JP2009029337A - Driving force control apparatus for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control apparatus for vehicle for setting a target driving force suited to feeling of a driver when a plurality of target driving forces are calculated according to each of a plurality of running environments in the driving force control apparatus for vehicle for controlling the driving force of the vehicle based on the plurality of running environments. <P>SOLUTION: The driving force control apparatus for vehicle for controlling the driving force of the vehicle based on a command value of the driving force to be set based on the plurality of running environments comprises a calculating means (S2) for calculating a plurality of target values of the driving forces according to each of a plurality of running environments (S1), a means (S3) for detecting intention of the driver, and a setting means for setting the command value based on the plurality of target values calculated by the calculating means. The setting means sets a first command value (S4, S6 to S8) based on the plurality of target values when the intention of the driver is a first state (S3-Y), and sets a second command value (S5, S6 to S8) when the intention of the driver is a second state (S3-N). <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device that controls the driving force of a vehicle based on a plurality of traveling environments.

  A technique is known in which a target driving force is calculated based on a traveling environment parameter, and the driving force is controlled based on the calculated target driving force. When there are a plurality of controls for controlling the driving force based on the travel environment parameter, it is necessary to adjust the target driving force calculated by each control and calculate the final target driving force.

  For example, it is conceivable to simply add the target driving force of each control. In this case, the target driving force may be offset. Moreover, even if priority is given to the target driving force calculated by any of the controls, it is not possible to determine which control is to be prioritized, and even if it is determined, there is a possibility that it will not match the driver's feeling.

  Japanese Patent Application Laid-Open No. 11-301307 (Patent Document 1) describes a constant driving force control device for a vehicle that controls the throttle opening of an engine in accordance with a driver's accelerator operation. If either one of the high speed driving will estimation means, the following driving will estimation means for estimating the driver's following driving intention, or the driver's constant speed driving intention and following driving intention is greater than a predetermined value, A driving intention greater than a predetermined value is selected, or if both of the two driving intentions are larger than a predetermined value, one of the two is determined using a predetermined relationship that is predetermined in relation to the vehicle speed and the inter-vehicle distance. Driving power of a vehicle comprising: a driving intention selecting unit that selects a driving intention; and a correcting unit that corrects the control of the throttle opening based on the driving intention selected by the driving intention selecting unit. Your device is disclosed.

  In Patent Document 1, the driver's intention is limited to a constant speed traveling intention and a following traveling intention, and cannot cope with driving force control corresponding to various traveling environment parameters.

Japanese Patent Laid-Open No. 11-301307

  In a vehicle driving force control device that controls the driving force of a vehicle based on a plurality of driving environments, when a plurality of target driving forces are calculated according to each of the plurality of driving environments, it matches the driver's feeling. It is desired that the target driving force can be set.

  It is an object of the present invention to drive a vehicle driving force control device that controls the driving force of a vehicle based on a plurality of driving environments when a plurality of target driving forces are calculated according to each of the plurality of driving environments. It is to provide a vehicle driving force control device capable of setting a target driving force that matches a person's sense.

  A vehicle driving force control device according to the present invention is a vehicle driving force control device that controls the driving force of a vehicle based on a command value of a driving force that is set based on a plurality of traveling environments. The command value based on the plurality of target values calculated by the calculating means, the means for detecting the driver's intention to drive, and the plurality of target values calculated by the calculating means, according to each driving environment. Setting means for setting the first command value when the driver's intention to travel is in a first state based on the plurality of target values, and the driving means The second command value is set when the person's intention to travel is in the second state.

  In the vehicle driving force control apparatus according to the present invention, the setting means extracts the target value that satisfies a predetermined condition that is predetermined based on the state of the driver's travel intention from the plurality of target values. The command value is set based on the extracted target value.

  In the vehicle driving force control device according to the present invention, the vehicle driving force control device includes means for estimating the driving direction of the driver, and the setting means is based on the plurality of the target values and the estimation result of the driving direction of the driver. The command value is set.

  In the vehicle driving force control apparatus according to the present invention, the setting means sets a maximum value among the plurality of target values as the command value when the driver's intention to travel is the first state, and the driving The minimum value of the plurality of target values is set as the command value when the person's intention to travel is in the second state.

  In the vehicular driving force control apparatus according to the present invention, the setting means sets the command value to a maximum value in the target value that is larger than a preset value when the driver's intention to travel is in the first state. And the minimum value of the target value smaller than the set value is set as the command value when the driver's intention to travel is in the second state.

  In the vehicle driving force control apparatus according to the present invention, the setting means sets a minimum value in the target value that is larger than a predetermined value when the driver's intention to travel is in the first state to the command value. The maximum value of the target value smaller than the set value is set as the command value when the driving intention of the driver is in the second state.

  In the vehicular driving force control apparatus according to the present invention, the setting means is based on an average value of the target values larger than a preset value when the driver's intention to travel is in the first state. A command value is set, and the command value is set based on an average value of the target values smaller than the set value when the driver's intention to travel is in the second state.

  In the vehicle driving force control apparatus according to the present invention, the set value is zero.

  In the vehicle driving force control apparatus according to the present invention, the set value is the driving force corresponding to an accelerator opening.

  According to the present invention, in a vehicle driving force control device that controls a driving force of a vehicle based on a plurality of traveling environments, driving is performed when a plurality of target driving forces are calculated according to each of the plurality of traveling environments. Target driving force can be set according to the user's sense.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 and 2. The present embodiment relates to a vehicle driving force control device that controls the driving force of a vehicle based on a plurality of traveling environments.

  In the vehicle of this embodiment, the driving force is controlled based on a plurality of travel environment parameters. The vehicle is provided with a plurality of means for increasing or decreasing the driving force of the vehicle in accordance with the respective travel environment parameters. In this case, it is necessary to adjust the target driving force of each control and calculate the final target driving force (command value of the driving force).

  For example, it is a case where the means for performing driving force control based on the distance between the host vehicle and the preceding vehicle and the means for performing driving force control according to the road gradient are provided. In this case, in a situation where the distance between the cars is clogged on the uphill road, the former control tries to increase the deceleration force because the distance between the cars is clogged, and the latter control tries to increase the driving force because it is an uphill road. In such a case, simply adding the target driving force of each control cancels the target driving force. Further, even if priority is given to either one of the target driving forces, it is not possible to determine which control is to be prioritized.

  In this embodiment, based on a criterion determined according to the accelerator opening from each target driving force of a plurality of means, selection and selection of means to be arbitrated are performed, and the result is the final target driving Power.

  More specifically, when (a plurality of) driving environment parameters are detected (step S1 in FIG. 1 described later), a plurality of target driving forces corresponding to each of the plurality of driving environment parameters are calculated (step S2 in FIG. 1). ). When the accelerator is ON (step S3-Y in FIG. 1), a positive (acceleration side) one is extracted from a plurality of target driving forces (step S4 in FIG. 1). On the other hand, when the accelerator is not ON (step S3-N in FIG. 1), a negative (deceleration side) one is extracted from the plurality of target driving forces (step S5 in FIG. 1).

  An average value of the extracted target driving forces is calculated (step S6 in FIG. 1), and a value closest to the average value among the extracted target driving forces is determined as the final target driving force (step in FIG. 1). S7, S8). That is, when the accelerator is ON (first state), a positive value is set as the final target driving force. When the accelerator is not ON (second state), the final target driving force is set. Negative value is set.

  Thereby, the driving force target value based on the driver's driving intention (traveling intention) is selected, and driving force control that matches the driver's feeling can be realized. Further, it is possible to prevent the problem that the target driving force is canceled when the respective target driving forces calculated by a plurality of means are simply added.

The configuration of the present embodiment is premised on the following configurations (1) and (2).
(1) Driving environment parameters (corners, preceding vehicles, road gradients, intersections, temporary stops, toll booths, signals, pedestrian crossings, pedestrian crossings, sightings, roads connected to motorways (combined paths, exit paths) Etc.) and a vehicle having at least two means for increasing or decreasing the driving force of the vehicle (downshift, automatic brake, regenerative brake, electronic control throttle, motor, exhaust brake, etc.).
(2) A vehicle including means for detecting an accelerator opening.

  FIG. 2 is a schematic configuration diagram of an apparatus according to the present embodiment. In FIG. 2, reference numeral 10 denotes a stepped automatic transmission, 40 denotes an engine, and 200 denotes a brake device. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration).

  The accelerator opening sensor 115 detects the operation amount (accelerator opening) of the accelerator pedal. The inter-vehicle distance measurement unit 101 has sensors such as a laser radar sensor or a millimeter wave radar sensor mounted on each of the front part and the rear part of the vehicle, and determines the inter-vehicle distance with the front vehicle and the inter-vehicle distance with the rear vehicle. Measure each.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The control circuit 130 inputs signals indicating detection results of the inter-vehicle distance measuring unit 101, the throttle opening sensor 114, the accelerator opening sensor 115, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90. In addition, a signal indicating the switching state of the pattern select switch 117 is input, and a signal from the navigation system device 95 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. A signal from each of the sensors 101, 114, 115, 116, 122, 123, 90, a signal from the switch 117, and a signal from the navigation system device 95 are input to the input port 134. The output port 135 is connected to the electromagnetic valve driving units 138a, 138b, 138c and the brake braking force signal line L1 to the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L1.

  The control circuit 130 includes a road gradient measurement / estimation unit 118 that measures or estimates a road gradient. The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 can store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The ROM 133 stores a program in which the operation (control step) shown in the flowchart of FIG. 1 is described in advance, and stores a shift control operation (not shown). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The brake device 200 is controlled by a brake control circuit 230 that receives a brake braking force signal SG1 from the control circuit 130, and brakes the vehicle. The brake device 200 includes a hydraulic control circuit 220 and braking devices 208, 209, 210, and 211 provided on the wheels 204, 205, 206, and 207 of the vehicle, respectively. Each of the braking devices 208, 209, 210, and 211 controls the braking force of the corresponding wheels 204, 205, 206, and 207 when the hydraulic pressure is controlled by the hydraulic control circuit 220. The hydraulic control circuit 220 is controlled by the brake control circuit 230.

  The hydraulic control circuit 220 performs brake control by controlling the braking hydraulic pressure supplied to each braking device 208, 209, 210, 211 based on the brake control signal SG2. The brake control signal SG2 is generated by the brake control circuit 230 based on the brake braking force signal SG1. The brake braking force signal SG1 is output from the control circuit 130 of the automatic transmission 10 and input to the brake control circuit 230. The brake force applied to the vehicle during the brake control is determined by a brake control signal SG2 generated by the brake control circuit 230 based on various data included in the brake braking force signal SG1.

  The brake control circuit 230 is configured by a known microcomputer and includes a CPU 231, a RAM 232, a ROM 233, an input port 234, an output port 235, and a common bus 236. A hydraulic control circuit 220 is connected to the output port 235. The ROM 233 stores an operation for generating the brake control signal SG2 based on various data included in the brake braking force signal SG1. The brake control circuit 230 controls the brake device 200 (brake control) based on each input control condition.

  The operation of the present embodiment will be described with reference to FIG.

  In step S1, the driving environment parameter is detected by the control circuit 130. Detected driving environment parameters include corners, preceding vehicles, road gradients, intersections, temporary stops, toll booths, signals, pedestrian crossings, pedestrian crossings, sightings, and roads connected to motorways (joint paths, exit Road). The control circuit 130 includes information output from the navigation system device 95, a signal indicating the detection result of the inter-vehicle distance measuring unit 101, image information captured by a camera (not shown), information acquired by inter-vehicle communication, road-to-vehicle communication, and the like. Based on this, the driving environment parameter is detected.

  Next, in step S <b> 2, the target driving force is calculated by the control circuit 130. Based on the driving environment parameters detected in step S1, target driving forces corresponding to the respective driving environment parameters are calculated.

  For example, when the vehicle is traveling in front of a corner, a target driving force for increasing the deceleration is calculated based on information related to the corner. Further, the target driving force is calculated so as to increase the deceleration when approaching the preceding vehicle or traveling on a downhill road. On the other hand, the target driving force is calculated so as to increase the driving force when the vehicle is separated from the preceding vehicle, when traveling on an uphill road, when traveling on a combined path, or the like. When all the target driving forces corresponding to the respective travel environment parameters are calculated, the process proceeds to step S3.

  In step S3, the control circuit 130 determines whether or not the accelerator is ON. In step S3, the driver's intention to accelerate or decelerate is determined based on the accelerator opening.

  As a result of the determination in step S3, if it is determined that the accelerator is on (step S3-Y), the process proceeds to step S4, and if not (step S3-N), the process proceeds to step S5.

  In step S4, the control circuit 130 extracts a positive one (acceleration value) from among the target driving forces calculated in step S2. When step S4 is executed, the process proceeds to step S6.

  In step S5, the control circuit 130 extracts a negative one (deceleration-side value) from among the target driving forces calculated in step S2. When step S5 is executed, the process proceeds to step S6.

  In step S6, the control circuit 130 calculates the average value of the target driving force extracted in step S4 or step S5.

  Next, in step S7, the control circuit 130 selects the target driving force closest to the average value calculated in step S6 from the target driving forces extracted in step S4 or step S5. For example, when it is determined that the accelerator is ON (step S3-Y), the target drive closest to the average value calculated in step S6 among the positive target drive forces extracted in step S4. Force is selected.

  Next, in step S8, the control circuit 130 determines the target driving force (based on the travel environment parameter) selected in step S7 as the final target driving force. The driving force can be controlled based on the determined final target driving force. The control of the driving force can be executed by means such as a downshift, an automatic brake, a regenerative brake, an electronic control throttle, a motor, and an exhaust brake, for example. When step S8 is executed, this control flow is returned.

  According to the present embodiment, when a plurality of target driving forces corresponding to each of a plurality of driving environment parameters are calculated (step S2), when the accelerator is in an ON state (step S3-Y), a plurality of target driving forces are calculated. Positive ones are extracted from the target driving force (step S4). On the other hand, when the accelerator is not ON (step S3-N), a negative one is extracted from a plurality of target driving forces (step S5).

  An average value of the extracted target driving forces is calculated (step S6), and a value closest to the average value among the extracted target driving forces is determined as a final target driving force (steps S7 and S8). Therefore, a positive value is set as the final target driving force when the accelerator is ON, and a negative value is set as the final target driving force when the accelerator is not ON.

  Thereby, the target value of the driving force based on the driving intention of the driver is selected, and driving force control that matches the driver's feeling can be realized. Further, it is possible to prevent the problem that the target driving force is canceled when the respective target driving forces calculated by a plurality of means are simply added.

(First modification of the first embodiment)
A first modification of the first embodiment will be described.

  In the first embodiment (FIG. 1), the extraction criterion when the target driving force that satisfies the criterion is extracted based on the accelerator opening is a positive value (step S4) or a negative value. (Step S5). In this modification, instead of this, extraction is performed depending on whether the value is larger than the driving force determined by the accelerator opening or smaller than the driving force determined by the accelerator opening.

  When the accelerator is in the ON state (step S3-Y), in step S4, among the target driving forces calculated in step S2 by the control circuit 130, the target driving larger than the driving force determined by the accelerator opening. Force is extracted.

  If the accelerator is not in the ON state (step S3-N), in step S5, among the target driving forces calculated in step S2 by the control circuit 130, the target driving force that is smaller than the driving force determined by the accelerator opening. Is extracted. Other operations are the same as those in the first embodiment.

  According to this modification, if the accelerator is ON, the final target driving force can be set to a value that increases the driving force more than the driving force determined by the accelerator opening. On the other hand, if the accelerator is not in the ON state, the final target driving force can be set to a value that reduces the driving force more than the driving force determined by the accelerator opening.

(Second modification of the first embodiment)
A second modification of the first embodiment will be described.

  In the first embodiment (FIG. 1), when the average value of the extracted target driving force is calculated (step S6), the target driving force closest to the average value is selected (step S7) and selected. The determined target driving force is determined as the final target driving force (step S8). Instead, the average value of the target driving force calculated in step S6 can be set as the final target driving force.

  In this case, when the average value of the target driving force is calculated in step S6, step S7 is not executed and the process proceeds to step S8. In step S8, the calculated average value is determined as the final target driving force. Other operations are the same as those in the first embodiment.

(Second Embodiment)
A second embodiment will be described with reference to FIG. In the second embodiment, only differences from the first embodiment will be described.

  In the first embodiment (FIG. 1), whether or not the target driving force (extracted target driving force) as a selection candidate when the final target driving force is selected (step S7) is in the accelerator ON state. However, instead of this, in the present embodiment, all target driving forces are candidates for selection of the final target driving force regardless of whether or not the accelerator is ON.

  In the first embodiment, the target driving force closest to the average value of the extracted target driving forces is selected as the final target driving force (step S7). Instead, depending on the accelerator opening. The maximum or minimum value among all the target driving forces is selected as the final target driving force.

  The operation of this embodiment will be described with reference to FIG.

  Steps S11 to S13 are the same as those in the first embodiment (steps S1 to S3).

  When an affirmative determination is made in step S13 and the process proceeds to step S14, in step S14, the control circuit 130 selects the largest target driving force calculated in step S12. When step S14 is executed, the process proceeds to step S16.

  When a negative determination is made in step S13 and the process proceeds to step S15, in step S15, the control circuit 130 selects the smallest target driving force calculated in step S12. When step S15 is executed, the process proceeds to step S16.

  In step S <b> 16, the final target driving force is determined by the control circuit 130. The target driving force selected in step S14 or step S15 is determined as the final target driving force. When step S16 is executed, this control flow is returned.

  According to the present embodiment, the maximum value of the target driving force is set as the final target driving force when the accelerator is on, and the minimum value of the target driving force when the accelerator is not on. Is set as the final target driving force. Thereby, the driving force target value based on the driver's driving intention is selected, and driving force control that matches the driver's sense can be realized.

  When all the target driving forces calculated in step S12 are negative values, the largest target driving force selected in step S14 is a negative value. On the other hand, when all the target driving forces calculated in step S12 are positive values, the smallest target driving force selected in step S15 is a positive value. Even in such a case, the target driving force selected as the final target driving force is the value closest to the driver's driving intention among all the target driving forces. Therefore, it is possible to control the driving force in accordance with the driver's feeling.

(Third embodiment)
A third embodiment will be described with reference to FIG. In the third embodiment, only differences from the above embodiments will be described.

  In the first embodiment (FIG. 1), the target drive force closest to the average value is selected as the final target drive force from the extracted target drive forces. In the present embodiment, instead, the one that maximizes the effect of the driving force control is selected from the extracted target driving force.

  More specifically, in the accelerator ON state, MAX selection is performed among the extracted target driving forces, and the largest (maximum value) is selected as the final target driving force.

  On the other hand, when the accelerator is not ON, MIN selection is performed among the extracted target driving forces, and the smallest (minimum value) is selected as the final target driving force.

  The operation of this embodiment will be described with reference to FIG.

  Steps S21 to S24 and S26 are the same as those in the first embodiment (steps S1 to S5).

  In step S25, the control circuit 130 selects the maximum positive target driving force extracted in step S24. When step S25 is executed, the process proceeds to step S28.

  In step S27, the control circuit 130 selects the smallest negative target driving force extracted in step S26. When step S27 is executed, the process proceeds to step S28.

  In step S <b> 28, the final target driving force is determined by the control circuit 130. The target driving force selected in step S25 or step S27 is determined as the final target driving force. When step S28 is executed, this control flow is returned.

  According to the present embodiment, when the accelerator is ON (step S23-Y), the maximum value among the extracted positive target driving forces is set as the final target driving force (step S25). When it is not in the ON state (step S23-N), the smallest value among the extracted negative target driving forces is set as the final target driving force (step S27). Thereby, the target driving force that maximizes the effect of the driving force control can be set as the final target driving force in the target driving force that meets the driver's driving intention. It is possible to maximize the effect of driving force control.

(Modification of the third embodiment)
A modification of the third embodiment will be described.

  In the third embodiment (FIG. 4), a positive or negative driving force is extracted from the target driving force based on the accelerator opening. Instead, a first modification of the first embodiment is used. Similar to the example, a value larger than the driving force determined by the accelerator opening or a value smaller than the driving force determined by the accelerator opening can be extracted.

  When the accelerator is in the ON state (step S23-Y), in step S24, among the target driving forces calculated in step S22 by the control circuit 130, the target driving larger than the driving force determined by the accelerator opening degree. Force is extracted.

  When the accelerator is not in the ON state (step S23-N), in step S26, the target driving force that is smaller than the driving force determined by the accelerator opening among the target driving forces calculated by the control circuit 130 in step S22. Is extracted. Other operations are the same as those in the third embodiment.

(Fourth embodiment)
A fourth embodiment will be described with reference to FIG. In the fourth embodiment, only differences from the above embodiments will be described.

  In the third embodiment (FIG. 4), one that maximizes the effect of drive control is selected from the extracted target drive force. In the present embodiment, instead of this, a target driving force is selected from the extracted target driving forces so that the driver does not feel uncomfortable.

  More specifically, in the accelerator ON state, MIN selection is performed among the extracted positive target driving forces, and the smallest one is selected as the final target driving force.

  On the other hand, when the accelerator is not in the ON state, MAX selection is performed among the extracted negative target driving forces, and the largest one is selected as the final target driving force.

  The operation of the present embodiment will be described with reference to FIG.

  Steps S31 to S34 and S36 are the same as those in the third embodiment (steps S21 to S24 and S26).

  In step S35, the control circuit 130 selects the minimum positive target driving force extracted in step S34. When step S35 is executed, the process proceeds to step S38.

  In step S37, the control circuit 130 selects the maximum negative target driving force extracted in step S36. When step S37 is executed, the process proceeds to step S38.

  In step S38, the final target driving force is determined by the control circuit 130. The target driving force selected in step S35 or step S37 is determined as the final target driving force. When step S38 is executed, this control flow is returned.

  According to the present embodiment, when the accelerator is ON (step S33-Y), the minimum value among the extracted positive target driving forces is set as the final target driving force (step S35). If it is not in the ON state (step S33-N), the maximum value among the extracted negative target driving forces is set as the final target driving force (step S37). As a result, a target driving force that hardly gives the driver a sense of incongruity among the target driving forces that meet the driving intention of the driver can be set as the final target driving force. Control that gives priority to prevention of a sense of incongruity for the driver can be performed.

(Modification of the fourth embodiment)
A modification of the fourth embodiment will be described.

  In the fourth embodiment (FIG. 5), a positive or negative driving force is extracted from the target driving force based on the accelerator opening. Instead, a first modification of the first embodiment is used. Similar to the example and the modification of the third embodiment, a value larger than the driving force determined by the accelerator opening or a value smaller than the driving force determined by the accelerator opening can be extracted.

  When the accelerator is in the ON state (step S33-Y), in step S34, among the target driving forces calculated in step S32 by the control circuit 130, the target driving larger than the driving force determined by the accelerator opening. Force is extracted.

  When the accelerator is not in the ON state (step S33-N), in step S36, among the target driving forces calculated by the control circuit 130 in step S32, a target driving force that is smaller than the driving force determined by the accelerator opening degree. Is extracted. Other operations are the same as those in the fourth embodiment.

(Fifth embodiment)
The fifth embodiment will be described with reference to FIGS. In the fifth embodiment, only differences from the above embodiments will be described.

  In the present embodiment, the final target driving force selection method is determined based on the driving orientation of the driver. A method for selecting a value closest to the average value of the first embodiment (FIG. 1) based on driving orientation, and a value for maximizing the effect of the driving force control of the third embodiment (FIG. 4). It is determined which one of the selection method and the selection method of the fourth embodiment (FIG. 5) for selecting a value that does not give the driver a sense of incongruity.

  In the present embodiment, a driving orientation estimation unit is provided as part of the CPU 131. The driving orientation estimation unit includes a neural network NN in which the driving operation-related variable is input and estimation calculation is started every time one of a plurality of types of driving operation-related variables is calculated, and based on the output of the neural network NN Estimate the driving direction of the vehicle.

For example, as shown in FIG. 6, the driving direction estimation unit includes a signal reading unit 96, a preprocessing unit 98, and a driving direction estimation unit 100. The signal reading means 96 reads detection signals from the sensors 114, 122, 116, 123 and the like at a relatively short predetermined cycle. The pre-processing means 98 uses a plurality of types of driving operation-related variables closely related to the driving operation reflecting the driving direction from the signals sequentially read by the signal reading means 96, that is, the output operation amount (accelerator pedal operation) when starting the vehicle. Amount), that is, the throttle valve opening TA _ST when the vehicle _starts , the maximum change rate of the output operation amount during acceleration operation, that is, the maximum change rate A _CCMAX of the throttle valve opening, the maximum deceleration G _NMAX when braking the vehicle, A driving operation related variable calculating means for calculating the coasting traveling time T _COAST , the constant vehicle speed traveling time T _VCONST , the section maximum value of the signal input from each sensor within the predetermined section, the maximum vehicle speed V _max after the start of driving, etc. is there. The driving orientation estimation unit 100 includes a neural network NN that performs the driving orientation estimation calculation by permitting the driving operation related variable every time the driving operation related variable is calculated by the preprocessing unit 98, and outputs the neural network NN. A certain driving direction estimation value is output.

The preprocessing means 98 in FIG. 6, the launch-time output operation amount calculating means 98a for calculating the throttle valve opening TA _ST when the output operation amount i.e. vehicle starting during vehicle start, the output operation amount maximum change during acceleration operation rate i.e. accelerating operation when the output operation amount maximum change rate calculating means 98b for calculating the maximum change rate a _CCmax of the throttle valve opening, braking maximum deceleration calculating means for calculating the maximum deceleration G _NMAX during braking operation of the vehicle 98c , input signals from the sensors in the coasting time calculation means 98d, constant vehicle speed running time calculating means 98e for calculating the constant vehicle speed running time T _VCONST, for example 3 seconds to a predetermined section within which calculates the coasting time T _COAST vehicle maximum value periodically calculates the input signal interval maximum value calculating means 98f of the maximum vehicle speed calculating means for calculating a maximum vehicle speed V _max of the operation after the start 98g Nadogaso Each is provided.

The maximum values of the input signals in the predetermined interval calculated by the input signal interval maximum value calculating means 98f include throttle valve opening TA _maxt , vehicle speed V _maxt , engine speed N _Emaxt , longitudinal acceleration NOGBW _maxt (deceleration Negative value) or deceleration G _NMAXt (absolute value) is used. The longitudinal acceleration NOGBW _maxt or the deceleration G _NMAXt is obtained from the rate of change of the vehicle speed V (N _OUT ), for example.

  The neural network NN provided in the driving orientation estimation means 100 of FIG. 6 can be configured by modeling a living nerve cell group by software based on a computer program or hardware consisting of a combination of electronic elements. For example, it is comprised so that it may be illustrated in the block of the driving | operation direction estimation means 100 of FIG.

In FIG. 6, the neural network NN includes an input layer composed of _r neuron elements (neurons) X _i (X _{1 to} X _r ) and s neuron elements Y _j (Y _{1 to} Y _s ). Is a three-layered hierarchical type composed of an intermediate layer composed of _t and an output layer composed of _t neuron elements Z _k (Z _{1 to} Z _t ). In order to transmit the state of the nerve cell element from the input layer to the output layer, the r nerve cell elements X _i and s nerve cell elements Y having a coupling coefficient (weight) W _Xij are provided. a transfer element D _Xij coupling the _j respectively, the coupling coefficient (weight) W _Yjk the have the s neuronal elements Y _j and t pieces of transmission elements D _Yjk of neuronal elements Z _k and the coupling respectively Is provided.

The neural network NN is its coupling coefficient (weight) W _Xij, pattern associative system that is made to learn the coupling coefficient (weight) W _Yjk called backpropagation learning algorithm. Learning, so are allowed to advance completed by running experiments in matching driving manner and the value of the driving operation related variables, during vehicle assembly, the coupling coefficient (weight) W _Xij, the coupling coefficient (weight) W _Yjk Is given a fixed value.

  In the above learning, for a plurality of drivers, sports driving orientation, fuel consumption orientation, and intermediate driving (initial) between them are performed on various roads such as highways, suburban roads, mountain roads, and city roads. The driving direction at that time is used as a teacher signal, and n indicators (input signals) obtained by preprocessing the teacher signal and the sensor signal are input to the neural network NN. The teacher signal is converted into a numerical value from 0 to 1 for driving orientation. For example, the fuel economy orientation is 0, the normal orientation is 0.5, and the sport driving orientation is 1. The input signal is used after being normalized to a value between -1 and +1 or between 0 and 1.

  In the present embodiment, the final target driving force selection method is determined based on the driving direction of the driver estimated by the driving direction estimation unit.

  FIG. 7 is a diagram illustrating an example of a correspondence relationship between driving orientation and a method of selecting a final target driving force. As shown in FIG. 7, when the driver's driving orientation is fuel economy oriented, as in the fourth embodiment (FIG. 5), the MIN select (accelerator ON state) with a positive target driving force is used. The final target driving force is determined by MAX selection (when the accelerator is not in the ON state) with a negative target driving force. As a result, it is possible to perform control in which priority is given to the prevention of discomfort to the driver. When the final target driving force is determined by such a selection method regardless of driving orientation, it may be felt that the effect of driving force control is not sufficient, but in this embodiment, driving orientation is fuel efficiency oriented. In this case, the final target driving force is determined by the positive MIN selection or the negative MAX selection. Therefore, driving force control that matches the driver's feeling is realized.

  When the driver's driving orientation is sports driving orientation, as in the third embodiment (FIG. 4), a MAX target with a positive target driving force (when the accelerator is ON) or a target driving force is used. The final target driving force is determined by MIN selection (when the accelerator is not in the ON state) with a negative force. Thereby, the effect of driving force control is maximized. When the final target driving force is determined by such a selection method regardless of driving orientation, the driver may feel somewhat uncomfortable in the control, but in this embodiment, the driving orientation is sports driving orientation. In some cases, the final target driving force is determined by the positive MAX selection or the negative MIN selection. Therefore, it is possible to achieve control that matches the driver's feeling.

  When the driving direction of the driver is normal, the target driving force (accelerator ON state) closest to the average value of the positive target driving force is the same as in the first embodiment (FIG. 1). Or the target driving force closest to the average value of the negative target driving force (when the accelerator is not in the ON state) is selected as the final target driving force. Thereby, it can be set as the control in which the effect of driving force control and the sense of incongruity suppression were compatible.

  The operation of this embodiment will be described with reference to FIG.

  When the driving environment parameter is detected by the control circuit 130 in step S41 and the target driving force corresponding to each driving environment parameter is calculated in step S42, the process proceeds to step S43.

  In step S43, the driving direction of the driver (driver) is calculated by the control circuit 130. The control circuit 130 calculates the driving direction based on the driving direction estimation value output from the driving direction estimation unit.

  Next, in step S44, the control circuit 130 determines whether or not the driving orientation calculated in step S43 is sports driving orientation. As a result of the determination, if it is determined that the driving direction of the driver is a sport driving direction (step S44-Y), the process proceeds to step S45, and if not (step S44-N), the process proceeds to step S48. .

  In step S45, the control circuit 130 determines whether or not the accelerator is ON. As a result of the determination, if it is determined that the accelerator is on (step S45-Y), the process proceeds to step S46, and if not (step S45-N), the process proceeds to step S47.

  In step S46, the control circuit 130 extracts a positive target driving force calculated in step S42, and selects the maximum positive target driving force extracted. When step S46 is executed, the process proceeds to step S57.

  In step S47, the control circuit 130 extracts a negative target driving force calculated in step S42, and selects a minimum one of the extracted negative target driving forces. When step S47 is executed, the process proceeds to step S57.

  When a negative determination is made in step S44 and the process proceeds to step S48, in step S48, the control circuit 130 determines whether or not the driving orientation calculated in step S43 is a fuel consumption orientation. As a result of the determination, if it is determined that the driving direction of the driver is fuel efficiency direction (step S48-Y), the process proceeds to step S49, and if not (step S48-N), the process proceeds to step S52. The process proceeds to step S52 when the driver's driving orientation is neither sport driving orientation nor fuel consumption orientation, that is, normal orientation.

  In step S49, the control circuit 130 determines whether or not the accelerator is ON. As a result of the determination, if it is determined that the accelerator is ON (step S49-Y), the process proceeds to step S50, and if not (step S49-N), the process proceeds to step S51.

  In step S50, the control circuit 130 extracts the positive target driving force calculated in step S42, and selects the minimum positive target driving force extracted. When step S50 is executed, the process proceeds to step S57.

  In step S51, the control circuit 130 extracts a negative target driving force calculated in step S42, and selects a maximum one of the extracted negative target driving forces. When step S51 is executed, the process proceeds to step S57.

  When a negative determination is made in step S48 and the process proceeds to step S52, in step S52, the control circuit 130 determines whether or not the accelerator is ON. As a result of the determination, if it is determined that the accelerator is ON (step S52-Y), the process proceeds to step S53, and if not (step S52-N), the process proceeds to step S55.

  In step S53, the control circuit 130 extracts a positive target driving force calculated in step S42, and calculates an average value of the extracted positive target driving force.

  Next, in step S54, the control circuit 130 selects the target driving force closest to the average value calculated in step S53 from the extracted positive target driving force. When step S54 is executed, the process proceeds to step S57.

  When a negative determination is made in step S52 and the process proceeds to step S55, in step S55, the control circuit 130 extracts the negative target driving force calculated in step S42, and the extracted negative target driving force. An average value is calculated.

  Next, in step S56, the control circuit 130 selects the target driving force closest to the average value calculated in step S55 among the extracted negative target driving forces. When step S56 is executed, the process proceeds to step S57.

  In step S57, the final target driving force is determined by the control circuit 130. The target driving force selected in steps S46, S47, S50, S51, S54, and S56 is determined as the final target driving force. For example, when the driver's driving orientation is sport driving orientation (step S44-Y) and the accelerator is on (step S45-Y), the target driving force (positive target) selected in step S46 is selected. The maximum value of the driving force) is set as the final target driving force. When the final target driving force is determined in step S57, this control flow is returned.

  According to the present embodiment, the method of selecting the final target driving force is changed according to the driving orientation of the driver, so that the driver's driving target is selected more than when the final target driving force is selected by a uniform method. Driving force control that matches the sense is realized. Moreover, both the suppression of the uncomfortable feeling given to the driver and the effect of the driving force control can be achieved.

  In the present embodiment, the driving direction estimation unit estimates the driving direction based on the output of the neural network NN. However, instead of this, the driving direction can be estimated based on the operation speed of the accelerator or the brake.

  In each of the above embodiments, when mediating a plurality of driving force controls, the control of each embodiment can be applied regardless of the type of transmission. For example, in the case where an automatic brake, a regenerative brake, an electronic control throttle, a motor, an exhaust brake, etc. are provided as means for increasing or decreasing the driving force based on the driving environment parameter, the driving force control by these plural means is adjusted. Accordingly, the driving force control of each embodiment can be applied regardless of the type of transmission.

  In the first to fifth embodiments (FIGS. 1, 3, 4, 5, and 8), the target driving force extraction method and the selection method are selected depending on whether or not the accelerator is on. At least one of them is carved out, but instead of this, the carving is carried out according to whether or not the current accelerator opening is larger than the accelerator opening that balances the currently running road load (running resistance). be able to.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of 3rd Embodiment of the driving force control apparatus for vehicles of this invention. It is a flowchart which shows operation | movement of 4th Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure for demonstrating the driving | operation direction estimation part of 5th Embodiment of the driving force control apparatus for vehicles of this invention. It is a figure which shows the correspondence of the driving | operation direction of 5th Embodiment of the vehicle driving force control apparatus of this invention, and the selection method of a final target driving force. It is a flowchart which shows operation | movement of 5th Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 96 Signal reading means 98 Preprocessing means 100 Driving direction estimation means 101 Inter-vehicle distance measurement part 114 Throttle opening sensor 115 Accelerator opening sensor 116 Engine speed sensor 121a, 121b, 121c Solenoid valve 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
132 RAM
133 ROM
200 Brake device 230 Brake control circuit

Claims (9)

A vehicle driving force control device that controls the driving force of a vehicle based on a driving force command value set based on a plurality of traveling environments,
Calculating means for calculating a plurality of target values of the driving force according to each of the plurality of driving environments;
Means for detecting the driving intention of the driver;
Setting means for setting the command value based on the plurality of target values calculated by the calculating means;
The setting means sets the first command value when the driver's intention to travel is in a first state based on the plurality of target values, and the driver's intention to travel is in a second state. The second command value is set at the time of the vehicle driving force control device. The vehicle driving force control device according to claim 1,
The setting means extracts the target value that satisfies a predetermined condition based on the state of the driver's intention to travel from the plurality of target values, and based on the extracted target value The vehicle driving force control apparatus characterized by setting the command value. In the vehicle driving force control device according to claim 1 or 2,
Means for estimating the driving orientation of the driver,
The setting means sets the command value based on the plurality of target values and a driver-oriented estimation result of the driver. A vehicular driving force control device. In the vehicle driving force control device according to any one of claims 1 to 3,
The setting means sets a maximum value of the plurality of target values as the command value when the driver's intention to travel is the first state, and the driver's intention to travel is the second state. Sometimes the minimum value among the plurality of target values is set as the command value. In the vehicle driving force control device according to claim 2 or 3,
The setting means sets, as the command value, a maximum value in the target value that is larger than a preset value when the driver's intention to travel is in the first state, and the driver's intention to travel is The vehicle driving force control device, wherein a minimum value of the target value smaller than the set value in the second state is set as the command value. In the vehicle driving force control device according to claim 2 or 3,
The setting means sets, as the command value, a minimum value in the target value that is larger than a preset value when the driver's intention to travel is in the first state, and the driver's intention to travel is A vehicular driving force control apparatus, wherein a maximum value of the target value smaller than the set value in the second state is set as the command value. In the vehicle driving force control device according to claim 2 or 3,
The setting means sets the command value based on an average value of the target values larger than a preset value when the driver's intention to travel is in the first state, and the driver's travel The vehicle driving force control apparatus, wherein the command value is set based on an average value of the target values smaller than the set value when the intention is in the second state. In the vehicle driving force control device according to any one of claims 5 to 7,
The set value is 0. The vehicle driving force control device according to claim 1, wherein the set value is 0. In the vehicle driving force control device according to any one of claims 5 to 7,
The set value is the driving force corresponding to the accelerator opening. A vehicular driving force control device.

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