JP7673689B2 - Vehicle driving force control device - Google Patents

Description

This disclosure relates to a vehicle driving force control device.

Patent Document 1 describes setting a target value for the yaw rate at the beginning of a turn when the steering angle starts to change, and calculating the yaw moment as an operation amount for controlling the yaw rate to the target value. Patent Document 1 also describes calculating a correction amount for a torque command value for an internal combustion engine according to the yaw moment, and operating the internal combustion engine so that the torque command value is corrected by the correction amount.

JP 2021-133811 A

When recovering from an abnormality in communication between the MG (Motor Generator) - ECU (Engine Control Unit) - HV (Hybrid Vehicle) - ECU, or an abnormality in the resolver system, or when recovering from a shutdown in N range, there was a problem where the sudden output of motor torque could cause dangerous vehicle behavior.

In one embodiment, the driving force control device of the vehicle is configured to prohibit line tracing control when the gate returns from being closed. In other words, in one embodiment, the driving force control device of the vehicle is configured to prohibit correction by the driving torque correction means when the gate returns from being closed.

The vehicle driving force control device disclosed herein can prevent unintended behavior that could lead to discomfort for the user.

1 is a schematic diagram showing an example of a driving force control device and a vehicle according to an embodiment of the present invention. 2 is a block diagram showing an example of functions of a CPU of the driving force control device according to the present embodiment; FIG. 4 is a flowchart showing an example of the operation of the driving force control device according to the present embodiment.

Hereinafter, an embodiment of the present disclosure will be described with reference to the drawings. Fig. 1 is a schematic diagram showing an example of a driving force control device and a vehicle according to the present embodiment. In Fig. 1, a vehicle 100 includes an internal combustion engine 110, a transmission 120, a control device 130, driving wheels 140, a crank angle sensor 151, a vehicle speed sensor 152, and a steering angle sensor 153. The internal combustion engine 110 has a crankshaft 111. The transmission 120 has an input shaft 121 and an output shaft 122. The control device 130 has a CPU 131, a ROM 132, and a peripheral circuit 133.

The input shaft 121 of the transmission 120 is mechanically connected to the crankshaft 111 of the internal combustion engine 110. The transmission 120 is a device that varies the gear ratio, which is the ratio between the rotational speed of the input shaft 121 and the rotational speed of the output shaft 122. The output shaft 122 is mechanically connected to the drive wheels 140.

The control device 130 operates the operating unit of the internal combustion engine 110 to control the vehicle 100 as a control target, such as the yaw rate, which is a control variable. To control the control variable, the control device 130 refers to the output signal Scr of the crank angle sensor 151, the vehicle speed V detected by the vehicle speed sensor 152, and the steering angle δ detected by the steering angle sensor 153.

The control device 130 is configured such that a CPU (Central Processing Unit) 131, a ROM (Read Only Memory) 132, and peripheral circuits 133 are capable of communicating with each other via electrical wiring. Here, the peripheral circuits 133 include a circuit that generates a clock signal that regulates internal operations, a power supply circuit, a reset circuit, and the like. The control device 130 controls the control amount by the CPU 131 executing a program stored in the ROM 132.

Next, the configuration of the CPU 131 with respect to the operation of torque correction and gate control will be described. FIG. 2 is a block diagram showing an example of the functions of the CPU of the driving force control device according to this embodiment. In FIG. 2, the CPU 131 includes a driving torque correction unit 201 and a detection unit 202.

The driving torque correction unit 201 corrects the driving force as an operation amount for controlling the yaw rate of the vehicle to a target yaw rate, which is a target value, during the control of the turning behavior of the vehicle. In addition, when the detection unit 202 detects the return from the gate blocking, the correction by the driving torque correction unit 201 is prohibited.
The detection unit 202 detects recovery from gate blocking.

Next, the operation of the control device 130 will be described. FIG. 3 is a flow chart showing an example of the operation of the driving force control device according to this embodiment. In step S301 in FIG. 3, it is determined whether or not the torque limit is returning from gate blocking. If the torque limit is returning from gate blocking, the process proceeds to step S302. If the torque limit is not returning from gate blocking, the process ends.

In step S302, line tracing control is prohibited. Processing then ends.

In this way, according to the vehicle driving force control device of this embodiment, by prohibiting correction by the driving torque correction means when returning from gate blocking, it is possible to prevent unintended behavior that could lead to discomfort for the user.

Note that this disclosure is not limited to the above-described embodiment, and can be modified as appropriate without departing from the spirit of the present disclosure. In the above-described embodiment, an example is described in which the present disclosure is applied to a HEV (Hybrid Electric Vehicle), but the present disclosure can also be applied to a BEV (Battery Electric Vehicle). In the case of a BEV, an electric motor is used as the power source instead of the internal combustion engine 110.

For example, each element depicted in the drawings as a functional block performing various processes can be configured in hardware with a CPU, memory, and other circuits, and in software, can be realized by programs loaded into memory. Therefore, those skilled in the art will understand that these functional blocks can be realized in various forms using only hardware, only software, or a combination of both, and are not limited to any of these.

The above-mentioned program can be stored and supplied to a computer using various types of non-transitory computer-readable media. Non-transitory computer-readable media include various types of tangible recording media. Examples of non-transitory computer-readable media include magnetic recording media (e.g., flexible disks, magnetic tapes, hard disk drives), magneto-optical recording media (e.g., magneto-optical disks), CD-ROMs (Read Only Memory), CD-Rs, CD-R/Ws, and semiconductor memories (e.g., mask ROMs, PROMs (Programmable ROMs), EPROMs (Erasable PROMs), flash ROMs, and RAMs (Random Access Memory)). The program may also be supplied to a computer by various types of temporary computer-readable media. Examples of temporary computer-readable media include electrical signals, optical signals, and electromagnetic waves. The temporary computer-readable media can supply the program to a computer via wired communication paths such as electric wires and optical fibers, or wireless communication paths.

REFERENCE SIGNS LIST 100 Vehicle 110 Internal combustion engine 111 Crankshaft 120 Transmission 121 Input shaft 122 Output shaft 130 Control device 133 Peripheral circuit 140 Drive wheel 151 Crank angle sensor 152 Vehicle speed sensor 153 Steering angle sensor 201 Drive torque correction unit 202 Detection unit

Claims (1)

a driving torque correction means for correcting a driving force as an operation amount for controlling a yaw rate of the vehicle to a target yaw rate, which is a target value, during a turning behavior control of the vehicle;
A detection means for detecting recovery from gate blocking,
A driving force control device for a vehicle that prohibits correction by the driving torque correcting means when the detection means detects recovery from gate blocking.

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