JP-7856067-B2 - Vehicle control devices

JP7856067B2JP 7856067 B2JP7856067 B2JP 7856067B2JP-7856067-B2

Inventors

市川雅英

Assignees

トヨタ自動車株式会社

Dates

Publication Date: 20260511
Application Date: 20230808

Claims (3)

A vehicle control device used in a vehicle having an automatic driving mode and a manual driving mode as driving modes, The vehicle control device can change the content of the warm-up control performed for warming up the vehicle's power source, and in the automatic driving mode, the content of the warm-up control is changed from that in the manual driving mode . The vehicle control device is a vehicle control device that strengthens or weakens the warm-up control in accordance with the vehicle's driving plan in the automatic driving mode compared to the manual driving mode .
A vehicle control device according to claim 1 , The vehicle control device uses at least one of the following as the travel plan: a planned travel distance, a planned travel time, and a planned vehicle speed.
A vehicle control device used in a vehicle having an automatic driving mode and a manual driving mode as driving modes, The vehicle control device can change the content of the warm-up control performed for warming up the vehicle's power source, and in the automatic driving mode, the content of the warm-up control is changed from that in the manual driving mode. The vehicle control device is a vehicle control device that does not perform the warm-up if the planned driving distance or planned driving time in the automatic driving mode is less than a preset threshold.

Description

This disclosure relates to a vehicle control device used in a vehicle having an automated driving mode and a manual driving mode. Conventionally, technologies have been proposed for determining whether or not an engine needs to be warmed up based on the engine's coolant temperature and catalyst temperature (for example, Patent Document 1). Japanese Patent Publication No. 2019-182335 An explanatory diagram showing the configuration of the vehicle's power transmission system.An explanatory diagram showing a gear shift diagram and an example of its warm-up correction.A flowchart illustrating the warm-up control process in the embodiment. Figure 1 is an explanatory diagram showing the configuration of the power transmission system of vehicle 100. This vehicle 100 has two driving modes: an automatic driving mode and a manual driving mode. Vehicle 100 comprises an internal combustion engine 10, a transmission 30, a differential 40, multiple drive wheels 50, and a vehicle control device 80. The drive shaft 11 of the engine 10 is connected to the input shaft 31 of the transmission 30. The output shaft 32 of the transmission 30 is connected to the differential 40. The accelerator pedal 61 is equipped with an accelerator position sensor 71 that measures the accelerator position ACC. The brake pedal 62 is equipped with a brake pedal sensor 72 that measures the amount of depression BRA of the brake pedal 62. The shift lever 63 is equipped with a shift position sensor 73 that measures the shift position LP. The engine 10 is equipped with a water temperature sensor 74 that measures its coolant temperature Tw. The transmission 30 is equipped with an oil temperature sensor 75 that measures the oil temperature To of its hydraulic circuit. Each of the drive wheels 50 is equipped with a wheel speed sensor 76. The measured values from the various sensors 71-76 are input to the vehicle control device 80. The vehicle control device 80 comprises a vehicle control unit 81, an automatic driving control unit 82, a driving mode setting unit 83, and a warm-up control unit 84. The vehicle control device 80 can be configured using one or more ECUs (Electronic Control Units). Each ECU has a processor, RAM, and ROM, with the ROM storing computer programs. The functions of each unit 81-84 can be realized by the processor executing computer programs stored on a non-volatile storage medium. Note that some of the functions of these units 81-84 may be realized by hardware circuits. The vehicle control unit 81 performs various controls for the operation of the vehicle 100, such as drive control, brake control, and steering angle control. The vehicle control unit 81 is used in both automatic and manual driving modes. The automatic driving control unit 82 performs automatic driving of the vehicle 100. Specifically, the automatic driving control unit 82 transmits a drive force command value indicating the driving force of the drive unit (engine or motor), a brake command value indicating the operating state of the brake mechanism, and a steering angle command value indicating the steering angle of the wheels to the vehicle control unit 81. The vehicle control unit 81 performs control of each controlled mechanism according to the given command values. In this disclosure, “autonomous driving” means driving in which all drive control, brake control, and steering angle control are performed automatically. That is, the term “autonomous driving” includes autonomous driving from Level 3 to Level 5. Autonomous driving is performed according to a pre-set driving plan. The driving mode setting unit 83 switches the driving mode of the vehicle 100 between manual driving mode and automatic driving mode. The driving mode can be switched, for example, by the occupant selecting from the options displayed on the display. Alternatively, the system may receive the driving mode switch from an external device via wireless communication. The warm-up control unit 84 determines whether warm-up is necessary based on the coolant temperature Tw measured by the water temperature sensor 74 and the oil temperature To measured by the oil temperature sensor 75. If warm-up is necessary, it performs the warm-up. When the engine 10 is cold, such as immediately after starting, the friction in various parts of the engine 10 and transmission 30 is greater than after warm-up is complete, resulting in a decrease in the driving force of the vehicle 100. Therefore, the warm-up control unit 84 performs warm-up of the engine 10 and transmission 30 by correcting the transmission line. Figure 2 is an explanatory diagram showing a gear shift diagram and an example of its warm-up correction. The horizontal axis is vehicle speed SP, and the vertical axis is accelerator opening ACC. The gear shift diagram is a diagram that shows the gear shift timing according to the accelerator opening ACC and vehicle speed SP. The solid lines show the upshift lines USn and USn+1 after warm-up is complete (i.e.,