelerator opening AP1 calculated in step S2 is transmitted to the monitoring unit 120 by the transmission circuit 131. The transmission by the transmission circuit 131 is realized, for example, by performing serial communication from a microcomputer such as sequentially transmitting the first accelerator opening AP1 calculated by the control unit 110 on a transmission line in telecommunications. The

  Next, in step S4, the target torque Tp of the motor 30 with respect to the depression amount of the accelerator pedal 5 by the driver is calculated based on the following equation (2) using the first accelerator opening AP1 calculated in step S2. Calculated by the torque calculation unit 112. For example, the target torque Tp corresponding to the first accelerator opening AP1 calculated by the control unit 110 is calculated by performing map complementation or the like. In Expression (2), Tp is a torque corresponding to the input of the accelerator sensor detection signal (the amount of depression of the accelerator pedal 5).

次に、ステップＳ５において、ステップＳ４で算出した目標トルクＴｐを監視部１２０内の比較部１２３に転送することにより、制御部１１０の処理が終了する。

Next, in step S <b> 5, the target torque Tp calculated in step S <b> 4 is transferred to the comparison unit 123 in the monitoring unit 120, thereby completing the process of the control unit 110.

  Note that the following processing is executed in the monitoring unit 120 in parallel with the processing by the control unit 110 described above. First, in step S11, similarly to the control unit 110, the analog signal output from the accelerator sensor according to the depression amount of the accelerator pedal 5 by the driver is converted into the digital signal AD2 through the AD converter, and then the APS2 Replace with the variable

  Next, in step S12, based on the above equation (1), the second accelerator opening degree AP2 is calculated by the second accelerator opening degree calculating unit 121 using this variable APS2. For example, the second accelerator opening AP2 corresponding to the variable APS2 taken into the monitoring unit 120 is calculated by performing map complementation or the like.

  In step S13, the monitoring unit 120 monitors the amount of change in the second accelerator pedal opening AP2. That is, in the present embodiment, the degree of change in the detection signal input of the accelerator sensor is performed by monitoring the amount of change in the second accelerator opening AP2.

  If the change amount of the second accelerator opening AP2 is not large, the process proceeds to step S15, and the allowable torque ATp is calculated by the allowable torque calculation unit 122 based on the above equation (2) (first state). ). In this case, the allowable torque ATp is calculated using the second accelerator opening AP2. In calculating the allowable torque ATp using the expression (2), the allowable torque ATp is considered in consideration of the variation α due to the influence of the circuit tolerance due to the timing of the input process from the accelerator sensor and the characteristics of each component. Calculate Here, the variation α indicates various circumstances such as whether the motor 30 can be stopped on the safe side as a vehicle, or whether the fail-safe process can be executed before the driver feels danger. Decide in consideration. The allowable torque ATp calculated using the second accelerator opening AP2 is expressed by the following equation (3). In Expression (3), ATp is an allowable torque with respect to the target torque.

一方、第２のアクセル開度ＡＰ２の変化量が大きい場合にはステップＳ１４に進み、許容トルク算出に用いるアクセルセンサ開度の切替えを行う。すなわち、アクセルセンサの検出信号の入力変化量またはアクセルペダル５の踏み込み速度の変化量等が大きい場合には、第２のアクセル開度ＡＰ２を、ステップＳ３において監視部１２０に伝送された第１のアクセル開度ＡＰ１に切替え回路１３２よって切替える。

On the other hand, when the change amount of the second accelerator opening AP2 is large, the process proceeds to step S14, and the accelerator sensor opening used for calculating the allowable torque is switched. That is, when the input change amount of the detection signal of the accelerator sensor or the change amount of the depression speed of the accelerator pedal 5 is large, the second accelerator opening AP2 is transmitted to the monitoring unit 120 in step S3. Switching to the accelerator opening AP1 is performed by the switching circuit 132.

  Specifically, when the amount of change in the second accelerator pedal opening AP2 calculated by the monitoring unit 120 is equal to or greater than a predetermined threshold, it is determined that the amount of change is large and switching is performed. That is, the monitoring unit 120 monitors the second accelerator pedal opening AP2 at predetermined intervals, and when the change in the second accelerator pedal opening AP2 exceeding the threshold APth is recognized, the depression amount of the accelerator pedal 5 is rapidly increased. Therefore, the switching circuit 132 performs switching.

  Then, the allowable torque ATp is calculated by the above equation (3) using the first accelerator opening AP1 (second state). In this case, the allowable torque ATp is calculated by replacing the second accelerator opening AP2 in the above equation (3) with the first accelerator opening AP1.

  Note that the above-described allowable torque ATp is obtained, for example, by performing map complementation corresponding to the first accelerator opening AP1 calculated by the control unit 110 or the second accelerator opening AP2 calculated by the monitoring unit 120. calculate.

  In step S16, the comparison unit 123 compares the target torque Tp transferred in step S5 with the allowable torque ATp calculated by the monitoring unit 120. In this case, when the change amount of the second accelerator opening AP2 is small, the allowable torque ATp calculated using the second accelerator opening AP2 is compared with the target torque Tp. On the other hand, when the amount of change in the second accelerator opening AP2 is large, the allowable torque ATp calculated using the first accelerator opening AP1 is compared with the target torque Tp.

  In step S16, if the target torque Tp does not exceed the allowable torque ATp (Tp ≦ ATp), the control processing operation of the HV control ECU 10 is terminated without executing the fail-safe function. Therefore, in this case, a command signal for the target torque Tp is input to the motor drive unit 20 by the HV control ECU 10, and the motor 30 is driven based on the target torque Tp corresponding to the depression amount of the accelerator pedal 5. .

  On the other hand, when the target torque Tp exceeds the allowable torque ATp in step S16 (TP> ATP), an abnormality determination is made. In step S17, the control process of the motor 30 is executed so as to execute the fail-safe function, and the control process operation of the HV control ECU 10 is terminated. Therefore, in this case, the HV control ECU 10 performs a fail-safe process, transmits a fail-safe instruction signal to the motor drive unit 20, and controls the drive of the motor 30 so that the vehicle can travel stably. .

  According to the process shown in FIG. 2, it is not affected by the timing of the input process from the accelerator sensor or the circuit tolerance due to the characteristics of each component, and the torque abnormality of the motor 30 is not erroneously detected. The motor 30 is properly driven.

  Therefore, even when the accelerator operation is suddenly changed by the driver, the HV control ECU performs appropriate control processing, enabling high-precision motor drive control, and achieving appropriate fail-safe processing. it can.

  In the above-described embodiment, the degree of change in the detection signal input of the accelerator sensor is determined from the amount of change in the second accelerator opening, but the present invention is not limited to this. For example, the degree of change in the detection signal input of the accelerator sensor may be determined from the speed of the vehicle or the number of rotations of the motor.

  In the above-described embodiment, the change amount of the second accelerator pedal opening AP2 is used as an example to determine the degree of change in the detection signal input of the accelerator sensor. However, the present invention is not limited to this. For example, it may be determined using the change amount of the detection signal input of the accelerator sensor itself, or may be determined using the change amount of the first accelerator opening AP1. However, since the monitoring unit 120 monitors all input information from the accelerator sensor and various calculation results, it is preferable in terms of control processing to monitor the second accelerator opening AP2 by the monitoring unit 120.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications can be made to the above-described embodiments without departing from the scope of the present invention. And substitutions can be added.

  For example, in the above-described embodiments, the vehicle control device that controls the driving of the motor of the hybrid vehicle has been mainly described. However, the present invention is also applicable to an EV (electric vehicle) that travels using electricity as an energy source and an electric motor as a power source. Is possible. Further, even when the vehicle control device of the above-described embodiment is applied to engine driving which is a power source other than motor driving, the same operational effects can be obtained.

1 vehicle control device 5 accelerator pedal 10 HV control ECU
DESCRIPTION OF SYMBOLS 20 Motor drive unit 30 Motor 110 Control part 111 1st accelerator opening calculation part 112 Target torque calculation part 120 Monitoring part 121 2nd accelerator opening calculation part 122 Allowable torque calculation part 123 Comparison part 131 Transmission circuit 132 Switching circuit

Claims (2)

A control unit that calculates a target torque of the vehicle based on the first accelerator opening calculated in the first accelerator opening calculation unit from the detection value of the accelerator sensor;
A vehicle control unit that controls driving of the vehicle, and a monitoring unit that calculates an allowable torque of the vehicle based on a second accelerator opening calculated by a second accelerator opening calculation unit from a detection value of the accelerator sensor A device,
According to the amount of change in the input value of the detection value of the accelerator sensor or the amount of change in the depression speed of the accelerator pedal,
In the monitoring unit, a vehicle control device that switches a first state in which the allowable torque is calculated based on the second accelerator opening to a second state in which the allowable torque is calculated based on the first accelerator opening. . The first state is switched to the second state when a change amount of an input of a detection value of the accelerator sensor or a change amount of a depression speed of an accelerator pedal is larger than a predetermined threshold value. Vehicle control device.

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