WO2022202619A1 - Dispositif et procédé de commande de véhicule - Google Patents

Dispositif et procédé de commande de véhicule Download PDF

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Publication number
WO2022202619A1
WO2022202619A1 PCT/JP2022/012332 JP2022012332W WO2022202619A1 WO 2022202619 A1 WO2022202619 A1 WO 2022202619A1 JP 2022012332 W JP2022012332 W JP 2022012332W WO 2022202619 A1 WO2022202619 A1 WO 2022202619A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
driving force
brake
required driving
drive force
Prior art date
Application number
PCT/JP2022/012332
Other languages
English (en)
Japanese (ja)
Inventor
ワサンタ 大下
賢志 林
翔 嶋崎
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2022202619A1 publication Critical patent/WO2022202619A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control

Definitions

  • the present disclosure relates to a vehicle control device and a vehicle control method that can prevent a vehicle from rolling downhill, for example.
  • creep torque acts upon starting. Due to the action of this creep torque, the vehicle is prevented from rolling down on an uphill slope with a predetermined angle or less.
  • the present disclosure has been made in consideration of the above points, and provides a vehicle control device and a vehicle control method capable of suppressing the vehicle from rolling downhill when starting on a slope when performing full vehicle speed ACC.
  • One aspect of the vehicle control device of the present disclosure includes: A vehicle control device used in a vehicle that performs all vehicle speed ACC (Adaptive Cruise Control), a required driving force obtaining unit for obtaining, as a required driving force, a driving force necessary for preventing the vehicle from rolling down based on the gradient resistance and rolling resistance of the stopped vehicle; a driving force control unit that controls the output torque of the engine and the torque ratio of the torque converter based on the obtained required driving force so that the actual driving force is greater than or equal to the required driving force; a brake control unit that adjusts brake pressure based on the difference between the actual driving force and the required driving force; Prepare.
  • vehicle speed ACC Adaptive Cruise Control
  • a vehicle control method for use in a vehicle that performs all vehicle speed ACC comprising: a step of obtaining, as a required driving force, a driving force necessary for preventing the vehicle from rolling down based on the gradient resistance and rolling resistance of the stopped vehicle; a step of controlling the output torque of the engine and the torque ratio of the torque converter based on the obtained required driving force so that the actual driving force is greater than or equal to the required driving force; adjusting the brake pressure based on the difference between the actual driving force and the required driving force; including.
  • FIG. 1 is an external view showing an example of a vehicle to which a vehicle control device according to an embodiment is applied; 1 is a block diagram showing the configuration of a vehicle according to an embodiment; FIG. 1 is a block diagram showing the configuration of a vehicle control device according to an embodiment; FIG. FIG. 4 is a diagram for explaining the operation of the vehicle control device according to the embodiment;
  • FIG. 1 is an external view showing an example of a vehicle 1 to which a vehicle control device according to this embodiment is applied.
  • 2 is a block diagram showing the configuration of the vehicle 1.
  • the vehicle 1 has a driving assistance device that executes the all-vehicle speed ACC, and here, illustration and description will be given focusing on portions related to the driving assistance device.
  • the vehicle 1 is a tractor head (towing vehicle) that can connect and tow a trailer 2 .
  • the vehicle 1 has a vehicle main body 3 including a power system such as an engine and drive wheels and a driver's seat, and a trailer 2 connected to the vehicle main body 3 .
  • the vehicle 1 has a drive system 10 that drives the vehicle 1, a braking system 20 that decelerates the vehicle 1, and a driving assistance device 30 that assists the driver in driving the vehicle 1.
  • the driving assistance device 30 executes the full vehicle speed ACC.
  • the drive system 10 includes an engine 11, a clutch 12, a transmission 13, a propeller shaft 14, a differential gear 15, a drive shaft 16, wheels 17, an engine ECU 18, and an ECU 19 for power transmission.
  • the clutch 12 is a torque converter.
  • the engine ECU 18 and the power transmission ECU 19 are connected to the driving support device 30 via an in-vehicle network such as CAN (Controller Area Network), and are capable of mutually transmitting and receiving necessary data and control signals.
  • the engine ECU 18 controls the output of the engine 11 according to the drive command from the driving support device 30 .
  • the power transmission ECU 19 controls the torque ratio (torque converter amplification factor) of the clutch 12 and the speed change of the transmission 13 according to the driving command from the driving support device 30 .
  • the power of the engine 11 is transmitted to the transmission 13 via the clutch 12, which is a torque converter.
  • the power transmitted to transmission 13 is further transmitted to wheels 17 via propulsion shaft 14 , differential 15 and drive shaft 16 .
  • the power of the engine 11 is transmitted to the wheels 17 and the vehicle 1 runs.
  • the braking system 20 has a service brake 21, auxiliary brakes 22 and 23, a parking brake (not shown), and a brake ECU 24.
  • the service brake 21 is generally called a main brake, friction brake, foot brake, foundation brake, or the like.
  • Service brake 21 is, for example, a drum brake that obtains braking force by pressing brake linings against the inside of a drum that rotates with wheel 17 .
  • the auxiliary brake 22 is a retarder (hereinafter referred to as “retarder 22") that obtains a braking force by directly applying a load to the rotation of the propulsion shaft 14, and is, for example, an electromagnetic retarder.
  • the auxiliary brake 23 is an exhaust brake that enhances the effect of engine braking by using rotational resistance of the engine (hereinafter referred to as “exhaust brake 23"). By providing the retarder 22 and the exhaust brake 23, the braking force can be increased, and the frequency of use of the service brake 21 can be reduced, thereby suppressing wear of the brake linings and the like.
  • the brake ECU 24 is connected to the driving support device 30 via an in-vehicle network such as CAN, and can exchange necessary data and control signals with each other.
  • the brake ECU 24 controls the braking force of the service brake 21 (brake fluid pressure of the wheel cylinder of the wheel 17) according to a braking command from the driving support device 30.
  • the braking operation of the service brake 21 is controlled by the driving support device 30 and the brake ECU 24 .
  • Braking operations of the retarder 22 and the exhaust brake 23 are controlled on/off by the driving support device 30 . Since the braking forces of the retarder 22 and the exhaust brake 23 are substantially fixed, the service brake 21, which allows fine adjustment of the braking force, is suitable for generating a desired braking force accurately.
  • the driving support device 30 inputs information from a millimeter wave radar and a camera. Information from millimeter wave radars and cameras is information indicating traffic conditions and road conditions in front of the vehicle.
  • the driving support device 30 also includes an ACC operation unit 41, an accelerator operation detection unit 43, a brake operation detection unit 44, and the like.
  • the driving support device 30 forms control signals for controlling the operations of the drive system 10 and the braking system 20 . Specifically, the driving support device 30 obtains the target acceleration/deceleration for realizing the full vehicle speed ACC, and outputs these to the engine ECU 18, the power transmission ECU 19, and the brake ECU 24 as appropriate.
  • the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 are not shown, but include, for example, a CPU (Central Processing Unit), a storage medium such as a ROM (Read Only Memory) storing a control program, Each has a working memory such as RAM (Random Access Memory) and a communication circuit.
  • a CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • All or part of the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 may be configured integrally.
  • the ACC operation unit 41 includes an ACC on/off switch for activating and deactivating ACC. Further, the ACC operation unit 41 includes setting switches for performing various settings of ACC. The driver can set, for example, the target inter-vehicle distance and the target vehicle speed by operating the setting switch. Note that these switches may be embodied by a user interface displayed on a display with a touch panel.
  • the accelerator operation detection unit 43 detects the depression amount of the accelerator pedal and outputs the detection result to the driving support device 30 .
  • the driving support device 30 sends a drive command to the engine ECU 18 and the power transmission ECU 19 based on the depression amount of the accelerator pedal.
  • the brake operation detection unit 44 detects the depression amount of the brake pedal for operating the service brake 21 . Further, the brake operation detection unit 44 detects whether or not an auxiliary brake lever that operates the retarder 22 or the exhaust brake 23 has been operated. The brake operation detection unit 44 then outputs the detection results regarding the brake pedal and the auxiliary brake lever to the driving support device 30 .
  • the driving support device 30 sends a braking command to the brake ECU 24 based on the amount of depression of the brake pedal.
  • the driving support device 30 also controls the on/off operation of the retarder 22 or the exhaust brake 23 based on the operation of the auxiliary brake lever.
  • the driving support device 30 outputs various information related to driving and ACC from the information output unit 50 .
  • the information output unit 50 outputs a display or sound indicating that the ACC is in operation or that the ACC has been canceled.
  • the vehicle control device 100 of the present embodiment is provided within the driving support device 30 .
  • FIG. 3 is a block diagram showing the configuration of the vehicle control device 100. As shown in FIG. 3
  • the vehicle control device 100 has a required driving force acquisition section 110, a drive control section 120, and a brake control section .
  • the required driving force acquisition unit 110 acquires the driving force required to prevent the vehicle 1 from rolling down as the required driving force based on the slope resistance and rolling resistance of the stopped vehicle 1 .
  • the drive control unit 120 controls the output torque of the engine 11 and the torque ratio (torque converter amplification factor) of the torque converter (clutch 12) based on the required driving force acquired by the required driving force acquisition unit 110.
  • the driving force is controlled so as to be greater than or equal to the required driving force.
  • the brake control unit 130 adjusts the brake pressure based on the difference between the actual driving force and the required driving force.
  • the required driving force acquisition unit 110 receives gradient information from, for example, an angle sensor (not shown) provided on the vehicle 1, and uses the information to calculate gradient resistance.
  • a slope resistance is a force that causes the vehicle 1 to slide down a slope.
  • the required driving force acquisition unit 110 calculates rolling resistance.
  • Rolling resistance is resistance generated mainly by energy loss due to tire deformation.
  • the force with which the vehicle 1 tries to slide down on an uphill is the value obtained by subtracting the rolling resistance from the slope resistance. Therefore, the required driving force acquisition unit 110 obtains a value obtained by subtracting the rolling resistance from the slope resistance as the required driving force.
  • the parameters other than the inclination angle ⁇ and the gross vehicle weight m are substantially constant values.
  • Other parameter values may be stored in advance, and the required driving force may be obtained by inputting the inclination angle ⁇ and the gross vehicle weight m from a sensor (not shown).
  • the required driving force acquired by the required driving force acquisition section 110 is output to the drive control section 120 and the brake control section 130 .
  • the drive control unit 120 outputs a control signal for controlling the engine 11 and the clutch 12 (torque converter) so that driving force corresponding to the required driving force is transmitted to the wheels.
  • the drive control unit 120 controls the engine 11 and the clutch 12 by outputting control signals to the engine ECU 18 and the power transmission ECU 19 .
  • the engine output torque and the torque ratio are controlled by the drive control unit 120, the engine ECU 18, and the power transmission ECU 19 so that the following equations (1) and (2) are established. be.
  • Torque converter output torque [N ⁇ m] engine output torque (torque converter input torque) x torque ratio (torque converter amplification factor) (2)
  • this embodiment prevents the vehicle from sliding down in cooperation with brake control.
  • FIG. 4 is a diagram for explaining the operation of the vehicle control device 100 according to the embodiment.
  • vehicle 1 is performing full vehicle speed ACC. It is also assumed that the vehicle 1 is stopped due to a traffic jam or the like on an uphill.
  • the preceding vehicle starts moving and the distance between the vehicle and the preceding vehicle becomes equal to or greater than a predetermined distance at time t0. Then, the vehicle 1 follows the preceding vehicle and starts the starting operation.
  • the required driving force acquisition unit 110 of the vehicle 1 outputs the required driving force to the drive control unit 120 at time t0.
  • the drive control unit 120 controls the output torque of the engine 111 and the torque ratio (torque converter amplification factor) of the clutch 112 so as to satisfy the required driving force.
  • This control increases the actual driving force.
  • the actual driving force becomes equal to the required driving force.
  • the brake control unit 130 rapidly decreases the brake pressure by outputting a control signal for decreasing the brake pressure of the service brake 21 to the brake ECU 24 at time t1.
  • the brake control unit 130 adjusts the brake pressure to a predetermined value or more at which the vehicle does not roll down until the actual driving force becomes equal to the required driving force, and after the actual driving force becomes equal to the required driving force, the brake pressure to be smaller.
  • the vehicle control device 100 obtains the required driving force for preventing the vehicle 1 from rolling down, and controls the engine 111 and the clutch 112 based on this required driving force. By releasing the brake when the force is reached, it is possible to reliably prevent the vehicle from sliding downhill when starting on a slope in the full vehicle speed ACC mode.
  • a required driving force acquisition unit 110 that obtains the required driving force as the required driving force so that the vehicle 1 does not slide down, and the output torque of the engine 111 and the torque of the torque converter (clutch 112) based on the acquired required driving force.
  • a driving force control unit 120 that controls the actual driving force to be greater than or equal to the required driving force by controlling the ratio, and a brake control unit 130 that adjusts the brake pressure based on the difference between the actual driving force and the required driving force. , it is possible to prevent the vehicle from sliding downhill when starting on a slope when the full vehicle speed ACC is performed.
  • the rate of decrease of brake pressure may be changed according to the deviation distance from the preceding vehicle.
  • the greater the deviation distance from the preceding vehicle the greater the rate at which the brake pressure is reduced. This makes it possible to improve the responsiveness of following the preceding vehicle.
  • the brake control unit 130 reduces the brake pressure when the actual driving force and the required driving force become equal.
  • the brake pressure can be adjusted based on the difference between the force and the required driving force.
  • the brake pressure may be controlled to decrease as the difference between the actual driving force and the required driving force decreases.
  • the vehicle control device and vehicle control method of the present disclosure are widely applicable to vehicles that perform all vehicle speed ACC.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Ce dispositif de commande de véhicule peut empêcher un véhicule de rouler vers l'arrière pendant un démarrage en côte lors de la mise en œuvre de l'ACC à plage de vitesse complète. Ce dispositif de commande de véhicule comprend : une unité d'acquisition de force de conduite requise pour acquérir, en tant que force de conduite requise, la force de conduite nécessaire pour empêcher un véhicule à l'arrêt de rouler vers l'arrière, en fonction de la résistance à la pente et de la résistance au roulement du véhicule ; une unité de commande de force de conduite permettant d'émettre des commandes afin que la force de conduite réelle soit égale ou supérieure à la force de conduite requise, en commandant le couple de sortie du moteur et le rapport de couple du convertisseur de couple (embrayage) sur la base de la force de conduite requise acquise ; et une unité de commande de frein pour réguler la pression de freinage sur la base de la différence entre la force de conduite réelle et la force de conduite requise.
PCT/JP2022/012332 2021-03-24 2022-03-17 Dispositif et procédé de commande de véhicule WO2022202619A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2021-049758 2021-03-24
JP2021049758A JP7415997B2 (ja) 2021-03-24 2021-03-24 車両制御装置及び車両制御方法

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WO2022202619A1 true WO2022202619A1 (fr) 2022-09-29

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Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014156140A (ja) * 2013-02-14 2014-08-28 Fuji Heavy Ind Ltd アクセルペダルの誤操作制御装置
JP2016025683A (ja) * 2014-07-16 2016-02-08 トヨタ自動車株式会社 車両走行制御装置
JP2020117065A (ja) * 2019-01-23 2020-08-06 トヨタ自動車株式会社 車両制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014156140A (ja) * 2013-02-14 2014-08-28 Fuji Heavy Ind Ltd アクセルペダルの誤操作制御装置
JP2016025683A (ja) * 2014-07-16 2016-02-08 トヨタ自動車株式会社 車両走行制御装置
JP2020117065A (ja) * 2019-01-23 2020-08-06 トヨタ自動車株式会社 車両制御装置

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JP7415997B2 (ja) 2024-01-17
JP2022148176A (ja) 2022-10-06

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