JP2006188164A - Vehicular integrated control system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To increase the reliability of integrated control by simplifying information exchange among control devices for vehicular driving support control, driving force control and braking force control and reducing information traffic. <P>SOLUTION: The driving supporting electronic control device 40 computes a driving support target braking/driving force Fxtdss and sends it to a first arbiter 56 of the driving force controlling electronic control device 42. The arbiter 56 arbitrates between a driver request target braking/driving force Fxddt and the driving support target braking/driving force Fxtdss to compute a vehicle total target braking/driving force Fxdtt. The total target braking/driving force Fxdtt is distributed by a braking/driving force distributor 60 into a target driving force Fxpt and a target braking force Fxbt. According to the target driving force Fxpt, a second arbiter 62 computes a final target driving force Fxptt. An arbiter 66 of the braking force controlling electronic control device 44 arbitrates between a driver request braking force Fxdbt and the target braking force Fxbt to compute a vehicle total target braking force Fxbtt. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle integrated control device, and more particularly to a vehicle integrated control device that executes vehicle driving support control, driving force control, and braking force control in an integrated manner.

As one of control devices for vehicles such as automobiles, a plurality of actuators based on driving related information related to driving of a vehicle by a driver as described in, for example, the following Patent Document 1 relating to the application of the present applicant. Is an integrated vehicle motion control device that executes a plurality of types of vehicle motion control in a vehicle by controlling the computer in an integrated manner, and has an upper command unit and a lower command unit. There is already known an integrated vehicle motion control device that outputs a command to a lower command unit, and the lower command unit controls a plurality of actuators based on the command.
JP 2003-191774 A

  In the conventional vehicle integrated control apparatus as described above, if an abnormality occurs in the upper headquarters, the effect affects the lower headquarters, so there is a problem in terms of reliability, and multiple types of vehicle motion control The amount of information sent and received between the upper and lower headquarters increases because information related to the system and information necessary for coordination between lower headquarters must be input to the upper headquarters There is.

  The present invention has a conventional integrated system having a high order command unit and a low order command unit, wherein the high order command unit outputs a command to the low order command unit, and the low order command unit controls a plurality of actuators based on the command. The present invention has been made in view of the above-mentioned problems in the control device, and the main problem of the present invention is that each control is performed when vehicle driving support control, driving force control, and braking force control are executed in an integrated manner. By simplifying the exchange of information between the control devices, the amount of information transmitted and received between the control devices is reduced, and the reliability of the integrated control is improved.

  According to the present invention, the main problem described above is the driving support calculation control means for calculating the target braking / driving control amount of the vehicle for performing driving support by automatic control of braking / driving force according to the configuration of claim 1, A drive amount calculation control means for calculating a driver required drive control amount based on a driver's drive operation and controlling the drive means based on at least a final target drive control amount based on the driver request drive control amount; and a driver Integration of a vehicle having a braking amount calculation control means for calculating a driver requested braking control amount based on the braking operation of the vehicle and for controlling the braking means based on at least a final target braking control amount based on the driver requested braking control amount In the control device, the target braking / driving control amount of the driving support calculation control means is transmitted to the driving amount calculation control means, and the driving amount calculation control means determines the target braking / driving control amount and the driver request driving amount. It is achieved by a vehicle integrated control system, characterized by calculating the final target driving control amount by arbitrating and controlling the amount.

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 1, the driving amount calculation control means sets the target braking / driving control amount after arbitration as the target driving control amount. And the target braking control amount is configured to be transmitted from the driving amount calculation control unit to the braking amount calculation control unit (configuration of claim 2).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 2, the braking amount calculation control means includes the driver required braking control amount and the target braking control amount. The final target braking control amount is calculated by arbitrating the above (configuration of claim 3).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claims 1 to 3, the driving support arithmetic control means needs emergency braking for avoiding danger. Sometimes, the risk avoidance target braking amount is calculated, and the risk avoidance target braking amount is directly transmitted from the driving support calculation control means to the braking amount calculation control means (configuration of claim 4).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 4, the braking amount calculation control means includes the driver-requested braking control amount and the target braking control amount. The final target braking control amount is calculated by mediating the risk avoidance target braking amount (configuration of claim 5).

  Further, according to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 5, the braking amount calculation control means has the risk avoidance target braking amount from the driving support calculation control means. Is received as the final target braking control amount, and when the dangerous avoidance target braking amount is not received from the driving support calculation control means, the driver-requested braking control amount and the target The final target braking control amount is calculated by adjusting the braking control amount (configuration of claim 6).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of the first to sixth aspects, the driving support arithmetic control means is configured to control the target control according to a driving support control mode. The driving control amount is calculated, and the driving support control mode is also transmitted from the driving support calculation control unit to the driving amount calculation control unit (configuration of claim 7).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of the above-described claims 1 to 7, there is an abnormality in communication from the drive amount calculation control means to the braking amount calculation control means. The drive assist calculation control means is configured to stop the calculation of the target braking / driving control amount and the transmission to the drive amount calculation control means when the above occurs.

  According to the configuration of claim 1, the driving support calculation control means for calculating the target braking / driving control amount of the vehicle for performing driving support by automatic control of the braking / driving force, and the driver based on the driving operation of the driver. A drive amount calculation control unit that calculates the required drive control amount and controls the drive unit based on at least a final target drive control amount based on the driver request drive control amount, and a driver request brake control based on the driver's braking operation In a vehicle integrated control device having a braking amount calculation control means for calculating a quantity and controlling a braking means based on a final target braking control quantity based on at least a driver requested braking control quantity, The target braking / driving control amount is transmitted to the driving amount calculation control means, and the final target driving control amount is calculated by adjusting the target braking / driving control amount and the driver requested driving control amount by the driving amount calculation control means. Therefore, the drive amount calculation control means can calculate the final target drive control amount based on the target braking / driving control amount and the driver-requested drive control amount, and achieves driving support by automatic control of the braking / driving force. The driving force can be controlled based on the person's driving operation.

  Further, according to the configuration of the first aspect, information necessary for mediation between the target braking / driving control amount and the driver-requested driving control amount does not need to be transmitted from the driving amount calculation control unit to the driving support calculation control unit. In the driving support calculation control means, the target braking / driving control amount and the driver requested drive control amount are arbitrated, and the driving support calculation control means and the driving amount calculation control means and the braking amount calculation control means respectively adjust the target drive control amount and Compared with the case where the target braking control amount is transmitted, the amount of information transmitted and received between the driving support arithmetic control unit and the driving amount arithmetic control unit can be reduced.

  According to the configuration of claim 1, when the driving support calculation control unit or the target braking / driving control amount becomes abnormal, the target braking / driving control amount from the driving support calculation control unit to the driving amount calculation control unit is set. If the transmission is stopped, it is possible to prevent the influence of the abnormality in the driving support calculation control means or the target braking / driving control amount from affecting the control of the driving amount calculation control means and the braking amount calculation control means.

  Further, according to the configuration of the second aspect, the driving amount calculation control means distributes the target braking / driving control amount after the arbitration to the target driving control amount and the target braking control amount, and the target braking control amount is the driving amount calculation control means. Therefore, the drive amount calculation control means determines the target braking / driving control amount after adjusting the target braking / driving control amount and the driver requested drive control amount as the target drive control amount and the target braking control. The braking amount calculation control means can calculate the final target braking control amount based on the target braking control amount and the driver requested braking control amount.

  According to the third aspect of the present invention, the braking amount calculation control means calculates the final target braking control amount by adjusting the driver requested braking control amount and the target braking control amount. The braking force can be controlled based on the braking operation of the driver while achieving the driving support by the above.

  According to the fourth aspect of the present invention, the driving assistance calculation control means calculates the risk avoidance target braking amount when emergency braking is required for avoiding danger, and the danger avoidance target braking amount is calculated from the driving assistance calculation control means. Since it is transmitted directly to the braking amount calculation control means, the driving support calculation control means can transmit the risk avoidance target braking amount to the braking amount calculation control means without delay when there is a need for emergency braking for avoiding danger, Compared with the case where the danger avoidance target braking amount is transmitted to the braking amount calculation control means via the driving amount calculation control means, emergency braking for avoiding danger can be performed quickly.

  Further, according to the configuration of the fifth aspect, the braking amount calculation control means calculates the final target braking control amount by adjusting the driver requested braking control amount, the target braking control amount, and the danger avoidance target braking amount. The braking amount calculation control means can calculate the final target braking control amount based on the driver requested braking control amount, the target braking control amount, and the danger avoidance target braking amount.

  According to the sixth aspect of the present invention, when the braking amount calculation control means receives the risk avoidance target braking amount from the driving support calculation control means, the risk avoidance target braking amount is set as the final target braking control amount, and the driving support calculation calculation is performed. When the risk avoidance target braking amount is not received from the control means, the final target braking control amount is calculated by adjusting the driver requested braking control amount and the target braking control amount. When there is no need for emergency braking, the final target drive control amount can be calculated based on the target braking / driving control amount and the driver-requested drive control amount, while achieving driving support by automatic control of braking / driving force The driving force can be controlled based on the driving operation of the driver. In addition, the driving support calculation control means reliably calculates the final target braking control amount based on the risk avoidance target braking amount when emergency braking is necessary to avoid danger, and reliably achieves emergency braking for risk avoidance. can do.

  Further, according to the configuration of claim 7, the driving support calculation control means calculates the target braking / driving control amount according to the driving support control mode, and the driving support control mode is also controlled by the driving support calculation control means. Therefore, the driving amount calculation control unit can appropriately adjust the target braking / driving control amount and the driver-requested driving control amount in accordance with the driving support control mode.

  Further, according to the configuration of claim 8, when an abnormality occurs in the communication from the driving amount calculation control means to the braking amount calculation control means, the driving support calculation control means calculates the target braking / driving control amount and the driving amount calculation control means. Therefore, it is possible to prevent the target braking / driving control amount from being unnecessarily calculated by the driving support calculation control means and preventing the target braking / driving control amount from being unnecessarily transmitted to the driving amount calculation control means. The control means and the braking amount calculation control means can control the driving force and the braking force based on at least the driver required driving control amount and the driver required braking control amount, respectively, in a manner that does not consider the driver required braking control amount. .

[Preferred embodiment of problem solving means]
According to one preferable aspect of the present invention, in the configuration of the above-described claims 1 to 8, the driving support is configured to be an automatic control of braking / driving force for making the inter-vehicle distance constant with the preceding vehicle. (Preferred embodiment 1)

  According to another preferred aspect of the present invention, in the configuration of claims 1 to 8, the driving support is a braking / driving force for preventing the inter-vehicle distance from the preceding vehicle from becoming less than a reference value. It is comprised so that it may be automatic control of (The preferable aspect 2).

  According to another preferred aspect of the present invention, in the configuration of the first to eighth aspects, the driving support is an automatic control of braking / driving force for preventing a collision with an obstacle in front of the vehicle. (Preferred Aspect 3)

  According to another preferred aspect of the present invention, the target drive control amount is also transmitted from the drive amount calculation control means to the braking amount calculation control means in the configuration of the above claims 2 to 8 or the preferred aspects 1 to 3. The braking amount calculation control means is configured to correct the target drive control amount with a correction amount for ensuring stable running of the vehicle, and to transmit the corrected target drive control amount to the drive amount calculation control means. (Preferred embodiment 4)

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 4 described above, the drive amount calculation control means performs the final target based on the target drive control amount before correction and the target drive control amount after correction. It is comprised so that a drive control amount may be calculated (Preferred aspect 5).

  According to another preferred embodiment of the present invention, in the configuration of the above-described claims 3 to 8 or the preferred embodiments 1 to 5, the braking amount calculation control means is a correction for ensuring stable running of the vehicle. The target braking control amount after arbitration is corrected by the amount, and the final target braking control amount is calculated based on the corrected target braking control amount (preferred aspect 6).

  According to another preferred embodiment of the present invention, in the configuration of the above-described claims 1 to 8 or the preferred embodiments 1 to 6, the driving means includes a hybrid system including an internal combustion engine and a motor generator. Constructed (preferred embodiment 7).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 7, the motor generator has a regenerative function, and the braking amount calculation control means determines the final target braking control amount as the target friction braking control amount. And the target regenerative braking control amount are configured to be transmitted from the braking amount calculation control means to the driving amount calculation control means (preferred aspect 8).

  According to another preferred aspect of the present invention, in the configuration of the preferred aspect 8, the drive amount calculation control means controls the internal combustion engine based on the final target drive control amount, and based on the target regenerative brake control amount. And configured to control the motor generator (preferred aspect 9).

  The present invention will now be described in detail with reference to a few preferred embodiments with reference to the accompanying drawings.

  FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle integrated control apparatus according to the present invention applied to a rear wheel drive vehicle, and FIG. 2 is a block diagram showing a control system of the first embodiment.

  In FIG. 1, reference numeral 10 denotes an engine, and the driving force of the engine 10 is transmitted to a propeller shaft 18 via an automatic transmission 16 including a torque converter 12 and a transmission 14. The driving force of the propeller shaft 18 is transmitted to the left rear wheel axle 22L and the right rear wheel axle 22R by the differential 20, whereby the left and right rear wheels 24RL and 24RR which are driving wheels are rotationally driven.

  On the other hand, the left and right front wheels 24FL and 24FR are both driven wheels and steered wheels, which are not shown in FIG. 1, but are rack and pinion type driven in response to steering of the steering wheel by the driver. It is steered via a tie rod by a power steering device.

  The braking forces of the left and right front wheels 24FL, 24FR and the left and right rear wheels 24RL, 24RR are controlled by controlling the braking pressures of the corresponding wheel cylinders 30FL, 30FR, 30RL, 30RR by the hydraulic circuit 28 of the braking device 26. Although not shown in FIG. 1, the hydraulic circuit 28 includes an oil reservoir, an oil pump, various valve devices, and the like.

  The braking / driving force of the vehicle is controlled by the integrated control electronic control unit 32. The integrated control electronic control unit 32 normally controls the output of the engine 10 and the gear position of the transmission 14 according to the operation of the accelerator pedal 34 by the driver, the engine load, etc., and allows the driver to depress the brake pedal 36. The hydraulic circuit 28 is controlled accordingly, and if necessary, the output of the engine 10 and the gear stage of the transmission 14 are controlled to control the running movement of the vehicle, and the hydraulic circuit 28 is controlled, thereby controlling the braking / driving of the vehicle. Control power.

  Hereinafter, the braking / driving force integrated control executed by the integrated control electronic control device 32 will be described in more detail. In the following description, the braking / driving force, the driving force, and the braking force are all set to correct the driving direction of the vehicle. Therefore, the smaller value in the comparison of a plurality of braking forces is the larger value as the braking strength.

  As shown in FIG. 2, the integrated control electronic control device 32 includes a driving support electronic control device 40 that supports the driving of the driver, a driving force control electronic control device 42 that controls the driving force of the vehicle, and each wheel. And a braking force control electronic control unit 44 for controlling the driving force. Although not shown in detail in FIG. 2, the driving support electronic control device 40, the driving force control electronic control device 42, and the braking force control electronic control device 44 each have a CPU, a ROM, a RAM, and an input / output port device. These may be composed of a microcomputer and a drive circuit connected to each other by a bidirectional common bus.

  The driving support electronic control unit 40 has a signal indicating an inter-vehicle distance L from the inter-vehicle distance detection sensor 50 such as a radar to a preceding vehicle ahead of the vehicle, and the presence or absence of an obstruction in front of the vehicle from the obstacle detection sensor 52 such as a CCD camera. A signal or the like indicating is input. When the switch for inter-vehicle distance control (not shown) is in the ON state, the driving support electronic control unit 40 is input from the inter-vehicle distance L and the vehicle speed sensor 54 input from the inter-vehicle distance detection sensor 50. Based on the vehicle speed V, the target braking / driving force for setting the inter-vehicle distance to the preceding vehicle to a value within a predetermined range is calculated as the driving support target braking / driving force Fxtdss.

  Further, the driving assistance electronic control unit 40 determines that the inter-vehicle distance between the preceding vehicle and the preceding vehicle is based on the inter-vehicle distance L input from the inter-vehicle distance detection sensor 50 and the vehicle speed V input from the vehicle speed sensor 54. When it is smaller than the reference value determined according to the target braking / driving force Fxtdss, the target braking / driving force for assisting braking and making the inter-vehicle distance to the preceding vehicle a safe inter-vehicle distance greater than the reference value is calculated. To do.

  Further, the driving support electronic control device 40 receives information on the presence or absence of an obstacle ahead of the vehicle input from the obstacle detection sensor 52, an inter-vehicle distance L between the obstacle ahead of the vehicle input from the inter-vehicle distance detection sensor 50, a vehicle speed. Based on the vehicle speed V input from the sensor 54, the possibility of collision with an obstacle is determined. When there is a possibility of collision with an obstacle, a target braking / driving force Fxbtpcs for preventing the collision with the obstacle is obtained. Calculated as the driving support target braking / driving force Fxtdss.

  Furthermore, when the driving support electronic control unit 40 performs the above-mentioned inter-vehicle distance control and calculates the driving support target braking / driving force Fxtdss, the driving support target control is performed together with a signal indicating that the driver support control mode is inter-vehicle distance control. When a signal indicating the driving force Fxtdss is output to the driving force control electronic control device 42 and the above-described auxiliary braking control is performed to calculate the driving assistance target braking / driving force Fxtdss, the driver assistance control mode is auxiliary braking control. When the signal indicating the driving support target braking / driving force Fxtdss is output to the driving force control electronic control device 42 and the above-described collision prevention control is performed to calculate the driving support target braking / driving force Fxtdss, the driver assistance is provided. A signal indicating the driving support target braking / driving force Fxtdss together with the ON signal of the collision prevention control request flag Fpcs indicating that the control mode of the vehicle is the anti-collision control is applied to the braking force control electronic control. And outputs it to the location 44.

  The driving force control electronic control device 42 has a first arbiter 56, and a signal indicating the driver's driving operation amount is input to the first arbiter 56 from the driving operation amount detection sensor 58 such as an accelerator opening sensor. Is done. The first arbiter 56 calculates a driver request target driving force Fxddt of the vehicle based on the driving operation amount of the driver input from the driving operation amount detection sensor 58, and requests the driver according to the driver support control mode. By adjusting the target driving force Fxddt and the driving support target braking / driving force Fxtdss, the vehicle calculates the total target braking / driving force Fxdtt and outputs a signal indicating the total target braking / driving force Fxdtt to the braking / driving force distributor 60. .

  The braking / driving force distributor 60 distributes the total target braking / driving force Fxdtt of the vehicle into the target driving force Fxpt of the vehicle and the target braking force Fxbt of the vehicle. The braking / driving force distributor 60 outputs a signal indicating the target driving force Fxpt to the second arbiter 62 and the driving force vehicle motion compensator 64 of the braking force control electronic control unit 44, and also indicates the target braking force Fxbt. The signal is output to the arbiter 66 of the braking force control electronic control unit 44.

  The driving force vehicle motion compensator 64 calculates a vehicle motion compensation target driving force Fxdct for canceling the cornering drag of the vehicle and improving the riding comfort of the vehicle. The driving force vehicle motion compensator 64 outputs a signal indicating the vehicle motion compensation target driving force Fxdct to the second arbiter 62 of the driving force control electronic control unit 42.

  The vehicle motion compensator 64 calculates the motion control target braking / driving force Fxvti (i = fl, fr, rl, rr) of each wheel for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle, and the motion of each wheel. The vehicle motion control target drive force Fxvdt is calculated as the sum of the drive forces of the control target braking / driving force Fxvti. Then, the vehicle motion compensator 64 uses the larger value of the motion control target driving force Fxvdt and the vehicle target driving force Fxpt input from the braking / driving distributor 60 of the driving force control electronic control unit 42 after the vehicle motion compensation. A signal indicating the target driving force Fxpvt is output to the second arbiter 62 of the driving force control electronic control unit 42 as the target driving force Fxpvt.

  The second arbiter 62 of the driving force control electronic control unit 42 adjusts the target driving force Fxpt and the target driving force Fxpvt after vehicle motion compensation to calculate the final target driving force Fxptt, and the vehicle is used as the final target driving force Fxptt. The motion compensation target driving force Fxdct is added to correct the final target driving force Fxptt, and the corrected final target driving force Fxptt is output to the distributor 68.

  The distributor 68 calculates the target output of the engine 10 and the target shift speed of the transmission 14 based on the corrected final target driving force Fxptt, and the output of the engine 10 and the shift speed of the transmission 14 become the target output and the target shift speed, respectively. By controlling in this way, the output of the engine 10 and the transmission 14 are controlled so that the driving force of the vehicle becomes the corrected final target driving force Fxptt.

  The arbitration unit 66 of the braking force control electronic control unit 44 includes a pressure sensor for detecting the pressure in the master cylinder 70 of the braking unit 26, a stepping force sensor for detecting the depression force of the brake pedal 36, and a stroke for detecting the depression stroke of the brake pedal 36. Like the sensor, a signal indicating the amount of braking operation of the driver is input from the braking operation amount detection sensor 72. The arbiter 66 calculates the driver required braking force Fxdbt based on the driver's braking operation amount.

  The arbiter 66 adjusts the driver requested braking force Fxdbt and the target braking force Fxbt input from the braking / driving force distributor 60 when the driver assistance control mode by the driving assistance electronic control unit 40 is not the collision prevention control. Thus, the total target braking force Fxbtt of the vehicle is calculated, and when the driver assistance control mode by the driving assistance electronic control device 40 is the collision prevention control, the driving assistance target braking / driving force input from the driving assistance electronic control device 40 is calculated. Let Fxtdss (anti-collision target braking force Fxbtpcs) be the total target braking force Fxbtt of the vehicle.

  The arbiter 66 outputs a signal indicating the total target braking force Fxbtt to the braking force vehicle motion compensator 74, and the braking force vehicle motion compensator 74 distributes the total target braking force Fxbtt to each wheel, thereby providing a total target control. Based on the power Fxbtt, the target braking force Fwbtti of each wheel is calculated. A signal indicating the braking pressure Pi (i = fl, fr, rl, rr) of the wheel cylinders 30FL-30RR of each wheel is input to the vehicle motion compensator 74 from pressure sensors 76FL-76RR provided for the respective wheels. Is done.

  The braking force vehicle motion compensator 74 receives from the driving force vehicle motion compensator 64 a signal indicating the motion control target braking / driving force Fxvti of each wheel for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle, The braking force vehicle motion compensator 74 sets the smaller braking force of the target braking force Fwbtti and the motion control target braking / driving force Fxvti as the target braking force Fwbti (i = fl, fr, rl, rr) of each wheel, By controlling the hydraulic circuit 28 of the braking device 26 based on the target braking force Fwbti, the braking force of each wheel is controlled so that the braking force of each wheel becomes the corresponding target braking force Fwbti.

  Although not shown in the figure, the driving force control electronic control device 42 includes a monitoring device for monitoring whether the driving support electronic control device 40 and the driving support target braking / driving force Fxtdss calculated thereby are normal. And the monitoring device transmits a driving support target braking / driving force Fxtdss and a control mode when it determines that the driving support electronic control device 40 and the driving support target braking / driving force Fxtdss calculated thereby are abnormal. Driving control control and transmission to the driving support electronic control device 40 via a communication path between the driving force control electronic control device 42 and the driving support electronic control device 40 different from the above, or via the braking force control electronic control device 44 The command signal that should be stopped is output.

  The braking force control electronic control unit 44 has a monitor that monitors whether or not the communication between the driving force control electronic control unit 42 and the braking force control electronic control unit 44 is normal. When it is determined that the communication between the control electronic control unit 42 and the braking force control electronic control unit 44 is abnormal, the driving force control electronic control unit 42 and the control unit other than the communication path for transmitting the target braking force Fxbt and the like are controlled. Command to stop driving support control and transmission to the driving support electronic control device 40 or directly to the driving support electronic control device 40 via the communication path with the power control electronic control device 44 and the driving force control electronic control device 42 Output a signal. The function of this monitor may be achieved by the monitor of the driving force control electronic control unit 42.

  The monitoring unit of the braking force control electronic control unit 44 also monitors whether or not the communication between the driving support electronic control unit 40 and the braking force control electronic control unit 44 is normal. When it is determined that the communication with the braking force control electronic control unit 44 is abnormal, the driving support electronic control unit 40 and the braking force control electronic control unit 44 different from the communication path for transmitting the target braking force Fxtdss and the like A command signal to stop the collision prevention control and transmission of the driving assistance is output to the driving assistance electronic control device 40 via the communication path between them and the driving force control electronic control device 42.

  When any of the above abnormalities occurs, it is preferable that an alarm device (not shown) is activated to issue an alarm indicating that an abnormality corresponding to the vehicle occupant has occurred.

  Next, referring to the flowchart shown in FIG. 3, the arbitration control routine by the first arbiter 56 and the braking / driving force distribution control routine by the braking / driving force distributor 60 of the driving force control electronic control unit 42 of the first embodiment. Will be described. In FIG. 3, steps 10 to 70 are arbitration control routines by the first arbitrator 56, and steps 100 to 120 are braking / driving force distribution control routines by the braking / driving force distributor 60.

  First, in step 10, a signal indicating the driver's driving operation amount detected by the driving operation amount detection sensor 58 is read, and the vehicle driver's requested target braking / driving force based on the driver's driving operation amount is read. Fxddt is calculated, and in step 20, a signal indicating the driver assistance control mode and the driving assistance target braking / driving force Fxtdss is read from the driving assistance electronic control unit 40.

  In step 30, it is determined whether or not the driver assistance control mode is inter-vehicle distance control. If an affirmative determination is made, in step 40, the total target braking / driving force Fxdtt of the vehicle is determined by the driver. When the required target braking / driving force Fxddt and the driving support target braking / driving force Fxtdss are set to a larger value and a negative determination is made, the routine proceeds to step 50.

  In step 50, it is determined whether or not the driver support control mode is auxiliary braking control. If an affirmative determination is made, in step 60, the total target braking / driving force Fxdtt of the vehicle is determined by the driver. When the required target braking / driving force Fxddt and the driving support target braking / driving force Fxtdss are set to the smaller value and a negative determination is made, the routine proceeds to step 60.

  In step 70, it is determined whether or not the driver support control mode is the collision prevention control. If an affirmative determination is made, in step 80, the total target braking / driving force Fxdtt of the vehicle is changed to the engine 10. When the determination is negative, the total target braking / driving force Fxdtt of the vehicle is set to the driver requested target braking / driving force Fxddt in step 90. Is done.

  In step 100, it is determined whether or not the total target braking / driving force Fxdtt of the vehicle is larger than the minimum value Fxdmin of the mechanically generated driving force of the engine 10 and the automatic transmission 16, and an affirmative determination is made. Sometimes, at step 110, the target driving force Fxpt of the vehicle is set to the total target braking / driving force Fxdtt of the vehicle, and the target braking force Fxbt of the vehicle is set to 0, and when a negative determination is made, at step 120 The target driving force Fxpt of the vehicle is set to the minimum value Fxdmin of the mechanically generated driving force of the engine 10 and the automatic transmission 16, and the target braking force Fxbt of the vehicle is set to the minimum value Fxdmin from the total target braking / driving force Fxdtt of the vehicle. Is set to the value Fxdtt−Fxdmin obtained by subtracting.

  In step 130, a signal indicating the target driving force Fxpt is output to the second arbiter 62 and the vehicle motion state compensator 64 of the braking force control electronic control unit 44, and a signal indicating the target braking force Fxbt is controlled. It is output to the arbiter 66 of the power control electronic control unit 44.

  Next, an arbitration control routine by the arbitrator 66 of the braking force control electronic control unit 44 according to the first embodiment will be described with reference to a flowchart shown in FIG.

  First, in step 210, a signal indicating the amount of braking operation of the driver detected by the braking operation amount detection sensor 70 is read, and the driver required braking force Fxdbt is calculated based on the amount of braking operation of the driver. In step 220, a signal indicating the target braking force Fxbt of the vehicle is read from the braking / driving force distributor 60 of the driving force control electronic control unit 42. In step 230, the collision prevention control request flag Fpcs signal is read. Then, a signal indicating the driving support target braking / driving force Fxtdss is read.

  In step 240, it is determined whether or not the anti-collision control request flag Fpcs is on. If a negative determination is made, in step 250, the total target braking force Fxbtt of the vehicle is calculated as the driver required braking force. When Fxdbt and the target braking force Fxbt of the vehicle are set to the smaller value and an affirmative determination is made, in step 260, the total target braking force Fxbtt of the vehicle is the driving support target braking / driving force Fxtdss for anti-collision control. Set to

  In step 270, although not shown in the figure, a signal indicating the target braking force Fxsht for controlling the shift shock calculated by the driving force control electronic control unit 42 is read, and the total target of the vehicle is read. By adding the target driving force Fxsht to the braking force Fxbtt, the corrected total target braking force Fxbtt of the vehicle is calculated.

  Next, a vehicle motion compensation control routine by the braking force vehicle motion compensator 74 of the braking force control electronic control unit 44 of the first embodiment will be described with reference to the flowchart shown in FIG.

  First, in step 310, the target longitudinal force Fvsct and the target yaw moment Mvsct of the vehicle for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle, such as anti-spin control, anti-drift out control, and tack-in control, are described in the art. In addition, it is calculated in a known manner, and the behavior control target braking / driving force Fxvscti (i = fl, fr, rl, rr) of each wheel to achieve the target longitudinal force Fvsct and target yaw moment Mvsct of the vehicle Is calculated.

  In step 330, the slip reduction target braking / driving force Fxslti (i = fl, fr, rl, rr) of each wheel is calculated in order to reduce the driving slip or braking slip of the wheel to prevent the deterioration of the behavior of the vehicle. In step 340, the smaller one of the behavior control target braking / driving force Fxvscti and the slip reduction target braking / driving force Fxslti for each wheel is the vehicle motion compensation target braking / driving force Fxdcti (i = fl, fr, rl, rr).

  In step 350, the braking force is zero and the sum of the vehicle motion compensation target braking / driving force Fxdcti is calculated as the provisional vehicle motion compensation target driving force Fxdctp of the vehicle. In step 360, the vehicle motion compensation is performed. The target driving force Fxdct is set to a larger value of the provisional vehicle motion compensation target driving force Fxdctp of the vehicle and the target driving force Fxpt input from the braking / driving force distributor 60 of the driving force control electronic control unit 42.

  Next, an arbitration control routine by the second arbiter 66 of the driving force control electronic control unit 42 according to the first embodiment will be described with reference to the flowchart shown in FIG.

  First, at step 410, a signal indicating the target driving force Fxpvt after the vehicle motion compensation is read from the braking force vehicle motion compensator 74 of the braking force control electronic control unit 44, and at step 420, the target driving is performed. Based on the force Fxpt and the target driving force Fxpvt after vehicle motion compensation, α is a positive constant, and the final target driving force Fxptt is calculated as an intermediate value among Fxpt−α, Fxdct, and Fxpt + α. Α is a guard value for preventing the final target driving force Fxptt from becoming an abnormal value due to the abnormality of the braking force control electronic control unit 44.

  In step 430, a signal indicating the vehicle motion compensation target driving force Fxdct is read from the braking force vehicle motion compensator 74 of the braking force control electronic control unit 44, and the vehicle motion compensation target driving is added to the final target driving force Fxptt. The corrected final target driving force Fxptt is calculated by adding the force Fxdct, and a signal indicating the corrected final target driving force Fxptt is output to the distributor 68.

  Thus, according to the first embodiment shown in the figure, the driving assistance target braking / driving force Fxtdss is calculated by the driving assistance electronic control device 40 and transmitted to the first arbiter 56 of the driving force control electronic control device 42. The arbiter 56 adjusts the vehicle driver's requested target braking / driving force Fxddt and the driving support target braking / driving force Fxtdss based on the driving operation amount of the driver, thereby calculating the total target braking / driving force Fxdtt of the vehicle. The driving force distributor 60 distributes the total target braking / driving force Fxdtt of the vehicle into the target driving force Fxpt of the vehicle and the target braking force Fxbt of the vehicle.

  Then, the vehicle motion compensation target drive force Fxdct for improving the ride comfort of the vehicle by the vehicle force compensator 64 for the drive force of the braking force control electronic control unit 44 and for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle. The target driving force Fxpv after the vehicle motion compensation is calculated, and the final driving force Fxpt and the target driving force Fxpvt after the vehicle motion compensation are arbitrated by the second arbiter 62 of the driving force control electronic control device 42. The target drive force Fxptt is calculated, and the final target drive force Fxptt is corrected by adding the vehicle motion compensation target drive force Fxdct to the final target drive force Fxptt, and the distributor 68 corrects the vehicle drive force after the correction. The output of the engine 10 and the transmission 14 are controlled so that the final target driving force Fxptt is obtained.

  Further, the target braking force Fxbt of the vehicle is transmitted to the arbiter 66 of the braking force control electronic control unit 44, and the driver requested braking force Fxdbt and the target braking force Fxbt based on the driver's braking operation amount are adjusted by the arbiter 66. Thus, the total target braking force Fxbtt of the vehicle is calculated, and based on the total target braking force Fxbtt of the vehicle in consideration of the target driving force Fxpv after the vehicle motion compensation for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle. The target braking force Fwbti of each wheel is calculated, and the braking device 26 is controlled so that the braking force of each wheel becomes the corresponding target braking force Fwbti.

  Therefore, according to the first embodiment shown in the drawing, the final target driving force Fxptt is calculated based on the target braking / driving force Fxtdss for driving assistance and the driver requested target driving force Fxddt, and the target braking / driving force Fxtdss for driving assistance and the driver are calculated. The target braking force Fwbti of each wheel can be calculated based on the required target braking force Fxdbt, thereby achieving the driving support by the automatic control of the braking / driving force, and the control of each wheel based on the driver's braking / driving operation. The driving force can be controlled.

  Further, according to the first embodiment shown in the figure, it is possible to mediate between the driver required target braking / driving force Fxddt and the driving support target braking / driving force Fxtdss, and between the driving support target braking / driving force Fxtdss and the driver requested target driving / driving force Fxddt. Since the necessary information does not need to be transmitted from the driving force control electronic control unit 42 and the braking force control electronic control unit 44 to the driving support electronic control unit 40, the target value is adjusted in the driving support electronic control unit 40. The driving support electronic control device 40 and the driving force are compared with the case where the target driving force and the target braking force are transmitted from the driving support electronic control device 40 to the driving force control electronic control device 42 and the braking force control electronic control device 44, respectively. The amount of information transmitted and received between the control electronic control device 42 and the braking force control electronic control device 44 can be reliably reduced.

  Further, according to the illustrated embodiment 1, when the driving support electronic control device 40 or its driving support target braking / driving force Fxtdss becomes abnormal, the driving support electronic control device 40 transfers the driving force control electronic control device 42 to the driving force control electronic control device 42. If the transmission of the driving support target braking / driving force Fxtdss is stopped, the influence of the driving support electronic control device 40 or the driving support target braking / driving force Fxtdss becoming abnormal is affected by the driving force control electronic control device 42 and the braking force control electronics. The control of the control device 44 can be reliably prevented.

  Similarly, if the driving force control electronic control device 42 or the vehicle target braking force Fxbt becomes abnormal, the driving force control electronic control device 42 stops transmitting the target braking force Fxbt to the braking force control electronic control device 44. Thus, it is possible to reliably prevent the influence of the abnormality in the driving force control electronic control device 42 or the target braking force Fxbt of the vehicle from being exerted on the control of the braking force control electronic control device 44.

  In particular, according to the illustrated embodiment 1, when the driving assistance electronic control unit 40 performs the collision prevention control and calculates the driving assistance target braking / driving force Fxtdss, the driver assistance control mode is the collision prevention control. A signal indicating the driving support target braking / driving force Fxtdss is transmitted directly to the braking force control electronic control device 44 together with the ON signal of the collision prevention control request flag Fpcs shown, and the arbiter 66 of the braking force control electronic control device 44 is set to the collision prevention target braking. Since the power Fxbtpcs is used as the total target braking force Fxbtt of the vehicle, when the emergency braking for preventing the collision is necessary, the collision preventing target braking force Fxbtpcs is transmitted to the arbiter 66 of the braking force control electronic control unit 44 without delay. The anti-collision target braking force Fxbtpcs is also transmitted to the braking force control electronic control unit 44 via the driving force control electronic control unit 42 as the driving support target braking / driving force Fxtdss. Compared to the case, emergency braking for preventing collision can be performed quickly.

  Further, according to the illustrated embodiment 1, the driving support control mode is also transmitted from the driving support electronic control device 40 to the first arbiter 56 of the driving force control electronic control device 42, and the first arbiter 56 is the driver. Since the driver requested target driving force Fxddt and the driving assistance target braking / driving force Fxtdss are arbitrated according to the assistance control mode, the driver requesting target driving force Fxddt and the driving assistance target braking / driving force Fxtdss are combined with the driving assistance electronic control device. It is possible to appropriately mediate according to the driver assistance control mode 40.

  FIG. 7 is a schematic configuration diagram showing a second embodiment of a vehicle integrated control apparatus according to the present invention applied to a front wheel drive type vehicle equipped with a hybrid system, and FIG. 8 is a block diagram showing a control system of the second embodiment. is there. 7 and 8, the same members as those shown in FIGS. 7 and 8 are denoted by the same reference numerals as those shown in FIGS. 7 and 8.

  In FIG. 7, reference numeral 110 denotes a hybrid system that drives the front wheels. The hybrid system 110 includes a gasoline engine 112 and a motor generator 114. An output shaft 116 of the gasoline engine 112 is connected to an input shaft of a continuously variable transmission 118 incorporating a clutch, and an input shaft of the continuously variable transmission 118 is also connected to an output shaft 120 of a motor generator 114. The rotation of the output shaft 119 of the continuously variable transmission 118 is transmitted to the left and right front wheel axles 124FL and 124FR via the front differential 122, whereby the left and right front wheels 24FL and 24FR are rotationally driven.

  The gasoline engine 112 and the motor generator 114 of the hybrid system 110 are controlled by the integrated control electronic control device 126 in accordance with the amount of depression of the accelerator pedal 34 by the driver and the traveling state of the vehicle. The motor generator 114 also functions as a generator of the front wheel regenerative braking device 128, and the function as the regenerative generator (regenerative braking) is also controlled by the integrated control electronic control device 126.

  In particular, in the illustrated embodiment, the hybrid system 110 uses the gasoline engine 112 or the gasoline engine 112 and the motor generator 114 for driving force or engine braking during normal driving when the shift lever (not shown) is in the D range. When the shift lever is in the D range but the load is low, the driving force is generated only by the motor generator 114 (electric vehicle mode), and the gasoline is also generated when the shift lever is in the B range. Driving force or engine braking force is generated by the engine 112 and the motor generator 114. In this case, the engine braking force is higher than that in the D range (engine braking mode), and the shift lever is in the D range and is determined by the driver. The motor generator 114 is also activated when the brake pedal 134 is depressed. To function as a raw power generator.

  The friction braking force of the left and right front wheels 24FL, 24FR and the left and right rear wheels 24RL, 24RR is controlled by controlling the braking pressure of the corresponding wheel cylinders 30FL, 30FR, 30RL, 30RR by the hydraulic circuit 28 of the friction braking device 26. The Although not shown in the figure, the hydraulic circuit 28 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally controlled according to the amount of depression of the brake pedal 36 by the driver. It is controlled by the control device 126.

  As shown in FIG. 8, the integrated control electronic control unit 126 includes a driving support electronic control unit 40 that supports the driving of the driver, a driving force control electronic control unit 42 that controls the driving force of the vehicle, and each wheel. And a braking force control electronic control unit 44 for controlling the driving force. Although not shown in detail in FIG. 8, the driving support electronic control device 40, the driving force control electronic control device 42, and the braking force control electronic control device 44 each have a CPU, a ROM, a RAM, and an input / output port device. These may be composed of a microcomputer and a drive circuit connected to each other by a bidirectional common bus.

  The driving assistance electronic control device 40 functions in the same manner as the driving assistance electronic control device 40 in the first embodiment described above. When the inter-vehicle distance control is performed and the driving assistance target braking / driving force Fxtdss is calculated, the driver assistance electronic control device 40 is operated. A signal indicating the driving support target braking / driving force Fxtdss together with a signal indicating that the control mode is inter-vehicle distance control is output to the driving force control electronic control device 42, and the auxiliary braking control is performed to calculate the driving support target braking / driving force Fxtdss. When the vehicle is running, a signal indicating that the driver assistance control mode is auxiliary braking control and a signal indicating the driving assistance target braking / driving force Fxtdss are output to the driving force control electronic control unit 42 to perform the collision prevention control. When the driving support target braking / driving force Fxtdss is calculated, driving is performed together with the ON signal of the collision prevention control request flag Fpcs indicating that the driver assistance control mode is the collision prevention control. A signal indicating the assist target braking / driving force Fxtdss is output to the braking force control electronic control unit 44.

  The driving force control electronic control device 42 includes a first arbiter 56, a braking / driving torque distributor 80, a second arbiter 62, and a regeneration determination unit 82. The first arbiter 56 is the same as that of the first embodiment. Similar to the first arbiter 56 in FIG. 1, the driver's requested target braking / driving force Fxddt of the vehicle is calculated based on the driver's drive operation amount input from the drive operation amount detection sensor 58, and the first arbiter 56 By adjusting the driver-requested target braking / driving force Fxddt and the driving support target braking / driving force Fxtdss, the total target braking / driving force Fxdtt of the vehicle is calculated. The first adjuster 56 calculates the total target braking / driving torque Txdtt of the vehicle as a value corresponding to the target braking / driving torque on the output shaft 119 of the continuously variable transmission 118 based on the total target braking / driving force Fxdtt. A signal indicating the target braking / driving torque Txdtt is output to the braking / driving torque distributor 80.

  The braking / driving torque distributor 80 distributes the total target braking / driving torque Txdtt of the vehicle into the target driving torque Txpt of the vehicle and the target braking torque Txbt of the vehicle. Then, the braking / driving torque distributor 80 outputs a signal indicating the target braking torque Txpt to the second arbiter 62 and the vehicle motion state compensator 64 of the braking force control electronic control unit 44 and a signal indicating the target braking torque Txbt. This is output to the arbiter 66 of the braking force control electronic control unit 44.

  The driving force vehicle motion compensator 64 calculates a vehicle motion compensation target driving torque Txdct for canceling the cornering drag of the vehicle and improving the riding comfort of the vehicle. The driving force vehicle motion compensator 64 outputs a signal indicating the vehicle motion compensation target driving torque Txdct to the second arbiter 62 of the driving force control electronic control unit 42.

  The vehicle motion compensator 64 calculates the motion control target braking / driving torque Txvti (i = fl, fr, rl, rr) of each wheel for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle, and the motion of each wheel. The vehicle motion control target drive torque Txvdt is calculated as the sum of the drive torques of the control target braking / driving torque Txvti. The vehicle motion compensator 64 calculates the larger value of the motion control target drive torque Txvdt and the vehicle target drive torque Txpt input from the braking / driving distributor 60 of the driving force control electronic control unit 42 after the vehicle motion compensation. A signal indicating the target drive torque Txpvt is output to the second arbiter 62 of the drive force control electronic control unit 42 as the target drive torque Txpvt.

  The second arbiter 62 of the driving force control electronic control device 42 adjusts the target driving torque Txpt and the target driving torque Txpvt after the vehicle motion compensation to calculate the final target driving torque Txptt, and the vehicle is used as the final target driving torque Txptt. The motion compensation target drive torque Txdct is added to correct the final target drive torque Txptt. Based on the corrected final target drive torque Txptt, the target output of the gasoline engine 112 and the motor generator 114 and the target speed ratio of the continuously variable transmission 118 And the driving power of the vehicle is corrected by controlling so that the output of the gasoline engine 112 and the motor generator 114 become the corresponding target outputs, and the speed ratio of the continuously variable transmission 118 becomes the target speed ratio. The hybrid system 110 is controlled so as to have the final target drive torque Txptt later.

  The arbitration unit 66 of the braking force control electronic control unit 44 includes a pressure sensor for detecting the pressure in the master cylinder 70 of the braking unit 26, a stepping force sensor for detecting the depression force of the brake pedal 36, and a stroke for detecting the depression stroke of the brake pedal 36. Like the sensor, a signal indicating the amount of braking operation of the driver is input from the braking operation amount detection sensor 72. The arbiter 66 calculates the driver required braking torque Txdbt based on the driver's braking operation amount.

  The arbiter 66 adjusts the driver requested braking torque Txdbt and the target braking torque Txbt input from the braking / driving force distributor 60 when the driver assistance control mode by the driving assistance electronic control unit 40 is not the collision prevention control. Thus, the total target braking torque Txbtt of the vehicle is calculated, and when the driver assistance control mode by the driving assistance electronic control unit 40 is the collision prevention control, the collision prevention target braking torque Txbtpcs inputted from the driving assistance electronic control unit 40 is calculated. Is the total target braking torque Txbtt of the vehicle.

  The arbiter 66 outputs a signal indicating the total target braking torque Txbtt to the vehicle force compensator 74 for braking force, and the vehicle force compensator 74 for braking force distributes the total target braking torque Txbtt to each wheel so as to distribute the total target braking. Based on the torque Txbtt, the target braking force Fwbtti of each wheel is calculated. A signal indicating the braking pressure Pi (i = fl, fr, rl, rr) of the wheel cylinders 30FL-30RR of each wheel is input to the vehicle motion compensator 74 from pressure sensors 76FL-76RR provided for the respective wheels. Is done.

  The braking force vehicle motion compensator 74 receives from the driving force vehicle motion compensator 64 a signal indicating the motion control target braking / driving force Fxvti of each wheel for stabilizing the behavior of the vehicle or preventing the deterioration of the behavior of the vehicle, The braking force vehicle motion compensator 74 sets the smaller braking force of the target braking force Fwbtti and the motion control target braking / driving force Fxvti as the target braking force Fwbti (i = fl, fr, rl, rr) of each wheel, A signal indicating the target braking force Fwbti is output to the braking force distributor 84.

  The braking force distributor 84 calculates the target regenerative braking force Frwbtf for the left and right front wheels based on the target braking forces Fwbtfl and Fwbtfr for the left and right front wheels, and generates a signal indicating the target regenerative braking force Frwbtf for the regeneration determining unit 82 of the driving force control electronic control unit 42. Output to. A signal indicating the actual regenerative braking force Frwbaf for the left and right front wheels is input to the braking force distributor 84 from the regenerative determination unit 82, and the braking force distributor 84 subtracts Frwbaf / 2 from the target braking forces Fwbtfl and Fwbtfr for the left and right front wheels. Thus, the target friction braking forces Ffwbtfl and Ffwbtfr of the left and right front wheels are calculated, and the target braking forces Fwbtrl and Fwbtrr of the left and right rear wheels are set as the target friction braking forces Ffwbtrl and Ffwbtrr of the left and right rear wheels, respectively.

  The regenerative judging device 82 controls the motor generator 114 of the hybrid system 110 based on the target regenerative braking force Frwbtf so that the regenerative braking force of the left and right front wheels becomes the target regenerative braking force Frwbtf of the left and right front wheels, and the braking force distributor 84 is frictionally operated. By controlling the hydraulic circuit 28 of the braking device 26, the friction braking force of each wheel is controlled to become the corresponding target friction braking force Ffwbti.

  Thus, according to the illustrated second embodiment, even when the driving means of the vehicle is a hybrid system, the same operation and effect as in the first embodiment can be obtained, and the regenerative braking by the motor generator of the hybrid system can be obtained. It is possible to effectively control the braking force of each wheel.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described embodiments, the driving assistance control mode by the driving assistance electronic control unit 40 is the inter-vehicle distance control for setting the inter-vehicle distance to the preceding vehicle to a value within a predetermined range. Auxiliary braking control to make the inter-vehicle distance between the vehicle and the vehicle safer than the reference value, and anti-collision control to prevent collision with obstacles. As long as the driver's driving is supported by the desire control, the driving mode is not limited to the illustrated control mode, and any one of the driving assistance control modes may be omitted.

  In the first embodiment, the vehicle is a rear wheel drive vehicle, but the integrated control device of the present invention may be applied to a front wheel drive vehicle or a four wheel drive vehicle. Similarly, in the above-described second embodiment, the vehicle is a front-wheel drive vehicle in which front wheels are driven by a hybrid system, but the front wheels are driven by a rear-wheel drive vehicle in which rear wheels are driven by a hybrid system or a hybrid system. The present invention may be applied to a four-wheel drive vehicle in which the rear wheels are driven by an auxiliary motor generator and a four-wheel drive vehicle in which the front wheels and the rear wheels are driven by a hybrid system.

  Furthermore, in the above-described second embodiment, the control amount exchanged between the regeneration determination device 82 and the braking force distributor 84 is the braking force. For example, the braking torque on the output shaft of the hybrid system It may be.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic configuration diagram showing a first embodiment of a vehicle integrated control device according to the present invention applied to a rear wheel drive vehicle. FIG. 3 is a block diagram illustrating a control system of the first embodiment. It is a flowchart which shows the arbitration control routine by the 1st arbiter of the driving force control electronic control apparatus of Example 1, and the distribution control routine of the braking / driving force by the braking / driving force distributor. It is a flowchart which shows the mediation control routine by the mediator of the braking force control electronic control apparatus of Example 1. 3 is a flowchart illustrating a vehicle motion compensation control routine by a vehicle motion compensator of the braking force control electronic control device according to the first embodiment. 6 is a flowchart illustrating an arbitration control routine by a second arbiter of the driving force control electronic control device according to the first embodiment. It is a schematic block diagram which shows Example 2 of the integrated control apparatus of the vehicle by this invention applied to the front-wheel drive type vehicle carrying a hybrid system. FIG. 6 is a block diagram illustrating a control system according to a second embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 16 Automatic transmission 26 (Friction) braking device 32 Integrated control electronic control device 34 Accelerator pedal 40 Driving support electronic control device 42 Driving force control electronic control device 44 Braking force control electronic control device 56 First arbiter 60 Control Driving distributor 62 Second arbiter 64 Vehicle motion compensator for driving force 68 Distributor 74 Vehicle motion compensator for braking force 80 Braking / driving torque distributor 82 Regenerative judgment device 84 Braking force distributor 110 Hybrid system 112 Gasoline engine 114 Motor generator 126 Integrated control electronic control unit

Claims (8)

  Driving assistance calculation control means for calculating a target braking / driving control amount of the vehicle for performing driving support by automatic control of braking / driving force; A drive amount calculation control means for controlling the drive means based on the final target drive control quantity based on the driver request drive control quantity; and a driver request brake control quantity based on the driver's braking operation; and at least the driver In a vehicle integrated control apparatus having a braking amount calculation control means for controlling a braking means based on a final target braking control quantity based on a required braking control quantity, the target braking / driving control quantity of the driving support calculation control means is Transmitted to the drive amount calculation control means, and the drive amount calculation control means performs the final target drive control amount by adjusting the target braking / driving control amount and the driver-requested drive control amount. Vehicle integrated control system, characterized by.   The drive amount calculation control means distributes the target braking / driving control amount after arbitration into a target drive control amount and a target brake control amount, and the target brake control amount is transferred from the drive amount calculation control means to the braking amount calculation control means. The vehicle integrated control device according to claim 1, wherein the vehicle integrated control device is transmitted.   3. The vehicle integrated control according to claim 2, wherein the braking amount calculation control means calculates the final target braking control amount by adjusting the driver-requested braking control amount and the target braking control amount. apparatus.   The driving support calculation control means calculates a risk avoidance target braking amount when emergency braking is required for avoiding danger, and the danger avoidance target braking amount is directly transmitted from the driving support calculation control means to the braking amount calculation control means. 4. The vehicle integrated control device according to claim 1, wherein the vehicle integrated control device is transmitted.   5. The braking amount calculation control means calculates the final target braking control amount by adjusting the driver requested braking control amount, the target braking control amount, and the danger avoidance target braking amount. The vehicle integrated control apparatus described in 1.   The braking amount calculation control means uses the danger avoidance target braking amount as the final target braking control amount when the danger avoidance target braking amount is received from the driving support calculation control means, and the driving assistance calculation control means 6. The vehicle according to claim 5, wherein when the avoidance target braking amount is not received, the final target braking control amount is calculated by adjusting the driver-requested braking control amount and the target braking control amount. Integrated control unit.   The driving support calculation control means calculates the target braking / driving control amount in accordance with a driving support control mode, and the driving support control mode is also transmitted from the driving support calculation control means to the drive amount calculation control means. The vehicle integrated control device according to any one of claims 1 to 6. When an abnormality occurs in communication from the drive amount calculation control means to the braking amount calculation control means, the driving support calculation control means stops the calculation of the target braking / driving control amount and the transmission to the drive amount calculation control means. The vehicle integrated control device according to claim 1, wherein the vehicle integrated control device is an integrated vehicle control device.

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