JP2016217851A - Vehicle mass estimation device and vehicle mass estimation method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle mass estimation device capable of accurately estimating a vehicle mass in a period when a mass estimation condition is prepared without using a sequential and instantaneous sensor value susceptible to the influence of noise.SOLUTION: A device for estimating a mass mv corresponding to a vehicle mass including a live load includes: a travelling state detection part for detecting a travelling driving state including a travelling driving output and a vehicle speed; an energy calculation part for calculating a workload Wby an output of the travelling driving source in a mass estimation period and a resistance workload Wdue to a travelling resistance of the vehicle in the mass estimation period on the basis of detection information of the traveling state detection part in the mass estimation period in which the predetermined estimation permit condition is established; and a mass calculation part for calculating a mass mof the vehicle on the basis of a feeding work load used for driving the vehicle in the mass estimation period including the work load Wof the travelling driving source and the resistance work load Wand the variation of a dynamic energy of the vehicle in the mass estimation period.SELECTED DRAWING: Figure 4

Description

  The present invention relates to a vehicle mass estimation device and a vehicle mass estimation method, and more particularly to a vehicle mass estimation device and a vehicle mass estimation method for estimating a mass corresponding to a vehicle weight including a loaded load while the vehicle is traveling.

  In relatively large vehicles such as trucks and buses, the ratio of the load capacity of the load or the load capacity of the number of passengers to the weight of the vehicle alone can be high, so the so-called vehicle weight including such load is large. Often changes. In addition to the large vehicles, there are some which are heavy on the mounted product or the mounted product, and the vehicle weight varies greatly depending on the presence or absence of the load.

  In such a vehicle, in order to meet the recent demands for fuel consumption and drivability, it is desirable to perform accurate driving control according to the vehicle weight including the loaded load.

  Therefore, conventionally, an apparatus and a method for estimating a mass corresponding to a vehicle weight including a loaded load from the equation of motion of the vehicle based on the driving force of the vehicle by the prime mover and the acceleration in the vehicle longitudinal direction are proposed. Has been.

  As this type of vehicle mass estimation device and vehicle mass estimation method, for example, in a start state in which a low frequency component resulting from a change in road gradient is removed from a vehicle acceleration and driving force signal, and the vehicle is at or above a predetermined acceleration A device that increases the estimation accuracy by estimating the weight is known (for example, see Patent Document 1).

  Further, the road surface gradient is calculated based on the moving distance of the vehicle and the altitude change obtained from GPS (Global Positioning System) sensor information, etc., and based on the road surface gradient and the vehicle speed, acceleration and output torque, There is also known one that estimates a vehicle weight using a vehicle equation of motion (for example, see Patent Document 2).

Japanese Patent Laid-Open No. 2002-81989 JP 2010-216856 A

  However, in the conventional vehicle mass estimation device and the vehicle mass estimation method as described above, the vehicle mass is calculated using the equation of motion of the vehicle based on the sequential instantaneous sensor value such as the detection signal of the acceleration sensor. Therefore, there is a problem that sufficient mass estimation accuracy cannot be obtained because it is always directly affected by sensor noise and measurement error.

  In addition, the processing load such as filter processing for removing noise from the detection signal of the acceleration sensor is large.

  Therefore, in the conventional vehicle, the vehicle mass is accurately estimated and the vehicle driving drive output (output of the power source for driving driving) is finely controlled to sufficiently satisfy the recent demands for fuel consumption and drivability. I couldn't respond.

  Accordingly, an object of the present invention is to provide a vehicle mass estimation device and a vehicle mass estimation method that can accurately estimate the vehicle mass.

  In order to achieve the above object, a vehicle mass estimation device according to the present invention is a vehicle mass estimation device that estimates a mass corresponding to a vehicle weight including a loaded load while the vehicle is traveling, and includes a travel drive source of the vehicle. Based on detection information of the traveling state detection unit that detects a traveling state including an output and a vehicle speed, and the traveling state detection unit within a mass estimation period that satisfies a preset estimation permission condition, the traveling drive within the mass estimation period An energy calculation unit for calculating a work amount due to the output of the source and a resistance work amount due to the running resistance of the vehicle within the mass estimation period; and a work amount due to the output of the travel drive source and the resistance work amount Based on the input work used to drive the vehicle within the mass estimation period and the amount of change in the mechanical energy of the vehicle within the mass estimation period, A mass calculation unit for calculating both the mass, those provided with.

  With this configuration, in the vehicle mass estimation device of the present invention, a vehicle that is not easily affected by instantaneous sensor noise or the like based on detection information within a mass estimation period in which an estimation permission condition set in advance during vehicle travel is satisfied. The mass of the vehicle is estimated based on the input work amount and the amount of change in mechanical energy. As a result, the mass of the vehicle can be estimated with high accuracy.

  In addition, the estimation permission condition and the mass estimation period are such that the input work of the vehicle during the mass estimation period and the change in the mechanical energy of the vehicle according to the input work can be equally related according to the law of conservation of energy. By setting the length, the mass of the vehicle can be accurately calculated.

  The vehicle mass estimation apparatus of the present invention further includes a transient state passage determination unit that determines whether or not the estimation permission condition is satisfied over a predetermined time based on detection information of the traveling state detection unit, and the transient state passage On condition that the determination unit determines that the estimation permission condition has been satisfied for the predetermined time, the energy calculation unit performs a work based on the output of the travel drive source within the mass estimation period after the predetermined time has elapsed. The mass calculation unit calculates the input work amount of the vehicle within the mass estimation period by integrating the work amount and the resistance work amount due to the output of the traveling drive source. You may make it do.

  In this way, a transient state that is likely to cause an estimation error in a short time when the estimation permission condition is satisfied is less than a predetermined time is not included in the mass estimation period, and the estimation accuracy is improved. In addition, the amount of work and resistance work by the output of the travel drive source within the mass estimation period after the lapse of a predetermined time (after passing through the transient state) are integrated, making it less susceptible to instantaneous sensor noise and other effects It becomes.

  In the vehicle mass estimation device of the present invention, the estimation is performed on the condition that at least the vehicle speed of the vehicle is equal to or lower than a predetermined vehicle speed and an absolute value of an output of the travel drive source is equal to or higher than a predetermined value. An estimation permission condition determination unit that determines that the permission condition is satisfied, and determines that the estimation permission condition is not satisfied, on the condition that the vehicle is braked by at least a solid friction brake installed in the vehicle; It may be provided.

  With this configuration, it is possible to set an estimation permission condition and a mass estimation period in which a change in the mechanical energy of the vehicle according to the input work load, in particular, a change in the kinetic energy corresponding to the vehicle speed is more accurately generated, and the mass estimation accuracy can be improved. it can. The absolute value of the output of the travel drive source is greater than or equal to a predetermined value, not only when the output in the travel drive direction corresponding to the acceleration request is greater than a certain value, but also when the engine brake, exhaust brake, regeneration The case where the absolute value of the output torque in the braking direction accompanying the operation of the brake or the like is a certain value or more is included.

  In the vehicle mass estimation device of the present invention, the running state detection unit detects the altitude of the vehicle, and the energy calculation unit at least at both the start time point and the end time point of the mass estimation period. Each corresponding value corresponding to a value obtained by dividing the kinetic energy according to the vehicle speed and the potential energy according to the altitude of the vehicle by the mass may be calculated.

  In this case, not only the kinetic energy of the vehicle, but also the amount of change in potential energy can be accurately grasped after accurately grasping their corresponding values, and the mass energy estimation (corresponding value) can be accurately grasped. Accuracy is improved.

  In the vehicle mass estimation apparatus of the present invention, the mass of the vehicle calculated by the mass calculation unit is read out and stored in a rewritable manner, and the mass of the vehicle is calculated by the mass calculation unit. The reliability of the calculated mass value of the vehicle based on the detected value of the running state detection unit or the calculated value calculated by the energy calculation unit within the mass estimation period. An estimated value reliability determining unit that determines the presence or absence of sex, and a memory that selectively rewrites and updates the mass value of the vehicle stored in the mass storage unit according to a determination result of the estimated value reliability determining unit The value update process part may be further provided.

  With this configuration, the estimated mass value can be updated in a timely manner while the vehicle is traveling. For example, even if the loaded load changes significantly while the vehicle is stopped, the estimated mass value can be updated to the latest value when the vehicle immediately travels. .

  In the vehicle mass estimation device of the present invention, the travel state detection unit detects an output from an electric motor mounted on the vehicle so as to be able to regenerate power as at least a part of an output of the travel drive source of the vehicle, An energy calculation part may calculate the work amount by the output from the said motor in the said mass estimation period.

  With this configuration, it is possible to accurately estimate the mass of a vehicle in which at least a part of the traveling drive source is configured by an electric motor that can generate power.

  A vehicle mass estimation method according to the present invention is a vehicle mass estimation method for estimating a mass corresponding to a vehicle weight including a loaded load while the vehicle is traveling, and includes a travel including an output of a travel drive source of the vehicle and a vehicle speed. The travel drive within a preset unit time on condition that a preset estimation permission condition is satisfied during the travel of the vehicle based on a travel state detection step for detecting a state and detection information of the travel state An energy calculation step for calculating a work amount due to the output of the source and a resistance work amount due to the running resistance of the vehicle within the unit time, and a change in altitude of the vehicle at the time of execution of the energy calculation step The altitude calculation step, the work by the output of the travel drive source and the resistance work are integrated over a predetermined integration time, and the predetermined integration time is handled. The input work used for driving the vehicle within the mass estimation period, and the amount of change in the mechanical energy of the vehicle accompanying the change in the vehicle speed and the altitude within the mass estimation period according to the input work And a mass calculating step for calculating the mass of the vehicle based on the above.

  With this configuration, in the vehicle mass estimation method of the present invention, by using detection information within a mass estimation period in which a preset estimation permission condition is satisfied, mass estimation that is not easily affected by instantaneous sensor noise or the like is used. By estimating the mass of the vehicle based on the input work amount of the vehicle and the amount of change in mechanical energy within the period, the mass of the vehicle can be accurately calculated.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle mass estimation apparatus and vehicle mass estimation method which can estimate a vehicle mass accurately can be provided.

It is traveling state explanatory drawing of the vehicle carrying the vehicle mass estimation apparatus which concerns on one Embodiment of this invention. 1 is a configuration diagram of a vehicle travel drive control system equipped with a vehicle mass estimation device according to an embodiment of the present invention. It is a block block diagram of hybrid ECU which comprises the vehicle mass estimation apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows the procedure of the mass estimation process in the vehicle mass estimation apparatus which concerns on one Embodiment of this invention. (A) is action explanatory drawing which shows the driving | running | working state at the time of uphill driving | running | working of the vehicle carrying the vehicle mass estimation apparatus which concerns on one Embodiment of this invention, (b) is a vehicle which concerns on one Embodiment of this invention. It is effect | action explanatory drawing which shows the driving state at the time of the downhill driving | running | working of the vehicle carrying a mass estimation apparatus.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings.

  1 to 3 show a vehicle mass estimation apparatus according to an embodiment of the present invention and a vehicle travel drive control system including the apparatus.

  First, the configuration of the present embodiment will be described.

  As shown in FIGS. 1 and 2, the vehicle 1 of the present embodiment is a relatively large truck, and the vehicle 1 is a main body frame 5 supported by a front wheel 2 and a plurality of rear wheels 3. It has a cab 6 as a driver's cab and a box-shaped cargo bed 7. Further, the vehicle 1 includes a hybrid travel drive unit 11 from the front side along the main body frame 5, a propeller shaft 12 that transmits the output to the rear wheel 3 side, and the propeller shaft 12 and the rear wheel 3. A differential device 13 and left and right drive shafts 14L and 14R interposed therebetween are provided. The vehicle 1 further includes a well-known suspension device (not shown), a fuel tank, a steering mechanism, a service brake that is a solid friction brake device, and the like.

  A travel drive unit 11 that is a travel drive source (a power source for travel drive) of the vehicle 1 includes an engine 21, an auto clutch 22, a motor 23, an AMT (Automated Manual Transmission) 24, a high voltage battery 25, and an inverter 26. Has been.

  The engine 21 is a multi-cylinder internal combustion engine, for example, a 4-cycle diesel engine.

  The auto clutch 22 has a function of connecting the output shaft of the engine 21 and the main shaft of the motor 23 so as to be able to transmit power, and disconnecting the connection. Although not shown in detail, the auto clutch 22 is a slave cylinder that performs clutch operation. Connection / disconnection can be switched by controlling supply / discharge of fluid pressure to / from the clutch master cylinder.

  The motor 23 is a motor generator that has both a function of an electric motor that converts supplied electric power into rotational power and outputs it, and a function of a generator that converts input rotational power into electric power and outputs it. When this motor 23 functions as an electric motor, it can drive the vehicle 1 while the engine 21 is stopped or rotational power that assists the output of the engine 21 in order to drive the engine 21 in a driving range with high fuel efficiency. Rotational power can be output. Further, the motor 23 outputs a braking torque to the rear wheel 3 side in cooperation with the inverter 26 when the regenerative brake of the vehicle 1 is operated, operates as a generator, and can regenerate power to the high-voltage battery 25.

  The AMT 24 is a known transmission mounted integrally with the motor 23 on the main body frame 5 and incorporates a multi-stage gear transmission mechanism similar to the manual transmission so as to be automatically controllable, and cooperates with the auto clutch 22. Thus, a multi-stage smooth shifting operation can be performed.

  The high voltage battery 25 is a secondary battery that can supply electric power to the motor 23 and can store electric power regenerated by the motor 23. The inverter 26 has a function of boosting the voltage of the high-voltage battery 25 and converting it to the three-phase AC of the motor 23. The high voltage battery 25 and the inverter 26 are the same as those normally mounted on a large hybrid vehicle.

  The traveling drive unit 11 is controlled by the control device 30 shown in FIGS.

  The control device 30 includes a plurality of electronic control units, for example, a hybrid ECU 31, an engine ECU 32, a battery ECU 33, and another ECU 34.

  The hybrid ECU 31 calculates a total output value of the travel drive unit 11 according to at least an acceleration request from the driver, and based on the current vehicle speed, engine speed, and the like, driving conditions in which the travel drive unit 11 has high energy efficiency. The torque Te required for the engine 21 and the torque Tm required for the motor 23 are sequentially calculated so that The torque Te is output as a command value to the engine ECU 32, and the torque Te is input as a command value to a built-in MG control unit 61 described later.

  The engine ECU 32 incorporates various programs and maps that control the output of the engine 21 based on the required torque Te. When the engine ECU 32 receives a command value for the torque Te, the engine ECU 32 calculates the fuel injection amount and the injection timing corresponding to the command value, and controls the engine 21.

  The battery ECU 33 constantly monitors the discharge amount and the regeneration amount of the high voltage battery 25, calculates an SOC (State Of Charge) [%] corresponding to the charge amount ratio with respect to the total battery capacity of the high voltage battery 25, and outputs it to the hybrid ECU 31. To do.

  The hybrid ECU 31 controls the drive output by the motor 23 and the regenerative braking operation so that the SOC fluctuation range is maintained within a range suitable for the life of the high-voltage battery 25 and reliability. .

  Although not shown in detail, the other ECUs 34 are a plurality of ECUs that control, for example, brake control, skid control, steering control, and other controls.

  The hybrid ECU 31 can execute antilock brake control and traction control for suppressing idling of the rear wheel 3 in cooperation with, for example, the brake ECU or the skid ECU among the other ECUs 34. For example, the hybrid ECU 31 cooperates with the skid ECU to generate a driving force due to a tire slip or the like on a low μ road based on detection information such as a wheel speed sensor that detects the rotational speeds of the left and right drive shafts 14L and 14R. By changing the output torque of the motor 23 when it starts to fluctuate, it is possible to execute control to accurately transmit the driving force according to the driver's acceleration request operation to the road surface.

  More specifically, the hybrid ECU 31 includes a CPU 41, a RAM 42, a ROM 43, a backup memory 44, an input interface circuit 45, an output interface circuit 46, and a communication interface circuit 47 for CAN communication.

  The CPU 41 calculates, for example, a total output value of the travel drive unit 11 while exchanging data with the RAM 42 in accordance with a hybrid control program stored in advance in the ROM 43, and further calculates the current vehicle speed V and transmission input rotation. Based on the sensor information such as the speed ωinput and the information of the map M1 in the backup memory 44 relating to the engine performance of the engine 21 and the characteristics of the motor 23, the engine 21 is set to have an operating condition with high energy efficiency of the travel drive unit 11. A command value for the required torque Te and the torque Tm required for the motor 23 is calculated. Then, the command value of the calculated torque Te is output to the engine ECU 32, and the command value of the motor torque Te is taken into the built-in MG control unit 61.

  The backup memory 44 is a memory capable of holding stored information even when the CPU 41 is stopped, and is constituted by, for example, an EEPROM.

  The input interface circuit 45 includes, for example, an accelerator opening sensor 51, a vehicle speed sensor 52, a shift switch 53, a transmission input rotation speed sensor 54, a brake switch 55, and a brake hydraulic pressure sensor as a sensor group for detecting the traveling state of the vehicle 1. 56, G sensor 57 (acceleration sensor) and GPS sensor 58 are connected. The detection information from these sensor groups 51 to 58 is taken into the CPU 41.

  The output interface circuit 46 is connected to the auto clutch 22, the AMT 24, the inverter 26, and the like. A request for connection or disconnection of the auto clutch 22, a shift command to the AMT 24, a torque command value Tm required for the motor 23, etc. Is output from the CPU 41.

  The communication interface circuit 47 is connected to an engine ECU 32, a battery ECU 33, another ECU 34, and the like. For example, a torque command value Te is output from the CPU 41 to the engine ECU 32, and the engine rotational speed, the intake air temperature, etc. are output from the engine ECU 32 to the CPU 41. Entered. In addition, the battery ECU 33 and other ECUs 34 communicate information regarding necessary control values and detected values.

  The ROM 43 stores a plurality of other control programs that cooperate with the hybrid control program. The backup memory 44 stores a hybrid control program and other control programs (hereinafter collectively referred to as a plurality of control programs). Various setting values and maps used in the control program are stored.

  The CPU 41 constitutes a plurality of functional units as shown in a functional block diagram in FIG. 3 by a plurality of control programs in the ROM 43. That is, the CPU 41 functionally includes the traveling state detection unit 62, the first condition determination unit 63, the second condition determination unit 64, the environment information detection unit 65, the driving source output work amount in addition to the MG control unit 61 described above. A calculation unit 66, a resistance work calculation unit 67, a mechanical energy calculation unit 68, and a mass calculation unit 69 are configured.

And CPU41 functions as a vehicle mass estimation apparatus which estimates mass mv corresponding to the vehicle weight including the loading load of the vehicle 1 during driving | running _{| working} of the vehicle 1 by having these several function parts 62 thru | or 68. It is like that. Further, the RAM 42 has a work memory area capable of sequentially storing detection information necessary for calculating the mass estimated value and a value calculated based on the detection information while the CPU 41 functions as a vehicle mass estimation device. ing.

  The travel state detection unit 62 detects the output of the travel drive unit 11 based on at least the torque Tm from the MG control unit 61 and the inverter 26 and information on the motor rotation speed as detection information indicating the travel state of the vehicle 1. The vehicle speed V and the vehicle acceleration are detected on the basis of a wheel speed detection signal from a vehicle speed sensor 52 composed of a wheel speed sensor.

  As other detection information, the traveling state detection unit 62 determines the accelerator opening from the detection signal of the accelerator opening sensor 51, the shift position or the shift direction required for the AMT 24 from the detection signal of the shift switch 53, and the transmission input. The input shaft rotational speed ωinput of the AMT 24 is detected from the detection signal of the rotational speed sensor 54. Further, the running state detection unit 62 determines whether or not the normal foot brake, which is a service brake, is depressed from the detection signal of the brake switch 55, the brake hydraulic pressure from the detection signal of the brake hydraulic pressure sensor 56, and the detection signal of the G sensor 57. Thus, acceleration in the vertical direction due to road surface unevenness, road surface gradient and altitude are detected, and the current position is detected from a detection signal of the GPS sensor 58. In addition, the GPS sensor 58 can also be used for detection of road surface gradient and altitude.

  The first condition determination unit 63 determines whether or not an estimation permission condition set in advance during traveling of the vehicle 1 is established based on the traveling state of the vehicle 1 detected by the traveling state detection unit 62. For example, when all of the following conditions (C1) to (C5) are satisfied, it is determined that the estimation permission condition is satisfied.

(C1) The brake switch 55 is OFF (a state where no pedal force is applied to the brake pedal) or the brake switch 55 is ON (a state where a pedal force is applied to the brake pedal). Is less than the specified hydraulic pressure and the amount of heat energy conversion by the service brake is very small,
(C2) The vehicle speed V (km / h) is equal to or less than a preset specified value;
(C3) The auto clutch 22 is in a connected or disconnected state and is not in the middle of switching,
(C4) The parking brake is not activated,
(C5) The absolute value of the output torque of the travel drive unit 11 represented by the sum of the torques Te and Tm is greater than or equal to a predetermined value, specifically, the output torque value is the lower limit allowable torque during acceleration. It is greater than or equal to Trq_Acc (Te + Tm ≧ Trq_Acc), or the output torque value is equal to or less than the allowable upper limit torque Trq_Dec during deceleration (Te + Tm ≦ Trq_Dec).

  In addition, the first condition determination unit 63 also determines that the travel state has a mass estimation error when the estimation permission condition is satisfied for only a short time based on the detection information of the travel state detection unit 62 when the above-described estimation permission condition is satisfied. It also has a function of a transient state passage determination unit that determines whether it is out of a transient state that is easy to invite, that is, whether or not it has passed through the transient state.

  The determination as to whether or not the traveling state of the vehicle 1 is out of the above-described transient state is repeatedly performed, and from the time when all of the conditions (C1) to (C5), which are estimation permission conditions, are satisfied while the vehicle 1 is traveling. For the first time after a predetermined time, it is determined whether or not the estimation permission condition has been satisfied for a predetermined time from the time when the estimated permission condition is satisfied, and for the second and subsequent times, it is determined whether or not the estimated permission condition has been satisfied for a predetermined time or more.

  Specifically, when the estimation permission condition is satisfied while the vehicle is traveling, the first condition determination unit 63 sets the condition (with a predetermined repetition period until a predetermined time, for example, 2 seconds elapses from the time when the estimation permission condition is satisfied. Whether or not all of C1) to (C5) are satisfied is repeatedly determined, and it is determined whether or not the estimation permission condition has been satisfied over a predetermined time. The first condition determination unit 63 also determines whether all of the conditions (C1) to (C5) are satisfied until the estimated permission condition is not satisfied even after a predetermined time has elapsed from the time when the estimated permission condition is satisfied. Is repeatedly determined.

  The second condition determination unit 64 satisfies the estimation permission condition for a predetermined time from the time when the estimation permission condition is satisfied based on the detection information in the traveling state detection unit 62 and the information on the determination result in the first condition determination unit 63. When it is determined that it has continued, it is determined whether or not all of the conditions (C1) to (C5), which are estimation permission conditions, continue to be established over the mass estimation period after the elapse of a predetermined time. The mass estimation period here is, for example, 5 seconds.

  Specifically, the second condition determination unit 64 continues to satisfy the estimation permission condition for a predetermined time or more from the time when the estimation permission condition is satisfied, and the first condition determination unit 63 establishes the estimation permission condition at a predetermined repetition period. It is determined that the estimation permission condition has continued to be satisfied for a predetermined time or more than a predetermined time from the time point, and every time the later-described sequential energy calculation and calculation value integration process ends, the predetermined integration time from the elapse of the predetermined time described above. It is determined whether the mass estimation period has elapsed (details will be described later).

  The mass estimation period and the predetermined time are set in advance as fixed values, and are stored and stored in the ROM 43, respectively. However, the mass estimation period may be a time that is variably set according to the traveling state of the vehicle 1, and in this case, the second condition determination unit 64 may have a function of variably setting the mass estimation period. .

  When the first condition determination unit 63 determines whether the conditions (C1) to (C5), which are estimation permission conditions, are satisfied, at least the vehicle speed V is equal to or lower than a predetermined vehicle speed, and the absolute output of the traveling drive unit 11 is absolute. It is determined that the estimation permission condition is satisfied on the condition that the value is equal to or greater than a predetermined value set in advance, and is estimated on the condition that the vehicle 1 is braked by at least a solid friction brake installed in the vehicle 1 It is determined that the permission condition is not satisfied.

  For example, the environment information detection unit 65 calculates the uneven height of the road surface, the road surface gradient angle θ, and the altitude from the detection signal of the G sensor 57, or detects the current position of the vehicle 1 from the detection signal of the GPS sensor 58. It has become. In the backup memory 44, a map M2 for altitude calculation or altitude correction by the environment information detection unit 65 is stored.

  Further, the environment information detection unit 65 takes in the intake air temperature from the engine ECU 32, and based on the intake air temperature and the altitude, refers to the map M3 that stores the air density corresponding to the air temperature at each stepwise altitude. The density ρ is calculated. The air pressure p at the current location may be estimated from the temperature (t) or the altitude, and the air density ρ may be calculated (ρ≈1000p / {2.87 (t + 273.15)}).

ここで、Ｔｅは、エンジン出力トルク、Ｔｍは、モータ出力トルク、ω_{ｉｎｐｕｔ}は、変速機入力回転速度（ＡＭＴ２４の入力軸の角速度）、ｇ_ｔｍは、選択されているトランスミッションギヤ比、η_ｔｍ（ｇ_ｔｍ）は、トランスミッションギヤ伝達効率（変速ギヤ比ｇ_ｔｍにおける伝達効率）、ｇ_ｄｉｆｆは、ディファレンシャルギヤ比、η_ｄｉｆｆは、ディファレンシャルギヤ伝達効率である。 The drive source output work amount calculation unit 66 is a case where the first condition determination unit 63 determines that the estimation permission condition has been satisfied for a predetermined time or more from the time when the estimation permission condition is satisfied. Thus, when Te + Tm ≧ 0, the work amount W _{p_sum} made by the output of the traveling drive unit 11 in the current mass estimation period is calculated by the following equation (1). That is, the drive source output work amount calculation unit 66 calculates the sequential work amount W _p made by the output of the travel drive unit 11 for every minute time set after passing through the transient state described above, and the work by integrating the amount _{W p} over a predetermined integration time to time t end, and calculates the workload _{W p_sum.}

Here, Te is the engine output torque, Tm is the motor output torque, ω _input is the transmission input rotational speed (angular speed of the input shaft of the AMT 24), g _tm is the selected transmission gear ratio, η _tm ( g _tm ) is the transmission gear transmission efficiency (transmission efficiency at the transmission gear ratio g _tm ), g _diff is the differential gear ratio, and η _diff is the differential gear transmission efficiency.

The backup memory 44 includes a vehicle front projection area A, an air resistance coefficient C _D , an inertia moment Je of the engine 21, an inertia moment Jm of the motor 23, a wheel inertia moment J _wh , a rolling resistance coefficient μ _rot , and the number of shift stages. Transmission gear ratio g _tm , transmission gear transmission efficiency η _tm (g _tm ), differential gear ratio g _diff , differential gear transmission efficiency η _{diff and the} like are written in advance.

ここで、Ｔｅ＋Ｔｍ＜０であるが、式中の各パラメータは、式（１）と同様である。 The drive source output work amount calculation unit 66 is a case where the first condition determination unit 63 determines that the estimation permission condition has been satisfied for a predetermined time or more from the time when the estimation permission condition is satisfied, and the vehicle 1 regenerates. When the vehicle is in a deceleration state using the brake or the engine brake and the regenerative brake together, and Te + Tm <0, the work amount W generated by the output of the travel drive unit 11 in the current mass estimation period is obtained by the following equation (2). _{Loss_sum} is calculated. That is, at this time, the drive source output work amount calculation unit 66 calculates the sequential work amount W _loss made by the output of the traveling drive unit 11 for each preset minute time, and also calculates the work amount W _loss as the time. The work amount W _{loss_sum} is calculated by integrating over a predetermined integration time until tend.

Here, Te + Tm <0, but each parameter in the equation is the same as in equation (1).

That is, the drive source output work amount calculation unit 66 is based on the detection information of the traveling state detection unit 62 within the mass estimation period after the above-described predetermined time has elapsed, and the traveling drive unit is within the mass estimation period where Te + Tm ≧ 0. the amount of work done by the output of 11 _{W P_sum,} or has become a first energy calculating unit for calculating a work amount _{W Loss_sum} made by the output of the traveling drive unit 11 in the mass estimation period to be Te + Tm <0.

  The resistance work calculation unit 67 calculates a loss work caused by air resistance (drag from the front) which is the main running direction resistance of the vehicle 1 and rolling resistance of the rear wheel 3.

ここで、ρは、空気密度、Ａは、車両前面投影面積、Ｃ_Ｄは、空気抵抗係数、ｘは、移動距離で、ドット付のｘは、前述の車速Ｖと同様に車速センサ５２からの車輪速検出信号を基に検出される車速である。 That is, the resistance work amount calculation unit 67 calculates the resistance work amount W _{air_} resulting from the air resistance for each minute time set in advance by, for example, the following equation (3), and calculates the resistance work amount W _{air_} for the time tend. The work of resistance W _{air_sum} resulting from the air resistance within the mass estimation period is calculated over a predetermined integration time.

Here, [rho is the air density, A is the vehicle frontal projected area, C _D is the air resistance coefficient, x is the moving distance of the dotted x is from a vehicle speed sensor 52 similar to the vehicle speed V described above This is the vehicle speed detected based on the wheel speed detection signal.

この式中で、ｍ_ｖは、車両質量、μ_ｒｏｔは、転がり抵抗係数、ｇは、重力加速度、ドット付のｘは、車速である。 In addition, the resistance work calculation unit 67 calculates the resistance work W _rot caused by the rolling resistance F _rot of the plurality of rear wheels 3 in the mass estimation period as a vehicle mass m _v that includes the load of the vehicle 1. The divided value (W _rot / m _v ) is calculated by the following equation (4) as a corresponding value of the resistance work W _rot . The rolling resistance F _rot is generated according to the vehicle weight and the rolling resistance coefficient of the rear wheel 3.

In this formula, _{m v} is the vehicle mass, mu _rot is rolling resistance coefficient, g is the gravitational acceleration, the x of dotted, is the vehicle speed.

この式中で、Ｊｅは、エンジン２１の慣性モーメント、Ｊｍは、モータ２３の慣性モーメント、ω_{ｉｎｐｕｔ_ｅｎｄ}は、質量推定期間終了時点の変速機入力回転速度、ω_{ｉｎｐｕｔ_ｓｔ}は、質量推定期間開始時点の変速機入力回転速度、Ｊ_ｗｈは、車輪の慣性モーメント、ω_{ｔｉｒｅ_ｅｎｄ}は、質量推定期間終了時点の車輪回転速度、ω_{ｔｉｒｅ_ｓｔ}は、質量推定期間開始時点の車輪回転速度である。 Further, the resistance work calculation unit 67 calculates the resistance work W _pow spent for changing the rotational kinetic energy of the rotating system within the mass estimation period by the following equation (5).

In this equation, Je is the moment of inertia of the engine 21, _Jm is the moment of inertia of the motor 23, ω _{input_end} is the transmission input rotation speed at the end of the mass estimation period, and ω _{input_st} is the speed change at the start of the mass estimation period. The machine input rotational speed, J _wh is the inertia moment of the wheel, ω _{tire_end} is the wheel rotational speed at the end of the mass estimation period, and ω _{tire_st} is the wheel rotational speed at the start of the mass estimation period.

That is, the resistance work calculation unit 67, based on the traveling state detection information in the mass estimation period, the resistance work W _{air_sum} resulting from the air resistance (drag from the front) in the mass estimation period and the mass estimation period A value (W _rot / m _v ) corresponding to the resistance work W _rot caused by the rolling resistance F _rot of the plurality of rear wheels 3 and the resistance work W _pow spent for changing the rotational kinetic energy of the rotating system This is a second energy calculation unit that calculates.

この式中で、Ｖ_ｅｎｄは、質量推定期間終了時点の車速、Ｖ_ｓｔは、質量推定期間開始時点の車速、ｈ_ｅｎｄは、質量推定期間終了時点の標高、ｈ_ｓｔは、質量推定期間開始時点の標高である。 On the other hand, the mechanical energy calculation unit 68 corresponds to a change amount ΔE corresponding to a value (E / m _v ) obtained by dividing the change amount ΔE of the mechanical energy of the vehicle 1 by the mass m _v within the aforementioned mass estimation period. Is a third energy calculation unit that calculates the following equation (5).

In this equation, V _end is the vehicle speed at the _end of the mass estimation period, V _st is the vehicle speed at the start of the mass estimation period, h _end is the altitude at the _end of the mass estimation period, and h _st is the start time of the mass estimation period. Is the altitude.

質量算出部６９は、その質量推定期間内における投入仕事量と、その投入仕事量に応じた車両１の力学的エネルギの変化量ΔＥの対応値（ΔＥ／ｍ_ｖ）とに基づいて、次式（８）により、車両１の質量ｍ_ｖを算出するようになっている。

このように、質量計測装置として機能するＣＰＵ４１は、少なくとも質量推定期間の開始時点と終了時点の双方で、車両１の車速Ｖに応じた運動エネルギと、車両１の標高に応じた位置エネルギの対応値とを算出し、その算出の結果に基づいて、質量推定期間内における車両１の力学的エネルギの変化量ΔＥの対応値を算出することで、積載荷重を含む車両重量に対応する質量ｍ_ｖを算出する。 By the way, in the mass estimation period in which the estimation permission condition continues to hold after the lapse of the predetermined time, the energy conservation law as shown in the following formula (7) can be accurately established. In other words, according to the equation introduced amount of work is used to drive the vehicle 1 in the weight estimation period (7) in _{(W p_sum + W loss_sum -W air_sum} -W rot -W pow), mechanical energy of the vehicle 1 The estimation permission condition and the mass estimation period are set so that changes (changes in kinetic energy and potential energy) occur.

Based on the input work amount during the mass estimation period and the corresponding value (ΔE / m _v ) of the change amount ΔE of the mechanical energy of the vehicle 1 according to the input work amount, the mass calculation unit 69 represents the following equation. From (8), the mass m _v of the vehicle 1 is calculated.

As described above, the CPU 41 functioning as the mass measuring device corresponds to the kinetic energy corresponding to the vehicle speed V of the vehicle 1 and the potential energy corresponding to the altitude of the vehicle 1 at both the start time and the end time of the mass estimation period. And the corresponding value of the change amount ΔE of the mechanical energy of the vehicle 1 within the mass estimation period based on the calculation result, the mass m _v corresponding to the vehicle weight including the loaded load Is calculated.

The value of the mass _{m v} calculated by the weight calculation unit 69 of the CPU41 is, readable output to MG control unit 61 by the RAM 42, and is rewritable storage. The RAM 42 has a storage area that functions as a mass storage unit.

First condition determination unit 63 and a second condition determination unit 64 of the CPU41 further when the mass m _v of the vehicle 1 is calculated by the mass calculation unit 69, one of the traveling state detector 62 in a mass estimation period Based on the detected value, or any one calculated by any one or more of the drive source output work amount calculation unit 66, the resistance work amount calculation unit 67, and the mechanical energy calculation unit 68, which is an energy calculation unit. based on the calculated value, and has a function as the estimate reliability determination unit determines the presence or absence of reliability of the calculated vehicle 1 mass m _v.

The first condition determination unit 63 and a second condition determination unit 64, in accordance with the determination result as the estimated value reliability determining unit, and overwrites the value of the mass m _v being rewritable stored by RAM42 An update determination as to whether or not to update is executed.

Specifically, the first condition determination unit 63 and the second condition determination unit 64 change the acceleration acting on the vehicle 1 due to road surface unevenness based on the detection signal of the G sensor 57 within the mass measurement period. are cases, for example, when the standard deviation of the detected value of the G sensor 57 in the mass measurement period deviates from the allowable range set in advance, low reliability of the detected value of the G sensor 57, a mass m _v calculated this time It is determined that the reliability is low.

Further, the first condition determination unit 63 and the second condition determination unit 64 of the CPU 41 determine the road surface gradient angle (arc) based on the acceleration of the vehicle 1 calculated from the wheel speed detection signal of the vehicle speed sensor 52 and the acceleration detected by the G sensor 57. sin (detection acceleration of G sensor 57−acceleration) / g) is sequentially calculated. Then, the road surface gradient angle is multiplied by the moving distance to calculate the altitude difference caused by traveling during the mass measurement period. When the altitude difference (potential energy component) exceeds a predetermined value, the G sensor 57 detects the altitude difference due to the increase in the gradient. since the accuracy is increased estimation error decreases, it is determined that reliability is low mass m _v calculated this time.

さらに、ＣＰＵ４１は、質量算出部６９および第１条件判定部６３のいずれかにおいて、推定精度向上のため、質量ｍ_ｖの推定値としてとり得る値の上限値および下限値を設定し、とり得ない推定値が採用されることを排除するようになっている。 For the same reason, the first condition determination unit 63 and the second condition determination unit 64 have a high ratio of the potential energy component to the amount of change in the kinetic energy of the vehicle 1 due to the change in the vehicle speed. When the determination condition shown below is not satisfied, and the ratio of the loss energy component due to rolling resistance to the amount of change in kinetic energy of the vehicle 1 due to the change in vehicle speed is high, and the determination condition shown in the following equation (10) is not satisfied are each, poor S / N ratio of the detection signal, the reliability is low mass m _v calculated this time is determined.

Further, CPU 41 is in either weight calculation unit 69 and the first condition determination unit 63, for high accuracy, to set the upper limit and the lower limit of the possible values as an estimate of the mass m _v, not taken The estimation value is excluded from being adopted.

Specifically, the estimated value update determination in the first condition determining unit 63 and the second condition determining unit 64 is, for example, the reliability determination of the detection value of the G sensor 57 described above, the reliability determination based on the altitude difference, and the equation (9) ), (it is determined that there is either the reliability of the determination S / N ratio with 10), further, the upper limit value of the estimated value can take a value of the mass _{m v} (MASS_H_LIM) less a by lower limit (MASS_L_LIM) When the four reliability determination conditions of the above values are satisfied, it is determined that the mass estimated value can be updated (MASS_UPDATE_ENA).

  When the first condition determination unit 63 and the second condition determination unit 64 determine that the mass estimated value can be updated, the CPU 41 overwrites and updates the current estimated mass value stored in the RAM 42. It has become. That is, the CPU 41 can estimate the mass that can be read and output to the MG control unit 61 (or another ECU 34) stored in the RAM 42 in accordance with the determination result of the first condition determining unit 63 as the estimated value reliability determining unit. It also functions as a stored value update processing unit for selectively rewriting and updating values.

As is clear from the above equations (1) and (2), the CPU 41 detects the outputs of the engine 21 and the motor 23 that are the driving source of the vehicle 1 by the driving state detection unit 62, and the energy calculation unit A drive source output work calculation unit 66, a resistance work calculation unit 67, and a mechanical energy calculation unit 68 calculate the work _{Wp_sum} by both the output from the engine 21 and the output from the motor 23 within the mass estimation period. calculate. Then, the work amount due to the output of the motor 23 within the mass estimation period is calculated as a part or all of the work amount W _{p_sum} .

The MG control unit 61 built in the CPU 41 is based on the mass m _v of the vehicle 1 estimated by the CPU 41 as the vehicle mass estimation device, and the driving drive output from the motor 23 of the engine 21 and the motor 23 and the driving based on the driving output. The travel drive control device controls the force Fp (see FIG. 1).

  Next, the processing procedure of vehicle mass estimation in this embodiment will be described based on FIG.

  The mass estimation process shown in FIG. 4 is started as soon as the control device 30 is activated by operating the ignition switch or the start switch, and is repeatedly executed. When the control device 30 is activated, a traveling state detection step is executed in which the traveling state detector 62 sequentially detects the vehicle traveling state including the output of the traveling drive unit 11 and the vehicle speed V.

  As shown in FIG. 4, in this mass estimation process, first, based on the detection information of the driving state by the driving state detection unit 62, the first condition determination unit 63 performs estimation permission conditions (the above-described conditions (C1) to (C5 It is determined whether or not all of ()) are satisfied (step S11).

  At this time, if the estimation permission condition is satisfied (in the case of TRUE in step S11), the estimation permission condition is continuously satisfied from the time when the estimation permission condition is satisfied by the estimation permission time counter built in the first condition determination unit 63. The estimated permission time (EST_ENA_TIME ++) corresponding to the remaining time is counted (step S12).

  Next, it is checked whether or not the estimated permission condition has reached a predetermined time set in advance or whether the estimated permission condition continues to be satisfied for a predetermined time or more (step S13) until the predetermined time is reached (step S13). In the case of FALSE in step S13), the process returns to the first estimation permission condition determination step (S11) and increments the estimated permission time (EST_ENA_TIME ++) (step S12).

  When the estimated permission time reaches a predetermined time set in advance, the first condition determining unit 63 determines all of the estimated permission conditions (the above-described conditions (C1) to (C5) based on the detection information of the traveling state detecting unit 62). ) Continues to hold for a predetermined time, and it is determined that the traveling state of the vehicle 1 has passed the transient state described above (in the case of TRUE in step S13).

That is, as a result of the transient state passage determination, when the behavior of the vehicle 1 is not in a transient state with a large estimation error and a reliable energy calculation is possible, the mass estimation period is entered and according to the above formulas (1) to (3) , Taking this as a unit time every minute time, the work amount W _p or W _loss due to the output of the travel drive unit 11 within the unit time and the resistance work amount W _air due to the travel resistance of the vehicle 1 within the unit time Are calculated (step S14; energy calculation step). Then, the calculated values of the work amount W _p or W _loss and the resistance work amount W _air within the current unit time are sequentially integrated with the calculated values up to the present time (step S15), and then the integration time (INTEGLAR_TIME ++) ) Is counted (step S16).

  Next, the second condition determination unit 64 determines whether or not the integration time has reached a predetermined integration time that is a preset mass estimation period (step S17). At this time, if the integration time has not reached the predetermined integration time that is the mass estimation period (in the case of FALSE in step S17), the process returns to the first estimation permission condition determination step (S11).

On the other hand, if the integration time (INTEGAL_TIME ++) has reached a predetermined integration time that is the mass estimation period (in the case of TRUE in step S17), the work amount W _p within the mass estimation period or the above formula (1) to (3) and integrated value _{W P_sum} or _{W Loss_sum} of W _loss, along with the calculation of the integrated value _{W Air_sum} resistor workload _{W air} is completed, to the above formula (4) there is no other energy calculated by (6) made, the formula ( The mass _mV is calculated by 8) (step S18).

  Next, the first condition determination unit 63 and the second condition determination unit 64 determine the reliability of the mass estimated value based on the travel state detection information after passing through the transient state (step S19), and obtain an updateable determination result. If it is determined (in the case of TRUE in step S19), the mass estimated value stored in the RAM 42 is selectively rewritten and updated (step S20).

  If no updatable determination result is obtained (in the case of FALSE in step S19), a stored value reset process is then performed in which all detection information and calculated values stored in the RAM 42 up to the current mass estimation period are erased. After the execution (step S21), the process returns to the first estimation permission condition determination step (S11).

In the mass estimation process according to the present embodiment, as described above, the mass after a predetermined time has elapsed on the condition that a preset estimation permission condition is satisfied for a predetermined time during vehicle traveling based on the detection information of the traveling state. During the estimation period, an energy calculation step is performed for calculating the work amount W _p or W _loss due to the output of the travel drive unit 11 and the resistance work amount W _air resulting from the travel resistance of the vehicle 1 for each minute time. An altitude calculating step for calculating the altitude h of the vehicle 1 is executed. Then, when the estimation permission condition continues to be satisfied for a predetermined integration time after a predetermined time elapses and the mass estimation period is confirmed (when TRUE in step S17 in FIG. 4), the travel drive unit 11 calculated within the mass estimation period is determined. charged amount of work is used to drive the vehicle 1 in the mass estimation period including the integrated value of the integrated value and the resistance workload _{W air} workload _{W p} or _{W loss} due to the output _{(W p_sum + W loss_sum -W air_sum} -W _rot -W _pow ) and the amount of change in the mechanical energy of the vehicle 1 with a change in the vehicle speed V and the altitude h within the mass estimation period according to the input work amount, Based on the relationship, a mass calculation step for calculating the mass m _{v of the} vehicle 1 is executed.

  Next, the operation of this embodiment will be described.

In the present embodiment configured as described above, when a preset estimation permission condition is continuously satisfied for a predetermined time, the vehicle 1 is traveling during a mass estimation period in which the estimation permission condition is continuously satisfied after the predetermined time has elapsed. As a period suitable for the mass estimation process of the vehicle, the vehicle mass based on the input work amount and the change amount of the mechanical energy of the vehicle 1 that is not easily affected by instantaneous sensor noise or the like using the detection information during that period. Estimate m _v . Therefore, the vehicle mass can be estimated with high accuracy.

Further, the estimation permission is allowed so that the input work amount used for driving the vehicle 1 during the mass estimation period and the change amount of the mechanical energy of the vehicle 1 according to the input work amount can be equally related according to the energy conservation law. By setting the conditions and the length of the above-described mass estimation period, which is the required duration, the vehicle mass _mv can be accurately calculated.

Furthermore, in this embodiment, the transient state in which the estimation permission condition is satisfied in a short time that is less than the predetermined time is likely to cause an estimation error is not included in the mass estimation period, and the mass estimation accuracy of the vehicle 1 is improved. In addition, the work amount W _p or W _loss and the resistance work amount W _air due to the output of the travel drive unit 11 for each minute time within the mass estimation period are integrated, thereby suppressing the influence of instantaneous sensor noise and the like. , the amount of introduced work (eg _{W p_sum -W air_sum -W rot -W pow} ) variation of mechanical energy of the vehicle 1 in accordance with, in particular more accurately calculate the change amount of the main kinetic energy corresponding to the vehicle speed V It becomes possible.

  In addition, in the present embodiment, the first condition determination unit 63 and the second condition determination unit 64 of the CPU 41 have at least the vehicle speed V equal to or lower than a predetermined vehicle speed, and the absolute value of the output of the travel drive unit 11 is equal to or greater than a certain value. It is determined that the estimation permission condition is satisfied on the condition, and it is determined that the estimation permission condition is not satisfied on the condition that the vehicle 1 is braked by at least the above-described solid friction brake. Therefore, the change amount of the mechanical energy of the vehicle 1 according to the input work amount can be calculated with higher accuracy.

Note that the output torque Te + Tm (≧ 0) of the travel drive unit 11 corresponding to an acceleration request exceeding a predetermined value is equal to or greater than a certain value, for example, during climbing or acceleration as shown in FIG. In this case, if the gradient resistance F _grad (= m _v · V · g · sin θ) based on the vehicle weight is small, the main running resistance of the vehicle 1 is the air resistance F _air from the front side in the running direction of the vehicle 1. (Drag) and rolling resistance _{Frot of the} rear wheel 3.

In addition, when the output torque Te + Tm of the travel drive unit 11 is <0 and the absolute value of the output torque Te + Tm exceeds a certain value, the vehicle 1 is in a deceleration state due to regenerative braking or engine braking and regenerative braking. When the vehicle is in the deceleration state to be used in combination, for example, when traveling downhill as shown in FIG. In this case, the output of the travel drive unit 11 includes an output component in the travel resistance direction according to the output torque and the rotational speed in the braking direction. Also, the gradient resistance F _grad has a negative value (reverse force) with respect to the arrow direction in the figure.

  In the present embodiment, the engine brake torque Te can be ignored when the output torque Te + Tm of the travel drive unit 11 is <0 and the auto clutch 22 is in the disengaged state. Therefore, the mass estimation accuracy can be increased by executing the mass estimation process within the period. Further, the magnitude of the torque Te when the output of the engine 21 is in the engine braking direction (torque Te <0) is mapped from, for example, the cooling water temperature and the engine speed that affect the lubricating oil viscosity of the engine 21. The torque Te can be accurately calculated with a low processing load.

  In this embodiment, since the corresponding value of the change amount ΔE of the mechanical energy is calculated after accurately grasping the change amount of the rotational kinetic energy of the rotating system of the vehicle 1, the mass estimation accuracy is good.

  Furthermore, in this embodiment, the estimated mass value during travel of the vehicle 1 can always be updated to the latest value, and the estimation accuracy can be increased. Further, even if the loaded load changes greatly while the vehicle 1 is stopped traveling, the estimated mass value can be updated during traveling immediately after that.

In the present embodiment, the MG control unit 61 can finely control the output of the travel drive source of the vehicle 1 based on the vehicle mass accurately calculated by the CPU 41 as the vehicle mass estimation device. In addition, since the work due to both the output of the engine 21 and the output of the motor 23 within the mass estimation period is calculated, in the vehicle 1 in which the travel drive unit 11 is of the hybrid drive system, the calculated vehicle mass m _v is based on the calculated vehicle mass m _v . In addition, the traveling drive output of the vehicle 1 can be accurately controlled.

In the vehicle mass estimation method of the present embodiment, detection information within a mass estimation period that satisfies a preset estimation permission condition is used, so that the vehicle mass estimation method is less susceptible to instantaneous sensor noise such as the G sensor 57. turned workload of the vehicle 1 (the above formula (in _{7) W p_sum + W loss_sum -W} air_sum + W rot -W pow) and mechanical energy (e.g., kinetic energy and potential energy of the vehicle 1 including the motion of the rotating system) By estimating the mass of the vehicle 1 based on the amount of change, the mass corresponding to the vehicle weight of the vehicle 1 can be accurately estimated.

  Thus, in this embodiment, a vehicle mass estimation apparatus and a vehicle mass estimation method that can accurately estimate the mass of the vehicle 1 can be provided.

  As a result, it is possible to finely control the travel drive output of the vehicle 1 based on the vehicle mass calculated with high accuracy, and to improve fuel consumption and drivability.

  In the above-described embodiment, the vehicle 1 is a hybrid drive system, but may be an electric vehicle that is driven and driven only by a motor. The present invention can also be applied to a vehicle that is driven and driven only by an engine, and the estimated mass in that case can be used, for example, for fuel injection correction of the engine.

  In one embodiment, the engine brake may be used together when the motor 23 operates as a regenerative brake. However, deceleration by an exhaust brake, an electromagnetic retarder, or the like may be performed.

  Furthermore, in addition to the sensor group described above, the running state detection unit 62 includes, for example, an automatic clutch on / off state on the power line, presence / absence of anti-skid control for suppressing idling of the driving wheel, fuel consumption priority mode and drivability priority. Any one of the selection positions of the mode selection switch that switches the modes may be detected.

  As described above, the vehicle mass estimation device and the vehicle mass estimation method according to the present embodiment can accurately estimate the vehicle mass, and the mass corresponding to the vehicle weight including the loaded load can be calculated by the vehicle running. It is useful for a vehicle mass estimation device and a vehicle mass estimation method that are estimated inside.

1 vehicle 3 rear wheel (drive wheel)
11 Traveling drive unit (traveling drive source)
21 Engine (Internal combustion engine)
22 Auto clutch 23 Motor (motor that can generate electricity, motor generator)
24 AMT (Automated transmission, transmission)
30 Control device 31 Hybrid ECU
41 CPU (vehicle mass estimation device)
42 RAM (mass storage unit)
51 Accelerator opening sensor 52 Vehicle speed sensor (wheel speed sensor)
54 Transmission input rotation speed sensor 55 Brake switch 57 G sensor (acceleration sensor)
58 GPS sensor 61 MG control unit 62 traveling state detection unit 63 first condition determination unit (estimation permission condition determination unit, transient state passage determination unit, estimated value reliability determination unit)
64 2nd condition determination part (mass estimation period progress determination part)
65 Environmental Information Detection Unit 66 Drive Source Output Work Volume Calculation Unit (Energy Calculation Unit)
67 Resistance work calculation unit (energy calculation unit)
68 Mechanical energy calculator (energy calculator, corresponding value calculator)
69 Mass calculation part θ Road slope angle

Claims (7)

A vehicle mass estimation device for estimating a mass corresponding to a vehicle weight including a loaded load during travel of the vehicle,
A traveling state detection unit for detecting a traveling state including an output of a traveling drive source of the vehicle and a vehicle speed;
Based on the detection information of the traveling state detection unit within a mass estimation period in which a preset estimation permission condition is satisfied, the work amount due to the output of the traveling drive source within the mass estimation period, and the above-mentioned within the mass estimation period An energy calculator that calculates resistance work caused by the running resistance of the vehicle;
The input work used for driving the vehicle within the mass estimation period including the work due to the output of the traveling drive source and the resistance work, and the amount of change in the mechanical energy of the vehicle during the mass estimation period And a mass calculation unit for calculating the mass of the vehicle based on the above. A transient state passage determining unit that determines whether or not the estimation permission condition is satisfied for a predetermined time during traveling of the vehicle based on detection information of the traveling state detection unit;
On the condition that the estimation permission condition is determined to be satisfied over the predetermined time by the transient state passage determination unit, the energy calculation unit is configured to detect the travel drive source within the mass estimation period after the predetermined time. Calculate the work by output and the resistance work,
The mass calculation unit calculates the input work of the vehicle within the mass estimation period by integrating the work by the output of the travel drive source and the resistance work. The vehicle mass estimation apparatus described.   It is determined that the estimation permission condition is satisfied on the condition that at least the vehicle speed of the vehicle is equal to or lower than a predetermined vehicle speed and the absolute value of the output of the travel drive source is equal to or higher than a predetermined value, and at least the vehicle 2. An estimation permission condition determination unit that determines that the estimation permission condition is not satisfied on the condition that the vehicle is being braked by an installed solid friction brake. Item 3. The vehicle mass estimation device according to Item 2. The traveling state detection unit detects the altitude of the vehicle,
A value obtained by dividing the kinetic energy corresponding to the vehicle speed of the vehicle and the potential energy corresponding to the altitude of the vehicle by the mass, at least at both the start time and end time of the mass estimation period. 4. The vehicle mass estimation device according to claim 1, wherein corresponding values corresponding to are calculated. 5. A mass storage unit for storing the mass value of the vehicle calculated by the mass calculation unit so as to be read out and rewritable;
When the mass of the vehicle is calculated by the mass calculation unit, based on the detection value of the running state detection unit or the calculated value calculated by the energy calculation unit within the mass estimation period, An estimated value reliability determining unit that determines whether or not the calculated mass value of the vehicle is reliable;
A storage value update processing unit that selectively rewrites and updates the mass value of the vehicle stored in the mass storage unit in accordance with a determination result of the estimated value reliability determination unit; The vehicle mass estimation apparatus according to any one of claims 1 to 4. The travel state detection unit detects an output from an electric motor mounted on the vehicle so as to be able to regenerate power as at least a part of an output of a travel drive source of the vehicle,
The vehicle mass estimation apparatus according to any one of claims 1 to 5, wherein the energy calculation unit calculates a work amount based on an output from the electric motor within the mass estimation period. A vehicle mass estimation method for estimating a mass corresponding to a vehicle weight including a load when the vehicle is running,
A traveling state detecting step for detecting a traveling state including an output of a traveling drive source of the vehicle and a vehicle speed;
Based on the detection information of the traveling state, the amount of work by the output of the traveling drive source within a preset unit time on condition that a preset estimation permission condition is satisfied during traveling of the vehicle, and An energy calculating step for calculating a resistance work caused by the running resistance of the vehicle within a unit time;
An altitude calculating step for calculating a change in altitude of the vehicle during execution of the energy calculating step;
The amount of work used for driving the vehicle within a mass estimation period corresponding to the predetermined integration time by integrating the work by the output of the traveling drive source and the resistance work over a predetermined integration time, and the input A mass calculation step of calculating the mass of the vehicle based on the vehicle speed and the amount of change in mechanical energy of the vehicle that accompanies a change in altitude within the mass estimation period according to the amount of work. A vehicle mass estimation method.

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