JP2015030314A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device capable of starting/accelerating a vehicle according to an intention of a driver.SOLUTION: A vehicle control device increases a driving force according to surface resistance, and increases a driving force according to an increase in a control input of an accelerator pedal by a driver. Since progress of a vehicle is hindered when climbing a steep road surface, a driving force is increased according to a road surface gradient. Thus, by increasing a driving force according to a road surface gradient, a driving force for the road surface gradient is increased when climbing a steep road surface, thereby, it is possible to smoothly climb a slope when increasing a driving force by an accelerator operation by a driver. Furthermore, an extent of an acceleration demand by a driver is considered to be high as an accelerator opening degree is large, therefore, feed-forward control of making an increase in a driving force large as an accelerator opening degree is larger is performed. Consequently, it is possible to generate a driving force corresponding to an acceleration demand by a driver.

Description

  The present invention relates to a vehicle control device that allows a vehicle to smoothly travel, and is preferably applied to traveling on a road surface that can be a resistance of traveling of the vehicle, such as off-road or a slope.

  Conventionally, in Patent Document 1, when the gear of the auxiliary transmission provided in the four-wheel drive vehicle is a low-speed gear for the purpose of improving off-road running performance, the allowable slip of the drive wheel ( A vehicle traction control device is disclosed in which the target slip) is reduced. In this device, by allowing the slippage suppression control to be performed by reducing the allowable slip of the drive wheel, traction control (hereinafter referred to as TRC (registered trademark)) focusing on the running performance as intended by the driver can be performed. I am doing so.

JP 2000-344083 A

  However, even if the slip suppression control is executed with the allowable slip being reduced, it is not possible to smoothly travel on an off-road or a slope unless the accelerator pedal is depressed so as to overcome road surface resistance such as road gradient and level difference. That is, the amount of accelerator operation required for starting and accelerating a vehicle is different on an off-road such as a rocky road or a steep slope, compared to a flat road that is frequently traveled. As in the device described in Patent Document 1, the accelerator and brake operations are directly reflected in the driving force and the braking force, and the control that suppresses the acceleration after starting to slip cannot smoothly run off-road or on a slope. In particular, drivers who are unfamiliar with off-road driving can start and accelerate the vehicle because the driving force is insufficient due to insufficient depression of the accelerator pedal and brake pedal when trying to perform off-road driving at the same interval as a flat road. If it is not, or if the vehicle is pushed out excessively and the vehicle jumps out, the driver's intended driving cannot be performed.

  In view of the above points, an object of the present invention is to provide a vehicle control device capable of starting and accelerating a vehicle in accordance with a driver's intention.

  In order to achieve the above object, according to the first aspect of the present invention, target speed setting means for setting a driving force target threshold speed as a target speed of the vehicle body speed in the vehicle based on the accelerator operation amount, and the vehicle body speed as the driving force target. Driving force control means for controlling the driving force to approach the threshold speed, road surface gradient detecting means for detecting the road surface gradient of the traveling road surface of the vehicle, and driving corresponding to the road surface gradient with respect to the driving force generated by the vehicle And a gradient driving force increasing means for increasing the force component.

  In this way, by increasing the driving force according to the road surface gradient, the driving force for the road surface gradient is increased even when climbing a steep road surface, so the driving force is increased by the driver's accelerator operation. It is possible to climb up the slope smoothly. For this reason, the vehicle can be started and accelerated in accordance with the driver's intention.

  According to the second aspect of the present invention, when acceleration slip occurs on any of the wheels attached to the vehicle, TRC means for generating braking force for suppressing the acceleration slip, and braking force generated by the TRC means. And a slip driving force increasing means for obtaining a correction driving force corresponding to the acceleration slip and adding a correction driving force corresponding to the acceleration slip to the driving force generated in the vehicle. It is a feature.

  When a braking force is applied to a wheel to be controlled so as to suppress the acceleration slip with respect to the wheel in which the acceleration slip has occurred by TRC, the driving force corresponding to the braking force is added to the other wheels. Then, increase the driving force. As a result, a decrease in driving force due to acceleration slip suppression can be added to the driving force of other wheels, and a reduction in total driving force can be suppressed.

  According to the third aspect of the present invention, a corrected driving force corresponding to the decrease in the road surface friction force due to the acceleration slip is obtained, and the corrected driving force corresponding to the decrease in the road surface friction force is obtained with respect to the driving force generated in the vehicle. It is characterized by having a driving force increasing means for a frictional force to be added.

  When an acceleration slip occurs, the acceleration slip is suppressed by generating a braking force on the wheel to be controlled by TRC. However, the acceleration slip is not lost, but is generated to some extent. For this reason, the driving force for the road surface μ reduced by the slip is increased. As a result, the driving force corresponding to the road surface μ reduced by the slip can be added to the driving force of the other wheels, and a reduction in the total driving force can be suppressed.

  In the invention according to claim 4, a corrected driving force corresponding to a decrease in the road surface ground load due to the load movement between the wheels attached to the vehicle is obtained, and the road surface ground load is calculated with respect to the driving force generated in the vehicle. It is characterized by having a load driving force increasing means for adding a correction driving force corresponding to the decrease.

  In this way, when there is a wheel whose road surface contact load has decreased due to the movement of the vehicle load between the wheels, the driving force of the other wheels is increased by the amount of decrease in the driving force based on the decrease in the road surface contact load. Also good. As a result, the driving force reduced due to the reduction in the road surface contact load can be added to the driving forces of the other wheels, and the total driving force reduction can be suppressed.

  According to the fifth aspect of the present invention, the corrected driving force corresponding to the accelerator opening that increases as the accelerator opening increases is obtained, and the corrected driving force corresponding to the accelerator opening is added to the driving force generated in the vehicle. And an accelerator equivalent driving force increasing means.

  Since the degree of acceleration request by the driver is considered to be higher as the accelerator opening is larger, feedforward control is performed to increase the increase in driving force as the accelerator opening is larger. As a result, it is possible to generate a driving force corresponding to the driver's acceleration request.

1 is a diagram illustrating a system configuration of a braking / driving system of a vehicle to which a vehicle control device according to a first embodiment of the present invention is applied. It is the flowchart which showed the whole OSC. It is the flowchart which showed the whole OSC following FIG. It is a chart which described the setting method of engine target threshold speed. It is the map which showed the relationship between an accelerator opening rate and temporary engine target threshold speed TVEtmp1. It is the flowchart which showed the detail of the calculation process of the accelerator operation amount request | requirement driving force. It is a flowchart of the calculation process of OSC brake target threshold speed. It is the graph which described the setting method of 2nd brake target threshold speed TVBtmp2. It is the map which showed the relationship between accelerator opening rate (%) and accelerator acceleration ACCEL_G. 6 is a map showing a relationship between an accelerator closing gradient speed and a large deceleration period T. It is the map which showed the relationship between an accelerator opening rate (%) and speed upper limit ACCEL_UP. 7 is a chart showing a relationship between a vehicle body speed V0 and various conditions, a first brake coefficient TB1, a first threshold TV1, and an OSCbrake correction coefficient CB. It is the map which showed the relationship of TRC brake coefficient correction value TBK and TRC threshold value correction value TVK with respect to accelerator opening rate (%). It is the map which showed the relationship of 2nd brake coefficient TB2 and TRC threshold value TV2 with respect to road surface resistance. It is a time chart in case a driving | running | working road surface is a mogul road (uneven road surface with undulations on a road surface). It is a time chart in case a driving | running | working road surface is a desert road.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following embodiments, parts that are the same or equivalent to each other will be described with the same reference numerals.

(First embodiment)
FIG. 1 is a diagram showing a system configuration of a braking / driving system of a vehicle to which a vehicle control device according to a first embodiment of the present invention is applied. Here, a case where the vehicle attitude control device according to an embodiment of the present invention is applied to a front drive base four-wheel drive vehicle in which the front wheel side is a main drive wheel and the rear wheel side is a slave drive wheel As will be described, the present invention is also applicable to a rear drive base four-wheel drive vehicle in which the rear wheel side is a main drive wheel and the front wheel side is a slave drive wheel.

  As shown in FIG. 1, the drive system of a four-wheel drive vehicle includes an engine 1, a transmission 2, a driving force distribution control actuator 3, a front propeller shaft 4, a rear propeller shaft 5, a front differential 6, a front drive shaft 7, It has a configuration including a differential 8 and a rear drive shaft 9, and is controlled by an engine ECU 10 serving as engine control means.

  Specifically, when the operation amount of the accelerator pedal 11 is input to the engine ECU 10, the engine control is performed by the engine ECU 10, and the engine output (engine torque required for generating the driving force corresponding to the accelerator operation amount) ) Is generated. The engine output is transmitted to the transmission 2 and converted by a gear ratio corresponding to the gear position set in the transmission 2, and then transmitted to the driving force distribution control actuator 3 serving as driving force distribution control means. The transmission 2 includes a transmission 2a and a sub-transmission 2b. During normal traveling, an output corresponding to the gear position set by the transmission 2a is transmitted to the driving force distribution control actuator 3, and during off-road traveling. When the sub-transmission 2b is operated during traveling on a slope or the like, an output corresponding to the gear position set by the sub-transmission 2b is transmitted to the driving force distribution control actuator 3. The driving force is transmitted to the front propeller shaft 4 and the rear propeller shaft 5 in accordance with the driving force distribution determined by the driving force distribution control actuator 3.

  A driving force according to the driving force distribution on the front wheel side is applied to the front wheels FR and FL through the front drive shaft 7 connected to the front propeller shaft 4 via the front differential 6. A driving force according to the driving force distribution on the rear wheel side is applied to the rear wheels RR and RL through a rear drive shaft 9 connected to the rear propeller shaft 5 via a rear differential 8.

  The engine ECU 10 is configured by a known microcomputer including a CPU, ROM, RAM, I / O, and the like, and performs various calculations and processes according to a program stored in the ROM or the like, thereby generating engine output (engine torque). And the driving force generated in each wheel FL to RR is controlled. For example, the engine ECU 10 inputs an accelerator opening by a known method, and calculates an engine output based on the accelerator opening and various engine controls. The engine ECU 10 outputs a control signal to the engine 1 to adjust the fuel injection amount and control the engine output. The engine ECU 10 can determine that the accelerator pedal 11 is on when the accelerator opening exceeds the accelerator-on threshold, but in this embodiment, an accelerator indicating whether or not the accelerator pedal 11 is being operated. A switch 11a is provided, and it is detected that the accelerator pedal 11 is turned on by inputting a detection signal of the accelerator switch 11a. Further, the engine ECU 10 also executes TRC. For example, the engine ECU 10 acquires information on wheel speed and vehicle body speed (estimated vehicle body speed) from a brake ECU 19 described later, and outputs a control signal to the brake ECU 19 so that acceleration slip represented by these deviations is suppressed. Thus, the driving force is reduced by applying a braking force to the wheel to be controlled. Thereby, acceleration slip is suppressed and the vehicle can be accelerated efficiently.

  Although not shown here, the transmission 2 is controlled by the transmission ECU, and the driving force distribution control is performed by the driving force distribution ECU or the like. These ECUs and the engine ECU 10 exchange information with each other through the in-vehicle LAN 12. In FIG. 1, information on the transmission 2 is directly input to the engine ECU 10. For example, gear position information of the transmission 2 output from the transmission ECU is input to the engine ECU 10 through the in-vehicle LAN 12. May be.

  On the other hand, the service brake constituting the braking system includes a brake pedal 13, a master cylinder (hereinafter referred to as M / C) 14, a brake actuator 15, a wheel cylinder (hereinafter referred to as W / C) 16FL to 16RR, a caliper 17FL to 17RR, The disc rotors 18FL to 18RR are configured, and are controlled by a brake ECU 19 serving as brake control means.

  Specifically, when the brake pedal 13 is depressed and operated, a brake fluid pressure is generated in the M / C 14 in accordance with the amount of brake operation, and the brake hydraulic pressure is generated via the brake actuator 15 from W / C16FL to 16RR. To be told. Accordingly, the disc rotors 18FL to 18RR are sandwiched by the calipers 17FL to 17RR, so that a braking force is generated. The service brake having such a configuration may be any one as long as it can automatically pressurize W / C 16FL to 16RR. Here, a hydraulic service brake that generates W / C pressure by hydraulic pressure is taken as an example. However, it may be an electric service brake such as a brake-by-wire that electrically generates a W / C pressure.

  The brake ECU 19 is composed of a well-known microcomputer having a CPU, ROM, RAM, I / O, and the like, and executes various calculations and processes according to a program stored in the ROM or the like to thereby apply a braking force (brake torque). And the braking force generated in each of the wheels FL to RR is controlled. Specifically, the brake ECU 19 receives detection signals from the wheel speed sensors 20FL to 20RR provided in the wheels FL to RR, calculates various physical quantities such as the wheel speed and the vehicle body speed, A detection signal is input, and brake control is performed based on a physical quantity calculation result and a brake operation state. The brake ECU 19 receives the detection signal of the M / C pressure sensor 22 and detects the M / C pressure.

  The brake ECU 19 also executes off-road support control (hereinafter referred to as OSC) that is vehicle control in off-road based on control of braking force. Specifically, the brake ECU 19 detects the detection signal of the OSC switch 23 that is operated when the driver requests the OSC, the suspension stroke sensors 24FL to 24RR that detect the suspension stroke indicating the change in the load of the vehicle, and the longitudinal acceleration. Detection signals from the acceleration sensor 25 are input, and OSC is executed based on these detection signals. The OSC switch 23 is considered to be basically pressed when performing off-road driving, but the same control is performed even when pressed on a steep slope. In FIG. 1, detection signals from the M / C pressure sensor 22 and the acceleration sensor 25 are input to the brake ECU 19 via the brake actuator 15, but are configured to be input directly from each sensor to the brake ECU 19. It may be.

  As described above, the vehicle braking / driving system system to which the vehicle control device according to the present embodiment is applied is configured. Next, the operation of the vehicle control device configured as described above will be described. In the vehicle control device according to the present embodiment, normal engine control and brake control are also performed as vehicle control. However, since these are the same as the conventional ones, here the OSC relating to the features of the present invention is described as OSC. And will be described together with TRC performed in cooperation with

  The OSC is executed when the driver presses the OSC switch 23 and there is an OSC execution request. In the vehicle control device according to the present embodiment, as the OSC, (1) the driver can start and accelerate when he / she wants to advance the vehicle by depressing the accelerator pedal 11, and (2) vehicle control by one pedal operation. In order to facilitate the operability by performing the above, (3) to perform the TRC suitable for the traveling state of the vehicle and to improve the running performance, the control is executed.

  Regarding the control of (1), the vehicle can be started and accelerated in accordance with the driver's intention so that the driver can perform the driving intended by the driver even in an unfamiliar off-road driving. To do. For example, the driving force is increased according to the road surface resistance, or the driving force is increased according to the increase in the operation amount of the accelerator pedal 11 by the driver.

  First, the driving force increase according to the road surface resistance is performed in the following situations, for example.

  For example, when climbing a steep road surface, the vehicle is prevented from advancing, so the driving force is increased according to the road surface gradient. In this way, by increasing the driving force according to the road surface gradient, the driving force for the road surface gradient is increased even when climbing a steep road surface, so the driving force is increased by the driver's accelerator operation. It is possible to climb up the slope smoothly. The road surface gradient can be calculated by a known method based on the gravitational acceleration component included in the detection signal of the acceleration sensor 25. In the following description, the increase in driving force according to the road surface gradient is referred to as slope gradient driving force SLOPE.

  In addition, the braking force is applied to the wheel to be controlled by the TRC so as to suppress the acceleration slip to the wheel in which the acceleration slip has occurred, but the driving force corresponding to the braking force is added to the other wheels. Thus, the driving force is increased. As a result, a decrease in driving force due to acceleration slip suppression can be added to the driving force of other wheels, and a reduction in total driving force can be suppressed. In the following description, the increase in driving force applied to the other wheels corresponding to the decrease in driving force of the wheel to be controlled by TRC is referred to as slip equivalent driving force VWSLIP.

  In this case, the driving force may be increased as the road surface frictional force (hereinafter referred to as road surface μ) reduced by the slip. For example, when an acceleration slip occurs, the acceleration slip is suppressed by generating a braking force on the wheel to be controlled by TRC. However, the acceleration slip is not lost, but is generated to some extent. For this reason, the driving force for the road surface μ reduced by the slip is increased. As a result, the driving force corresponding to the road surface μ reduced by the slip can be added to the driving force of the other wheels, and a reduction in the total driving force can be suppressed.

  Similarly, when there is a wheel whose road surface contact load has decreased due to the movement of the vehicle load between the wheels, the driving force of the other wheels may be increased by the amount of decrease in the driving force based on the decrease in the road surface contact load. good. As a result, the driving force reduced due to the reduction in the road surface contact load can be added to the driving forces of the other wheels, and the total driving force reduction can be suppressed. The change in the ground load based on the load movement between the wheels can be detected based on the detection signals of the suspension stroke sensors 24FL to 24RR. Any one of these increases in driving force corresponding to a decrease in braking force based on acceleration slip, an increase in driving force corresponding to the road surface μ reduced due to slip, and an increase in driving force corresponding to a change in grounding load is selected. It may be performed in combination, or a plurality of combinations may be performed simultaneously.

  Further, the driving force can be increased based on the feedback of the vehicle body speed. That is, the engine target threshold speed is calculated using the target speed corresponding to the engine output corresponding to the operation amount of the accelerator pedal 11 as the engine target threshold speed, and the vehicle body speed becomes the target speed based on the deviation from the actual vehicle body speed. Perform feedback control so that it approaches. The form of feedback control may be any conventional one, and for example, PID control or the like can be performed. The increase in driving force based on the feedback of the vehicle speed is referred to as feedback driving force V0FB in the following description.

  On the other hand, the driving force increase corresponding to the increase in the amount of operation of the accelerator pedal 11 by the driver is performed in the following situations.

  First, the engine target threshold speed is set according to the operation amount of the accelerator pedal 11. The engine target threshold speed is increased as the operation amount of the accelerator pedal 11 is increased. However, since it is not preferable to increase the target speed more than necessary during off-road driving in which OSC is executed, the amount of operation of the accelerator pedal 11 within a range of a predetermined speed (for example, 6 km / h) or less. It is preferable to set the engine target threshold speed according to the above.

  Further, the driving force is increased according to the accelerator opening. That is, since it is considered that the degree of acceleration request by the driver is higher as the accelerator opening is larger, feedforward control is performed to increase the driving force increase as the accelerator opening is larger. As a result, it is possible to generate a driving force corresponding to the driver's acceleration request. In the following description, the increase in driving force according to the accelerator opening is referred to as accelerator equivalent driving force ACC_FORCE.

  However, even if the accelerator opening is large, if the vehicle body speed approaches the engine target threshold speed, it is considered that the desired speed is being obtained and it is considered unnecessary to increase the driving force. It is preferable to decrease ACC_FORCE as the vehicle speed increases.

  Further, the OSC is continued even when the vehicle is stopped based on the operation of the brake pedal 13. In this case, the driving force is subtracted by the braking force corresponding to the operation amount of the brake pedal 13. That is, when the vehicle is stopped on a slope, the slope slope driving force SLOPE is generated. However, if the brake pedal 13 is depressed and a braking force is generated, the driving force is increased accordingly. Even if it is lowered, the vehicle does not slide down. For this reason, when the braking force based on the operation of the brake pedal 13 is generated when the vehicle is stopped, the driving force is reduced by that amount, so that the fuel consumption can be improved. In the following description, the driving force decrease based on the operation of the brake pedal 13 is referred to as a brake equivalent driving force FOOTBRAKE.

  The control of (2) is performed to prevent a difference between the driver's intention and the acceleration / deceleration of the vehicle, such as the vehicle jumping out after overcoming an obstacle or the vehicle accelerating on a steep downhill road. In other words, during off-road driving, the driving state of the vehicle changes from moment to moment, so it is difficult for the driver to properly operate the accelerator and brakes. If the driver drives the vehicle like a flat road, the driver's intention is The vehicle will not work. For this reason, by executing the control of (2), the vehicle can be controlled to a speed according to the intention of the driver by a simpler operation. For example, the vehicle is decelerated if the accelerator operation is loosened, and the vehicle is decelerated if there is even a slight brake operation.

  First, even when the accelerator operation has not changed, the vehicle suddenly accelerates or when the accelerator operation is loosened, the vehicle is decelerated without the need to change from the accelerator pedal 11 to the brake pedal 13. Be able to decelerate quickly.

  For example, the vehicle may suddenly accelerate even though the accelerator operation has not changed, such as after overcoming an obstacle or when changing to a steep downhill road. Corresponding to such a case, while calculating the engine target threshold speed according to the accelerator opening, the brake control is made to intervene when the vehicle suddenly accelerates, and the sudden acceleration is suppressed and the speed gradually increases. Make it go up. In other words, an upper limit guard is provided for the target speed of the vehicle to prevent the vehicle from suddenly accelerating against the driver's intention. The target speed of the vehicle that performs such upper limit guard is set separately from the engine target threshold speed as the OSC brake target threshold speed, and when the vehicle body speed reaches the OSC brake target threshold speed, the braking force is generated by the brake control. To.

  Also, if the accelerator operation is loosened, the driver may want to decelerate the vehicle.Therefore, set the target deceleration according to the accelerator return amount, and take this target deceleration into account for the OSC brake. Set the target threshold speed. When the accelerator return operation is performed so that the accelerator pedal 11 is suddenly returned, the target deceleration is set to a large value, and the target deceleration is increased for a predetermined time T (hereinafter, referred to as “the target deceleration”). This period is referred to as a large deceleration period T). The large deceleration period T can be fixed to a certain time, but the large deceleration period T may be lengthened according to the speed of the accelerator return operation, for example. Thereby, a large deceleration corresponding to the accelerator return operation can be obtained. In this embodiment, when the accelerator operation is turned off and the return operation is performed, the large deceleration period T is provided. However, when the accelerator return operation is sudden, for example, the accelerator return per unit time is provided. When the amount is larger than the threshold value, the large deceleration period T may be set so that the deceleration becomes larger than when the amount is smaller.

  Also, the target deceleration is set according to the IDLE on time, which is the time when the accelerator operation is stopped and the accelerator is turned off and the engine output is in an idle state (hereinafter referred to as IDLE on). In addition, set the OSC brake target threshold speed. For example, if IDLE is turned on by a sudden accelerator return operation, a large deceleration period T is provided, but if the IDLE on time reaches the large deceleration period T, then it is set for a sudden accelerator return operation. The normal target deceleration that is smaller than the target deceleration is set, and the OSC brake target threshold speed is set based on this.

  On the other hand, the vehicle is decelerated even when the brake operation is performed even if the driver depresses the brake pedal 13 even a little. In other words, when no accelerator operation or brake operation is performed, the vehicle body speed is gradually reduced, but if the brake operation is even a little, the driver seems to feel that the deceleration is insufficient. . For this reason, when there is even a slight brake operation, a larger target deceleration than that when IDLE is on is set correspondingly, and the OSC brake target threshold speed is set in consideration of this target deceleration.

  Further, the target deceleration is increased according to the brake operation by the driver. For example, when the driver depresses the brake pedal 13 or when the slope of the downhill road suddenly becomes gentle and the vehicle deceleration falls below the target deceleration, the target deceleration is set to follow the vehicle speed. Then, the OSC brake target threshold speed is reduced to the vehicle body speed. In this way, it is possible to prevent the vehicle body speed from deviating from the OSC brake target threshold speed when the vehicle deceleration is lower than the target deceleration.

  The control (3) is performed in order to correct the brake control amount in accordance with the traveling state of the vehicle in off-road driving or the like. Based on the vehicle body speed and the monitoring time, the brake control amount and the TRC control threshold value Change the target speed. The target speed of TRC is a threshold value for determining execution of braking force application for suppressing acceleration slip, and is set as a value obtained by adding the slip speed to the vehicle body speed. When the wheel speed of the drive wheel exceeds the target speed, The acceleration slip is suppressed by applying a braking force to the drive wheel. Hereinafter, the target speed in the TRC is referred to as a TRC brake target threshold speed.

  For example, in off-road driving or the like, the driver is likely to step on the accelerator excessively, and a slip may occur on the wheel and TRC may be executed. In that case, the driving state where the driving force is transmitted from the slip wheel to the other wheel will improve the driving performance, and the slip will be settled, the added braking force will be excessive, the vehicle speed V0 will decrease and the driving performance will decrease There is a running state to do. The former is considered to be a traveling state in which the degree of stall avoidance request is low, and the latter is a traveling state in which the degree of stall avoidance request is high. For this reason, the brake control amount is corrected in accordance with the degree of the stall avoidance request so that the brake control amount matches the traveling state.

  Specifically, when the vehicle body speed is low, the vehicle is often traveling on a road surface that is difficult to travel, and the degree of stall avoidance request is small. For this reason, in this case, the wheel slip suppression based on the brake control is performed more strongly, so that the LSD (Limited-Slip Differential (differential gear device)) effect is exerted to improve the running performance, and Increase safety by allowing more deceleration to be generated. That is, the TRC brake target threshold speed is switched according to the vehicle body speed. And if the vehicle speed increases, it is possible to escape from difficult places and it is considered that the degree of stall avoidance is high, so it seems that the driver wants to drive faster by switching so that the brake control amount is lower In such a situation, it is possible to prevent the speed required by the driver from being obtained by generating a large braking force. As will be described later, the control according to the vehicle body speed is performed by the first brake coefficient TB1 and the slip speed TV used for setting the TRCbrake correction coefficient TB, which is a correction coefficient multiplied with the brake control amount in the TRC. This is realized by setting the first threshold value TV1 used for setting according to the vehicle body speed.

  In addition, if the brake control amount and the TRC brake target threshold speed are frequently switched, fluctuations in the brake control amount due to the switching will increase, so a predetermined monitoring time is set to reduce this. ing. During the monitoring time, when the switching condition is satisfied, the brake control amount and the TRC brake target threshold speed are switched. For example, assuming that one second is a predetermined monitoring time, the switching is performed when the switching condition is satisfied for that time.

  Further, the brake control amount and the TRC brake target threshold speed are switched depending on the accelerator opening. Specifically, since the driving force increases when the accelerator pedal 11 is initially depressed, the brake control amount is increased. If the accelerator pedal 11 continues to be further depressed, the slip amount due to acceleration increases and the braking force becomes too large, so that the brake control amount is reduced from the initial depression. In such control according to the accelerator opening, the TRC brake coefficient correction value TBK used for setting the TRCbrake correction coefficient TB and the TRC threshold correction value TVK used for setting the slip speed TV are set according to the accelerator opening rate. It is realized by.

  Further, the brake control amount and the TRC brake target threshold speed are switched according to the road surface resistance. When the road surface resistance is large, the vehicle is likely to stall when the braking force is generated by the brake control. Therefore, the brake control amount is made smaller than that of the road surface having a low road surface resistance. For example, when traveling on a desert road or a muddy road, the road surface resistance is large, and therefore if the braking force is generated, the vehicle is likely to stall. Such control according to the road surface resistance is realized by setting the second brake coefficient TB2 used for setting the TRCbrake correction coefficient TB and the TRC threshold TV2 used for setting the slip speed TV according to the road surface resistance.

  As described above, when the OSC is executed, the controls (1) to (3) are executed. Even when the OSC is not executed, the TRC is performed as usual, and each value in the TRC is set according to whether or not the OSC is executed. In this way, OSC and TRC are executed.

  Next, details of the OSC executed in this way will be described. FIG. 2 is a flowchart showing the entire OSC including the TRC. The flowchart shown in this figure is executed by the brake ECU 19 every predetermined control cycle. The details of the OSC will be described below with reference to this figure.

  First, in step 100, various input processes are performed. Specifically, by inputting the detection signals of the wheel speed sensors 20FL to 20RR and the detection signal of the acceleration sensor 25, the wheel speed VW ** of each wheel FL to RR is calculated and the longitudinal acceleration Gx of the vehicle is calculated. To do. The subscript ** attached to the wheel speed VW ** indicates any of FL to RR, and VW ** is a comprehensive description of the wheel speed of each corresponding wheel FL to RR. is there. In the following description, it is assumed that the subscript ** indicates any of FL to RR.

  Further, a change in the vehicle load is detected by inputting a detection signal of the M / C pressure sensor 22 to detect the M / C pressure, or by inputting a detection signal of the suspension stroke sensors 24FL to 24RR to detect a stroke of the suspension. Is detected. Further, the engine opening degree, the driving force, and the gear position of the auxiliary transmission 2b, that is, whether it is located at either H4 or L4, is input from the engine ECU 10 or the like through the in-vehicle LAN 12. Further, a detection signal of the OSC switch 23 is input to detect whether or not the driver is requesting OSC.

  Next, the routine proceeds to step 105, where whether or not the OSC execution condition is satisfied, specifically, the gear position of the sub-transmission 2b is set to L4, that is, the gear ratio of the low-speed gear used for off-road or the like is set. In addition, it is determined whether or not the OSC switch 23 is turned on. If an affirmative determination is made, the OSC execution condition is satisfied and the routine proceeds to step 110 to set a flag indicating OSC control permission. If a negative determination is made, the OSC execution condition is not satisfied and the routine proceeds to step 115. To set a flag indicating prohibition of OSC control.

Subsequently, the process proceeds to step 120, where the vehicle body speed V0 is calculated based on each wheel speed VW **, and the difference between each wheel speed VW ** and the vehicle body speed V0 (= (VW **-V0) / V0). Calculate the represented slip ratio Sratio **. Further, the process proceeds to step 125, where the vehicle body acceleration V0 ′ is calculated by time differentiation of the vehicle body speed V0. Then, the process proceeds to step 130, and the slope driving force SLOPE is calculated. First, since the difference between the vehicle body acceleration V0 ′ and the longitudinal acceleration Gx of the vehicle calculated based on the detection signal of the acceleration sensor 25 in step 100 corresponds to the gravitational acceleration component, the road surface gradient θ = sin ⁻¹ {(Gx− V0 ′) / 9.8} is used to calculate the road gradient θ. Then, based on the calculation result, the slope gradient driving force SLOPE necessary to prevent the vehicle from sliding down at the road surface gradient θ is calculated.

  Thereafter, the routine proceeds to step 135, where the brake equivalent driving force FOOTBRAKE is calculated. Here, since the M / C pressure calculated based on the M / C pressure sensor 22 in step 100 corresponds to the operation amount of the brake pedal 13, the operation of the brake pedal 13 is performed based on the M / C pressure. The braking force based on this is calculated, and this is set as the brake equivalent driving force FOOTBRAKE.

  In step 140, it is determined whether or not OSC control prohibition is set. If a negative determination is made here, the routine proceeds to step 145, where the engine target threshold speed corresponding to the engine output corresponding to the accelerator operation amount during OSC is calculated. As described above, the engine target threshold speed is a value that becomes the target speed when the feedback control is executed. The engine target threshold speed is calculated based on an accelerator opening rate (%) that is a ratio of the accelerator opening.

  FIG. 3 is a chart describing a method for setting the engine target threshold speed. Here, the temporary engine target threshold speed is expressed as TVEtmp1, and the engine target threshold speed that is actually set is expressed as TVE. FIG. 4 is a map showing the relationship between the accelerator opening rate and the temporary engine target threshold speed TVEtmp1.

  As shown in FIG. 4, an engine target threshold speed TVEtmp1 corresponding to the accelerator opening rate is obtained. Here, the engine target threshold speed TVEtmp1 is obtained as a larger value as the accelerator opening rate increases in proportion to the accelerator opening rate. However, in off-road where OSC is executed, even if the amount of operation of the accelerator pedal 11 is large, if the driving force is generated according to the amount of operation, there is a possibility that the vehicle will jump out when it gets over the convex road. Therefore, it is preferable to suppress the temporary engine target threshold speed TVEtmp1 to a certain value. Therefore, in this embodiment, an upper limit value is set for the temporary engine target threshold speed TVEtmp1, and when the accelerator opening rate exceeds a predetermined threshold (40% in FIG. 4), the temporary engine target threshold speed TVEtmp1 is set to the upper limit. The value is limited.

  Then, as shown in FIG. 3, the engine target threshold speed is set to 0 km / h in the braking state. Also, if the temporary engine target threshold speed TVEtmp1 is larger than the engine target threshold speed TVE set at the previous control cycle, the engine target threshold speed TVE in the current control cycle is set to the previous control cycle. It is set to a value obtained by adding a constant acceleration (0.03 G in FIG. 3) to the set engine target threshold speed TVE. Further, if the temporary engine target threshold speed TVEtmp1 is not larger than the engine target threshold speed TVE set in the braking state or the previous control cycle, the temporary engine target threshold speed TVEtmp1 is set to the engine of the current control cycle. Set as target threshold speed TVE. Then, priorities are assigned in the order of 1 to 3, and when the conditions overlap, the engine target threshold speed TVE of the current control cycle is set in the order of priorities. In this way, the engine target threshold speed TVE for the current control cycle is set.

  Thereafter, the process proceeds to step 150, and the accelerator operation amount required driving force is calculated. The accelerator operation amount required driving force is a driving force necessary for performing the control of (1) described above. The slope gradient driving force SLOPE, the slip equivalent driving force VWSLIP, the feedback driving force V0FB, the accelerator equivalent driving force ACC_FORCE, And the value obtained from the brake equivalent driving force FOOTBRAKE. Here, the accelerator operation amount required driving force is calculated as the engine required value.

  FIG. 5 is a flowchart showing details of the calculation processing of the accelerator operation amount required driving force.

  First, in step 200, a temporary required driving force ACC_REQ is obtained based on the accelerator opening rate (%) that is the ratio of the accelerator opening. The provisional required driving force ACC_REQ is a driving force corresponding to the accelerator operation amount, but is a value that does not take into account the driving force increase due to the road surface gradient or slip described above. The relationship between the accelerator opening rate and the temporary required driving force ACC_REQ is obtained in advance by simulation or the like. For example, the temporary required driving force ACC_REQ increases as the accelerator opening rate increases. However, in off-road where OSC is executed, even if the amount of operation of the accelerator pedal 11 is large, if the driving force is generated according to the amount of operation, there is a possibility that the vehicle will jump out when it gets over the convex road. Therefore, it is preferable to suppress the temporary required driving force ACC_REQ to a certain value. For this reason, in this embodiment, an upper limit value is provided for the temporary required driving force ACC_REQ, and when the accelerator opening rate exceeds a predetermined threshold (40% in FIG. 5), the temporary required driving force ACC_REQ is set to the upper limit value. I try to limit it.

  Subsequently, the process proceeds to step 205, where a required drive correction coefficient ACC_RATIO is obtained. The required drive correction coefficient ACC_RATIO is a coefficient for correcting the accelerator equivalent drive force ACC_FORCE according to the vehicle body speed V0. In other words, the greater the amount of operation of the accelerator pedal 11, the greater the required driving force. However, it is preferable to increase the required driving force more than necessary during off-road driving in which OSC is executed. Absent. Therefore, the required drive correction coefficient ACC_RATIO when the vehicle is stopped (vehicle speed V0 = 0 km / h) is set to 1, and the required drive correction coefficient is linearly obtained until the vehicle speed V0 reaches a predetermined speed (for example, 6 km / h). Decrease ACC_RATIO. That is, when the vehicle starts to travel, for example, it is determined that an obstacle that has hindered travel has been overcome, and the required drive correction coefficient ACC_RATIO is decreased so that the accelerator equivalent drive force ACC_FORCE can be decreased. When the vehicle body speed V0 exceeds the predetermined speed, the required drive correction coefficient ACC_RATIO is set to 0 to suppress the vehicle body speed V0 from exceeding the predetermined speed.

  Thereafter, the process proceeds to step 210, where the temporary equivalent driving force ACC_REQ calculated in step 200 is multiplied by the required driving correction coefficient ACC_RATIO to calculate the accelerator equivalent driving force ACC_FORCE.

  Then, the process proceeds to step 215, and an engine request value ENG_REQ corresponding to the accelerator operation amount request driving force is calculated. Specifically, the engine required value ENG_REQ is calculated by adding the slope equivalent driving force SLOPE, the slip equivalent driving force VWSLIP, the feedback driving force V0FB, and the accelerator equivalent driving force ACC_FORCE, and subtracting the brake equivalent driving force FOOTBRAKE therefrom. To do.

  For example, for the slope gradient driving force SLOPE, the value obtained in step 130 in FIG. 2 is used.

  As for the slip equivalent driving force VWSLIP, since TRC is performed based on the slip ratio Sratio ** calculated in step 120 of FIG. 2, the braking force for suppressing the acceleration slip calculated in the TRC is input. Is used as a decrease in the driving force of the wheel to be controlled. In the case of a vehicle that does not perform TRC, the driving force corresponding to the road surface μ reduced by the slip may be simply obtained from the slip ratio and used as the slip equivalent driving force VWSLIP. Moreover, the load of each wheel is calculated | required based on the detection signal of suspension stroke sensor 24FL-24RR input at step 100 of FIG. 2, and the driving force fall part corresponding to the fall of the ground load based on the load movement between wheels is calculated. However, this may be used as the slip equivalent driving force VWSLIP. Specifically, for example, when each wheel calculates a driving force that can be transmitted to the road surface based on the ground load of each wheel, and there is a wheel that exceeds the driving force that can be transmitted to each wheel. The slip equivalent driving force VWSLIP can be obtained by adding the excess driving force.

  Further, as the feedback driving force V0FB, an increase in driving force calculated by feedback control is used so that the vehicle body speed V0 calculated in steps 120 and 145 of FIG. 2 approaches the engine target threshold speed. For the accelerator equivalent driving force ACC_FORCE, the value obtained in step 210 is used. For the brake equivalent driving force FOOTBRAKE, the value calculated in step 135 in FIG. 2 is used. In this way, the engine request value ENG_REQ corresponding to the accelerator operation amount request driving force is calculated.

  This engine request value ENG_REQ is transmitted to the engine ECU 10 and is reflected only when the engine request value ENG_REQ exceeds the drive force set in the engine control, and the drive force corresponding to the engine request value ENG_REQ is generated. The engine output is controlled so that the Thereby, it is possible to generate a driving force necessary for performing the control (1).

  Thereafter, the process proceeds to step 155, where the OSC brake target threshold speed is calculated. As described in the control (2) above, the OSC brake target threshold speed is a threshold for generating a braking force by brake control when the vehicle body speed increases. FIG. 6 shows a flowchart of the calculation process of the OSC brake target threshold speed, and details of the calculation process of the OSC brake target threshold speed will be described with reference to this figure.

  First, in step 300, a first brake target threshold speed TVBtmp1 set temporarily is calculated. Here, the smaller one of the OSC brake target threshold speed TVB set at the previous control cycle and the vehicle body speed V0 at the current control cycle is set as the first brake target threshold speed TVBtmp1. At this time, not only the OSC brake target threshold speed TVB set in the previous control cycle but also the vehicle body speed V0 is taken into consideration. Therefore, as will be described later, when the vehicle body speed V0 suddenly decreases and falls below the brake target threshold speed TVB due to the brake operation, the brake target threshold speed TVB can decrease following the vehicle body speed V0. .

  Next, the routine proceeds to step 305, where the second brake target threshold speed TVBtmp2 set temporarily is set. FIG. 7 is a chart describing a method for setting the second brake target threshold speed TVBtmp2.

  Various conditions are set as shown in FIG. 7, and the second brake target threshold speed TVBtmp2 is set according to the various conditions. Then, like the engine target threshold speed TVE, priorities are assigned in the order of 1 to 6, and when the conditions overlap, the second brake target threshold speed TVBtmp2 of the current control cycle is set in the order of priorities. To do.

  First, when the backup control is performed and the vehicle body speed is less than 10 km / h, the second acceleration target threshold speed TVBtmp2 is set to the first acceleration with respect to the brake target threshold speed TVB at the previous control period. The value is accelerated at (here, 0.025G). The backup control indicates a case where an abnormality has occurred and execution of OSC is canceled from the viewpoint of failsafe, or when the OSC switch 23 is turned off. In this case, the second brake target threshold speed TVBtmp2 is set according to the vehicle body speed V0. When the vehicle body speed V0 is 10 km / h or higher, the second acceleration target threshold speed TVBtmp2 is set to a second acceleration (here, larger than the first acceleration with respect to the brake target threshold speed TVB at the previous control cycle). The value is accelerated at 0.05G).

  Also, if there is an accelerator operation, the accelerator acceleration ACCEL_G corresponding to the accelerator opening rate is calculated, and this is added to the previous brake target threshold speed TVB (TVB + ACCEL_G) to calculate the brake target threshold speed TVB. . The accelerator acceleration ACCEL_G is calculated using the relationship between the accelerator opening rate (%) and the accelerator acceleration ACCEL_G shown in FIG.

  That is, a map in which the accelerator acceleration ACCEL_G increases as the accelerator opening rate increases is obtained in advance by simulation or the like, and the accelerator acceleration ACCEL_G corresponding to the accelerator opening rate is calculated using the map. However, in off-road where OSC is executed, even if the amount of operation of the accelerator pedal 11 is large, if the driving force is generated according to the amount of operation, there is a possibility that the vehicle will jump out when it gets over the convex road. Therefore, it is preferable to suppress the accelerator acceleration ACCEL_G to a certain value. For this reason, in this embodiment, an upper limit value is provided for the accelerator acceleration ACCEL_G, and when the accelerator opening rate exceeds a predetermined threshold (45% in FIG. 8), the accelerator acceleration ACCEL_G is limited to the upper limit value. .

  Note that when the second brake target threshold speed TVBtmp2 is set under these conditions, the brake target threshold speed TVB of the previous control cycle is used as a reference, and the first brake target threshold speed TVBtmp1 is not used as a reference. This is because when the vehicle speed V0 in the current control cycle is low, the vehicle speed V0 is set to the first brake target threshold speed TVBtmp1, and the second brake target threshold speed TVBtmp2 is set based on the vehicle speed V0. This is because the feedback amount becomes too small to quickly change the brake target threshold speed TVB.

  In addition, when the accelerator operation is turned off and the vehicle is being braked, the vehicle is decelerated at a relatively large target deceleration (for example, 0.1 G). That is, when the brake operation is performed, the second brake target threshold speed TVBtmp2 is set so as to decelerate the vehicle at a predetermined deceleration in accordance with the brake operation.

  Even when the IDLE on time is less than the large deceleration period T, the vehicle is decelerated at a relatively large target deceleration (for example, 0.1 G). That is, when the accelerator return operation is suddenly performed, the target deceleration is set to a large value so that the target deceleration is set until the large deceleration period T elapses, and based on the target deceleration. A second brake target threshold speed TVBtmp2 is set.

  If none of the above-described conditions is satisfied, the second brake target threshold speed TVBtmp2 is set so that the vehicle is decelerated at a relatively small target deceleration (for example, 0.025G). For example, a state where IDLE is on and the brake operation is not performed and a large deceleration period T has elapsed is applicable. The large deceleration period T can be made variable according to the accelerator closing gradient speed corresponding to the accelerator return amount per unit time. For example, the relationship between the accelerator closing gradient speed and the large deceleration period T shown in FIG. On the basis, it is preferable that the deceleration large period T becomes longer as the accelerator closing gradient speed becomes larger. Thereby, when the accelerator return amount is large, it is possible to set the deceleration large period T longer.

  In this way, the second brake target threshold speed TVBtmp2 is set. Thereafter, the process proceeds to step 310, where a third brake target threshold speed TVBtmp3 set temporarily is set. For the third brake target threshold speed TVBtmp3, the speed upper limit value ACCEL_UP calculated based on the accelerator operation amount is added to the second brake target threshold speed TVBtmp2 set in step 305 and the vehicle speed V0 in the current control cycle. It is set by selecting the smaller one of the values. As described above, the second brake target threshold speed TVBtmp2 is set based on the first brake target threshold speed TVBtmp1 or the brake target threshold speed TVB of the previous control cycle, and the vehicle body speed V0 and the accelerator operation amount It may be set to a value that deviates from the value assumed in consideration. Therefore, the third brake target threshold speed TVBtmp3 is set by setting the value obtained by adding the speed upper limit value ACCEL_UP to the vehicle body speed V0 as the upper limit value and applying the upper limit guard. The speed upper limit value ACCEL_UP is calculated using the relationship between the accelerator opening ratio (%) and the speed upper limit value ACCEL_UP shown in FIG.

  That is, a map in which the speed upper limit value ACCEL_UP increases as the accelerator opening rate increases is obtained in advance by simulation or the like, and the speed upper limit value ACCEL_UP corresponding to the accelerator opening rate is calculated using the map. In this case as well, an upper limit value is set for the speed upper limit value ACCEL_UP, and when the accelerator opening rate exceeds a predetermined threshold value (60% in FIG. 10), the speed upper limit value ACCEL_UP is limited to the upper limit value. ing. For this reason, when the vehicle body speed V0 increases in response to the accelerator operation, the vehicle body speed V0 is increased without exceeding the increase gradient with the speed upper limit value ACCEL_UP as the upper limit guard.

  Thereafter, the process proceeds to step 315, where the larger one of the third brake target threshold speed TVBtmp3 and a predetermined lower limit speed (0.8 km / h in FIG. 6) is set as the final brake target threshold speed TVB. That is, the third brake target threshold speed TVBtmp3 is calculated based on the various conditions described above. Even if the third brake target threshold speed TVBtmp3 is less than a predetermined lower limit speed, the vehicle is at least at the lower limit speed. A lower limit guard is applied to the brake target threshold speed TVB so that the vehicle can run. As described above, the brake target threshold speed TVB is set.

  Subsequently, the process proceeds to step 160, where various values such as a TRCbrake correction coefficient TB, which is a correction coefficient multiplied with the TRC brake target threshold speed and the brake control amount in TRC, are calculated. The TRC brake target threshold speed is a value obtained by adding the slip speed TV to the vehicle body speed V0. Since the vehicle body speed V0 is a variable value, the TRC brake target threshold speed is set by setting the slip speed TV here. The speed is calculated.

  A method of calculating the TRC brake target threshold speed and the TRCbrake correction coefficient TB will be described with reference to FIGS.

  First, based on FIG. 11, the first brake coefficient TB1, the first threshold TV1, and the like are set. FIG. 11 is a chart showing the relationship between the vehicle body speed V0 and various conditions, the first brake coefficient TB1, and the first threshold value TV1. Note that the brake control amount in the OSC is also corrected in accordance with the vehicle speed V0 along with the TRC, and the OSCbrake correction coefficient CB that is a correction coefficient of the brake control amount in the OSC is also shown in FIG. .

  As shown in this figure, basically, the first brake coefficient TB1, the first threshold value TV1, and the OSCbrake correction coefficient CB, which is a correction coefficient for the brake control amount in the OSC, are set according to the vehicle body speed V0. That is, as the vehicle body speed V0 increases, the first brake coefficient TB1 and the OSCbrake correction coefficient CB are decreased and the first threshold TV1 is increased.

  When the vehicle body speed V0 is 0 km / h, in a situation where the vehicle is not in a braking state, that is, in a situation where the vehicle has stopped despite the driver's intention to drive the vehicle, Often traveling on difficult roads. For this reason, the first brake coefficient TB1 is set to a large value and the first threshold value TV1 is set to a small value so that wheel slip suppression based on brake control can be performed more strongly. The brake control amount by TRC can be increased by setting the first brake coefficient TB1 to a large value, and the slip speed TV that determines the TRC brake target threshold speed can be lowered by setting the first threshold TV1 to a small value. It is possible to make TRC easier to execute. Also, the brake control amount in the OSC is set to a large value when the vehicle body speed V0 is 0 km / h, so that wheel slip suppression based on brake control can be performed more strongly.

  However, if the brake control amount and the TRC brake target threshold speed are frequently switched, the variation of the brake control amount due to the switching becomes large. Therefore, in order to reduce this, the first brake coefficient TB1, the first threshold TV1, and the OSCbrake correction coefficient CB are switched when the above conditions continue for a predetermined monitoring time (here, 1 second).

  As the vehicle body speed V0 increases, the first brake coefficient TB1 and the OSCbrake correction coefficient CB are decreased and the first threshold TV1 is increased. At this time, priorities are assigned in order of 1 to 5 for each condition, and when the conditions shown in FIG. 11 overlap, the first brake coefficient TB1, the first threshold TV1, and the OSCbrake correction coefficient are in order of priority. CB is set.

  Further, the TRC brake coefficient correction value TBK and the TRC threshold correction value TVK are set based on FIG. FIG. 12 is a map showing the relationship between the TRC brake coefficient correction value TBK and the TRC threshold correction value TVK with respect to the accelerator opening rate (%).

  As shown in this figure, when the accelerator opening rate is small as in the initial depression of the accelerator pedal 11, the driving force increases, so the TRC brake coefficient correction value TBK is increased to increase the brake control amount. When the accelerator pedal 11 continues to be depressed and the accelerator opening rate increases, the slip amount due to acceleration increases and the braking force increases too much. Therefore, the TRC is set to decrease the brake control amount from the initial depression. Decrease the brake coefficient correction value TBK. With respect to the TRC threshold correction value TVK, by increasing the allowable amount of acceleration slip as the accelerator opening rate increases, the braking force by TRC is hardly generated and the brake control amount is decreased.

  Further, based on FIG. 13, the second brake coefficient TB2 and the TRC threshold TV2 are set. FIG. 13 is a map showing the relationship between the second brake coefficient TB2 and the TRC threshold TV2 with respect to the road surface resistance.

  As shown in this figure, the second brake coefficient TB2 and the TRC threshold TV2 are made variable according to the road surface resistance. Specifically, the second brake coefficient TB2 is set to a large value when the road surface resistance is small, and is decreased as the road surface resistance is increased. The second brake coefficient TB2 is used to set an upper limit value when setting a TRCbrake correction coefficient TB which is a correction coefficient of the TRC brake control amount. When braking force is generated on a road surface with high road resistance, the vehicle is likely to stall. Therefore, an upper limit value is set according to the road resistance with the second brake coefficient TB2, and an upper limit guard is provided for the TRCbrake correction coefficient TB. The brake control amount by the TRC is prevented from becoming large despite the road surface condition that is likely to stall.

  On the other hand, the TRC threshold TV2 is set to a small value when the road surface resistance is small, and is set to a larger value as the road surface resistance increases. The TRC threshold TV2 is used to set the lower limit value when setting the slip speed TV in TRC. If braking force is generated on a road surface with high road resistance, the vehicle is likely to stall.Therefore, a lower limit value is set according to the road surface resistance using the TRC threshold TV2, and a lower limit guard is provided for the slip speed TV, so that the vehicle is likely to stall. It is possible to prevent the braking force from TRC from being generated even though the road surface is smooth.

  In this manner, based on FIGS. 11 to 13, the first brake coefficient TB1, the first threshold TV1, the OSCbrake correction coefficient CB, the TRC brake coefficient correction value TBK, the TRC threshold correction value TVK, the second brake coefficient TB2 and TRC. When the threshold TV2 is set, the TRC brake target threshold speed and the TRCbrake correction coefficient TB are calculated based on these.

  The TRC brake target threshold speed is calculated by adding the slip speed TV to the vehicle body speed V0 in the current control cycle. The slip speed TV is set by selecting the larger one of MAX (TV1 + TVK, TV2), that is, the value obtained by adding the TRC threshold correction value TVK to the first threshold TV1 and the TRC threshold TV2. For this reason, the TRC brake target threshold speed is set by adding the slip speed TV set by MAX (TV1 + TVK, TV2) to the vehicle body speed V0. On the other hand, the TRCbrake correction coefficient TB is MIN (TB1 × TBK, TB2), that is, the first brake coefficient TB1 multiplied by the TRC brake coefficient correction value TBK or the second brake coefficient TB2 whichever is smaller. It is set by selecting.

  At this time, basically, the slip speed TV is set as a value obtained by adding the TRC threshold correction value TVK set based on the accelerator opening rate to the first threshold TV1 set based on the vehicle body speed V0. Is done. The TRCbrake correction coefficient TB is basically a value obtained by multiplying the first brake coefficient TB1 set based on the vehicle body speed V0 by the TRC brake coefficient correction value TBK set based on the accelerator opening rate. Set as

  Accordingly, when the vehicle is traveling on a difficult road surface, such as when the vehicle body speed V0 is low, the wheel slip suppression based on the brake control is performed more strongly, thereby exerting the LSD effect and running performance. It is possible to enhance the safety by increasing the deceleration and generating the deceleration. Then, if the vehicle speed V0 is high and the vehicle can escape from a difficult place, the brake control amount is switched to be low, and a large braking force is generated in a situation where the driver wants to travel faster. Can be prevented, and the speed required by the driver can be obtained.

  Further, when the accelerator opening rate is large and the driving force is increased as in the initial depression of the accelerator pedal 11, the brake control amount is increased, and when the accelerator pedal 11 is further depressed and the slip amount due to acceleration increases, the depression is performed. The brake control amount can be lowered from the initial stage.

  However, if the road resistance is large, the vehicle is likely to stall, and therefore the lower limit guard is applied to the slip speed TV by the TRC threshold TV2 set according to the magnitude of the road resistance. Thereby, when the road surface resistance is large, it becomes difficult to generate a braking force by TRC. Similarly, the upper limit guard is applied to the TRCbrake correction coefficient TB by the second brake coefficient TB2 set according to the magnitude of the road resistance. Thereby, when the road surface resistance is large, the brake control amount by TRC can be prevented from becoming large.

  When the TRC brake target threshold speed and the TRCbrake correction coefficient TB are calculated in this way, the process proceeds to step 165 to calculate the TRC brake control amount. The TRC brake control amount is a brake control amount generated by TRC, and is a value corresponding to the braking force generated for the acceleration slip generation wheel to be controlled. Here, as the TRC brake control amount, the ** wheel TRC target hydraulic pressure TTP1 **, which is the hydraulic pressure conversion value of the W / C pressure of the wheels to be controlled W / C16FL to 16RR, is obtained.

  Specifically, the wheel TRC target hydraulic pressure TTP1 ** is a predetermined value set by feedback control with respect to the deviation between the wheel speed VW ** and the TRC brake target threshold speed (= vehicle speed V0 + slip speed TV). It is calculated by multiplying the gain. Thus, the provisional brake control amount in the TRC is calculated based on the control (3) described above, that is, the slip speed TV set taking the vehicle body speed V0, the accelerator opening rate, and the road surface resistance into consideration.

  Then, the process proceeds to Step 170, where the ** wheel TRC target hydraulic pressure TTP1 ** calculated in Step 165 is multiplied by the TRCbrake correction coefficient TB. As a result, the wheel TRC target hydraulic pressure TTP1 ** is corrected based on the TRCbrake correction coefficient TB set in consideration of the control (3) above, that is, the vehicle body speed V0, the accelerator opening ratio, and the road surface resistance. Then, the ** wheel TRC final target hydraulic pressure TTP2 **, which is the final brake control amount based on TRC, is calculated.

  Thereafter, the process proceeds to step 175, where it is determined again whether or not the OSC control prohibition is set as in step 140. If a negative determination is made here, the routine proceeds to step 180 where the OSC brake control amount is calculated. The OSC brake control amount is a brake control amount generated by the OSC, and is a value corresponding to the braking force generated for the wheel to be controlled. Here, after obtaining the OSC target control amount TOB, which is the target value of the OSC brake control amount, the hydraulic pressure conversion value of the W / C pressure of W / C16FL to 16RR of the wheel to be controlled is used. We are seeking hydraulic pressure TOP1 **.

  Specifically, the OSC target control amount TOB is calculated by multiplying the deviation between the vehicle body speed V0 and the OSC brake target threshold speed TVB obtained in step 155 by a predetermined gain set by feedback control. . Then, the ** wheel OSC target hydraulic pressure TOP1 ** is calculated by multiplying the OSC target control amount TOB by a brake hydraulic pressure conversion coefficient. As a result, the OSC target control amount TOB is calculated based on the control (2) described above, that is, the OSC brake target threshold speed TVB set in consideration of the accelerator operation and the brake operation. The wheel OSC target hydraulic pressure TOP1 ** is calculated. At this time, ** Wheel OSC target hydraulic pressure TOP1 ** may be set as a final value corresponding to the target value of the OSC brake control amount, but ** Wheel OSC target hydraulic pressure TOP1 ** is temporarily set in OSC. This brake control amount is further corrected in accordance with the vehicle body speed V0.

  That is, the process proceeds to step 185, and the ** wheel OSC target hydraulic pressure TOP1 ** is corrected by multiplying the ** wheel OSC target hydraulic pressure TOP1 ** by the OSCbrake correction coefficient CB set in step 160 to ** the wheel OSC. Calculate final target hydraulic pressure TOP2 **. In this way, a value that takes into account the OSCbrake correction coefficient CB set according to the vehicle body speed V0 is calculated as the final brake control amount in the OSC.

  Thereafter, the process proceeds to step 190, and a final brake control amount based on OSC and TRC is calculated. Specifically, ** wheel TRC final target hydraulic pressure TTP2 ** which is the final brake control amount based on TRC and ** wheel OSC final target hydraulic pressure TOP2 ** which is the final brake control amount in OSC Is added to calculate the wheel target hydraulic pressure TP ** (= TTP2 ** + TOP2 **), which is the final brake control amount of the wheel to be controlled. Then, when the final brake control amount of the control target wheel is calculated in this way, the brake fluid pressure of W / C16FL to 16RR corresponding to the control target wheel based on the automatic pressurization function in the service brake is ** Set the wheel target hydraulic pressure TP **. As a result, it is possible to generate a braking force necessary for performing the controls (2) and (3) described above.

  If the OSC control prohibition is set and an affirmative determination is made in step 140, the process proceeds to step 195, where normal TRC without OSC is executed. In this case, the TRC brake target threshold speed is calculated as normal TRC. Since the OSC is prohibited from being controlled, the TRCbrake correction coefficient TB is set to 1.0 so that substantially no correction is performed, and the slip speed TV is set to TRC as a normal TRC. A brake target threshold speed is calculated. In addition, the wheel OSC final target hydraulic pressure TOP2 ** is set to 0 [MPa], and the engine request value ENG_REQ is set to a value that is not reflected, for example, −10000 [N]. Also, a negative determination is made in step 175, and in step 190, the ** wheel target hydraulic pressure TP **, which becomes the final brake control amount based on OSC and TRC, is added to the ** wheel TRC final target hydraulic pressure. TTP2 **.

  As described above, the driving force necessary for performing the control (1) is generated, and the braking force necessary for performing the controls (2) and (3) is generated. 14 and 15 are time charts when various processes based on the flowcharts of FIGS. 2A and 2B are executed.

  FIG. 14 is a time chart when the traveling road surface is a mogul road (an uneven road surface with undulations on the road surface). Here, as an example, a state in which the road becomes a flat road after an ascending mogul road and then a down road surface is shown.

  First, in a state where the accelerator pedal 11 is not depressed and the brake pedal 13 is depressed at time T0, the priority 2 in FIG. 11 is selected. Therefore, the slip speed TV is set based on this, and a value obtained by adding the slip speed TV to the vehicle body speed V0 (= 0) is set as the TRC brake target threshold speed. Further, although priority 4 in FIG. 7 is selected, the lower limit guard is applied, and the OSC brake target is set to the lower limit guard (for example, 0.8 km / h shown in step 315 in FIG. 6). A threshold speed is set. Then, when the brake operation is released at time T1 and this state continues for a predetermined time (for example, 1 second), priority 1 in FIG. 11 is selected at time T2, and the first threshold value TV1 decreases accordingly, so the slip speed is reduced. TV drops.

  Thereafter, when the accelerator operation is performed at time T3, the corresponding driving force is generated, and when the vehicle body speed V0 increases, the engine target threshold speed is increased at a predetermined speed (for example, 2 km / h). Is set. Further, as the vehicle body speed V0 increases, the TRC brake target threshold speed and the OSC brake target threshold speed also increase. As for the OSC brake target threshold speed, priority 3 in FIG. 7 is selected, and the accelerator acceleration ACCEL_G corresponding to the accelerator opening rate is added. The value obtained by adding the speed upper limit value ACCEL_UP to the vehicle body speed V0 is set as the upper limit value. Therefore, when the accelerator acceleration ACCEL_G is large, the upper limit value is set.

  When the vehicle speed V0 is in the speed range indicated by priority 2 in FIG. 11 continues for a predetermined time (for example, 1 second), priority 2 in FIG. 11 is selected at time T4, and the TRC brake target threshold speed is corrected. Has been a big value.

  Subsequently, an acceleration slip occurs on one of the wheels FL to RR immediately after time T4, and an acceleration slip occurs when the wheel speed VW ** exceeds the TRC brake target threshold speed or the OSC brake target threshold speed. With respect to the wheels, a required braking force required to suppress acceleration slip or prevent the vehicle from suddenly accelerating against the driver's intention is set. Correspondingly, the brake control amount is set. This state continues until the vehicle body speed V0 falls below the TRC brake target threshold speed or the OSC brake target threshold speed. Such an operation is repeated every time an acceleration slip occurs and the wheel speed VW ** exceeds the TRC brake target threshold speed or the OSC brake target threshold speed.

  At time T5, when the accelerator pedal 11 is stepped on, the engine target threshold speed is increased correspondingly. As the accelerator operation is performed, a driving force corresponding to the accelerator operation is generated, and the vehicle body speed V0 is further increased. Accordingly, the TRC brake target threshold speed and the OSC brake target threshold speed are also increased. If the vehicle speed V0 is in the speed range indicated by priority 3 in FIG. 11 for a predetermined time (for example, 1 second), priority 3 in FIG. 11 is selected at time T6, and the TRC brake target threshold speed is Corrected to a large value. Then, when the vehicle body speed V0 further increases and the state of the speed range indicated by priority 4 in FIG. 11 continues for a predetermined time (for example, 1 second), priority 4 in FIG. 11 is selected at time T7.

  However, even if the vehicle body speed V0 suddenly increases between time points T6 and T7, priority 3 in FIG. 7 is selected for the increase in the OSC brake target threshold speed, and the vehicle body speed V0 gradually increases. I will do it. Thereby, jumping out of the vehicle is suppressed.

  Thereafter, at time T8, when the accelerator operation is turned off by an abrupt accelerator return operation, priority 5 in FIG. 7 is selected, and the OSC brake target threshold speed becomes a relatively large deceleration (for example, 0.1 G). Set to a value. As a result, the vehicle body speed V0 is lowered with a relatively large deceleration. Then, when the large deceleration period T elapses at time T9, priority 6 in FIG. 7 is selected, and the OSC brake target threshold speed is set so that the deceleration is smaller than during the large deceleration period T. As a result, the vehicle body speed V0 is lowered with a relatively small deceleration.

  Further, in this state, when the driver performs a brake operation at the timing of time T10 and the vehicle body speed V0 is decreased with a relatively large deceleration, priority 4 in FIG. 7 is selected again and the OSC brake target threshold speed is The value is set to obtain a relatively large deceleration (for example, 0.1 G). In priority 4 of FIG. 7, a value that provides a predetermined deceleration is selected for the first brake target threshold speed TVBtmp1, but for the first brake target threshold speed TVBtmp1, the brake target threshold speed TVB of the previous control cycle is selected. And the vehicle speed V0, whichever is smaller. For this reason, even when the vehicle body speed V0 suddenly decreases, the first brake target threshold speed TVBtmp1 becomes a small value following that, and the brake target threshold speed TVB is set to a small value. Therefore, when the vehicle body speed V0 suddenly decreases and falls below the brake target threshold speed TVB, the brake target threshold speed TVB can decrease following the vehicle body speed V0. As a result, by setting the brake target threshold speed TVB to a value lower than the vehicle body speed V0, the vehicle is accelerated so that the vehicle body speed V0 increases toward the brake target threshold speed TVB despite the brake operation. Can be prevented. Therefore, it is possible to prevent the vehicle from accelerating against the driver's intention while reducing the vehicle body speed V0 by a simpler operation, and to control the vehicle speed in accordance with the driver's intention.

  Then, when the vehicle speed V0 continues to be selected as the priority 4 in FIG. 11 as in the period from the time T7 to the time T11, the slip speed TV does not change, so the TRC brake target threshold speed becomes the vehicle speed. It is set to a value obtained by adding a constant slip speed TV to V0. Thereafter, when the vehicle body speed V0 becomes equal to or lower than the predetermined speed and continues for a predetermined time (for example, 1 second), priority 3 in FIG. 11 is selected at time T12, and further, at time T13 as the vehicle speed V0 decreases. When priority 2 in FIG. 11 is selected, the TRC brake target threshold speed is corrected and gradually decreases.

  In addition, when a gentle accelerator operation is performed after a gentle accelerator operation at a subsequent time T14, priority 5 in FIG. 7 is selected, and the OSC brake target threshold speed is relatively large. The value obtained for the deceleration (for example, 0.1 G) is set. As a result, the vehicle body speed V0 is lowered with a relatively large deceleration.

  FIG. 15 is a time chart when the traveling road surface is a desert road. On such a road surface, since the road surface resistance is large, the vehicle is likely to stall when braking force is generated by brake control.

  First, for the time points T0 to T3, the same operation as in FIG. 14 is performed. Also, at time points T4 to T6, basically the same operation as in FIG. 14 is performed. When an acceleration slip occurs in one of the wheels FL to RR between the time points T4 to T6 and after the time point T6, the brake control is performed so as to suppress the acceleration slip. The amount will be set. In other words, if the wheel speed VW ** exceeds the TRC brake target threshold speed or the OSC brake target threshold speed, the acceleration slip is suppressed for the wheel where the acceleration slip occurs, or the vehicle does not accelerate suddenly against the driver's intention. The required braking force required for making it so is set. Correspondingly, the brake control amount is set.

  At this time, in a situation where the vehicle body speed V0 gradually increases as in this example, the first threshold value TV1 gradually increases in order from priority 1 to 5 in FIG. 11 according to the vehicle body speed V0. As a result, the slip speed TV increases. For this reason, the difference between the TRC brake target threshold speed set by the value obtained by adding the slip speed TV to the vehicle body speed V0 and the wheel speed V0 increases. Therefore, as the vehicle body speed V0 increases, the ** wheel TRC target hydraulic pressure TTP1 ** (see step 165 in FIG. 2), which is the brake control amount when acceleration slip occurs, gradually decreases, and the required braking force Is getting smaller.

  Furthermore, the first brake coefficient TB1 gradually decreases with the shift from priority 1 to priority 5 in FIG. Therefore, the TRCbrake correction coefficient TB gradually decreases as the vehicle body speed V0 increases, and the ** wheel TRC final target hydraulic pressure TTP2 ** becomes a smaller value.

  If the road resistance is high, the second brake coefficient TB2 becomes a small value so that the upper limit guard is applied with a small TRCbrake correction coefficient TB, and the wheel TRC final target hydraulic pressure TTP2 ** is further increased. Can be a small value. Also, the TRC threshold TV2 takes a large value when the running resistance is large. For this reason, the lower limit guard of the slip speed TV is applied with a larger value, and the ** wheel TRC target hydraulic pressure TTP1 **, which becomes the brake control amount when the acceleration slip occurs, can be made a small value. .

  As described above, according to the vehicle control apparatus of the present embodiment, the above-described controls (1) to (3) are executed, and the driving force necessary to perform the control (1) is generated. , (2), (3), the braking force required to perform the control is generated. By executing the control (1), the vehicle can be started and accelerated in accordance with the driver's intention even during off-road and the like.

(Other embodiments)
The present invention is not limited to the embodiment described above, and can be appropriately changed within the scope described in the claims.

  For example, in the above embodiment, all the controls (1) to (3) are executed. However, only the control (1) is performed alone, or either the control (2) or (3) is performed. It is good also as a vehicle control apparatus performed with only. Further, the method for setting the engine target threshold speed, the OSC brake target threshold speed, and the TRC brake target threshold speed described in the above embodiment is an example. For example, various parameters and maps used for these settings may be appropriately changed, or only a part of each parameter and map may be applied without applying each parameter and each map.

  Moreover, in the said embodiment, since the vehicle provided with the engine was mentioned as an example, an engine output was mentioned as a driving force according to accelerator operation, and the engine target threshold speed was mentioned as a target speed corresponding to this engine output. However, this is an example of the output form of the driving force according to the accelerator operation, and other forms may be used. For example, in an electric vehicle, the electric output according to the accelerator operation, and in a hybrid vehicle, the sum of the electric output according to the accelerator operation and the engine output becomes the driving force according to the accelerator operation. Therefore, although the engine target threshold speed is given as an example as the target speed corresponding to the driving force according to the accelerator operation, the driving force target threshold speed is set as the target speed corresponding to the driving force according to the accelerator operation. The driving force target threshold speed may be compared with the vehicle body speed V0.

  In the above embodiment, it is determined whether or not the OSC should be executed according to the state of the OSC switch 23 and the gear position of the sub-transmission 2b. However, the road surface state is detected and the road surface state is detected. Whether or not the OSC should be executed may be determined based on the detection result. For example, in the road surface state where the unevenness is large or the road surface resistance is large, or in the road surface state where the road surface gradient is large such as a steep slope, it is determined that the road surface is off-road and the OSC is to be executed. The OSC may be automatically executed. In the above-described embodiment, the off-road driving is exemplified as the control of (1). However, the present invention is not limited to off-road driving, but is also applied to the vehicle according to the driver's intention even on a general road surface such as a slope or overstep. The effect of starting and accelerating can be obtained.

  It should be noted that portions for executing the various processes described in the above-described embodiment, for example, the steps shown in the drawings correspond to the various means of the present invention. For example, the portion that executes the processing of step 145 is the target speed setting means, the portion that executes the processing of step 130 is the road surface gradient detecting means, and the portion that adds the slope gradient driving force SLOPE in step 130 or step 215 is the gradient. This corresponds to a driving force increasing means. In addition, the portion of step 215 where the slip equivalent driving force VWSLIP is added is the slip driving force increasing means, and the portion of step 215 where the slip equivalent driving force VWSLIP is added is the frictional driving force increasing means and the sufficient driving force. Of the force increasing means, steps 200 to 210 and step 215 to which the accelerator equivalent driving force ACC_FORCE is added corresponds to the accelerator equivalent driving force increasing means.

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Transmission, 2a ... Transmission, 2b ... Sub transmission, 3 ... Driving force distribution control actuator, 10 ... Engine ECU, 11 ... Accelerator pedal, 11a ... Accelerator switch, 12 ... LAN, 13 ... Brake pedal , 14 ... M / C, 15 ... Brake actuator, 16 ... W / C, 19 ... Brake ECU, 20FL-20RR ... Wheel speed sensor, 21 ... Brake switch, 21 ... Brake pedal, 22 ... M / C pressure sensor, 23 ... Switch, 23FL-RR ... Suspension sensor, 24FL -... Suspension sensor, 25 ... Acceleration sensor

Claims (5)

Applied to a vehicle equipped with a drive system that generates a driving force for each wheel based on an accelerator operation,
Target speed setting means for setting a driving force target threshold speed as a target speed of the vehicle body speed in the vehicle based on the accelerator operation amount;
Driving force control means for controlling driving force to bring the vehicle body speed close to the driving force target threshold speed;
Road surface gradient detecting means for detecting the road surface gradient of the traveling road surface of the vehicle;
Gradient driving force increasing means for increasing the driving force corresponding to the road gradient with respect to the driving force generated in the vehicle. A traction control means for generating a braking force to suppress the acceleration slip when any of the wheels attached to the vehicle has an acceleration slip;
A slip drive that obtains a corrected driving force corresponding to the acceleration slip based on the braking force generated by the traction control means and adds the corrected driving force corresponding to the accelerated slip to the driving force generated by the vehicle. The vehicle control device according to claim 1, further comprising force increasing means.   Friction force drive that obtains a correction driving force corresponding to a decrease in the road surface friction force due to the acceleration slip and adds a correction driving force corresponding to the decrease in the road surface friction force to the driving force generated in the vehicle. The vehicle control device according to claim 2, further comprising force increasing means.   A correction driving force corresponding to a decrease in road surface contact load due to load movement between the wheels attached to the vehicle is obtained, and a correction corresponding to a decrease in the road surface contact load is obtained with respect to the driving force generated in the vehicle. The vehicle control device according to any one of claims 1 to 3, further comprising a driving force increase means for adding a driving force.   Accelerator equivalent driving force increasing means for obtaining a correction driving force corresponding to the accelerator opening that increases as the accelerator opening increases, and adding the correction driving force corresponding to the accelerator opening to the driving force generated in the vehicle. 5. The vehicle control device according to claim 1, comprising:

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