JP2008076130A - Vehicle motion control device and calculation device for acceleration expectation value - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle motion control device capable of controlling acceleration feeling by appropriately reflecting driver's expectations for the acceleration. <P>SOLUTION: The motion control device comprises: an expectation rating calculation part 10 to calculate an expectation rating PD which quantifies driver's expectations for the acceleration based on the variation of opening of an accelerator pedal 3 of a vehicle; a deviation calculation part 13 and an engine control part 14 as an acceleration feeling controller which control an engine 15 based on the calculated expectation rating PD; an accelerator opening variation frequency analysis part 24 and a frequency response mean value calculation part 25 which quantitatively evaluate the extent to which the driver additionally operates the accelerator pedal 3 according to the acceleration feeling achieved by the engine control based on the operation history of the accelerator pedal 3; and a correction factor calculation part 26 and an expectation rating correction part 12 which correct the expectation rating PD based on the evaluation result. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a motion control device that quantitatively calculates a driver's expectation regarding acceleration and controls the driver's sense of acceleration according to the calculation result, and an acceleration expectation value calculation device suitable for the motion control device.

As a device for controlling the acceleration feeling of a vehicle, it is desirable to use an automatic transmission by detecting a physical quantity that correlates with acceleration recognition by a driver, such as acceleration of a seat rail, and giving the detection result to a model using a neural network or the like. A transmission control system that determines switching characteristics and controls the operation of an automatic transmission according to the obtained switching characteristics is known (see, for example, Patent Document 1). In addition, Patent Documents 2 and 3 exist as prior art documents related to the present invention.
Special table 2004-530088 gazette Japanese Patent No. 3203535 Japanese Patent No. 3435413

  By preparing means such as a model that quantitatively associates the driver's acceleration request operation with the acceleration feeling expected by the driver, the expected acceleration score corresponding to the driver's acceleration request operation is calculated, and the calculated expected value Attempts have been made to realize the acceleration feeling expected by the driver by controlling the acceleration performance of the vehicle based on the score. However, the acceleration feeling obtained as a result of the control may not always meet the driver's expectation. For example, if the means for associating the acceleration request operation with the expected acceleration value is built assuming a standard driver, vehicle, or driving environment, it reflects the individuality such as the driver's age, gender, and driving ability. The expected value score cannot be calculated, and as a result, the acceleration feeling expected by the driver may not be realized.

  Therefore, the present invention calculates a vehicle motion control device that can appropriately control the feeling of acceleration by reflecting the driver's expectation for acceleration, and an acceleration expectation value that appropriately reflects the driver's expectation for acceleration. It is an object of the present invention to provide an acceleration expectation value calculation device that can perform the above-described operation.

  The vehicle motion control apparatus according to the present invention includes an expected value score calculation means for calculating an expected value score obtained by quantifying the driver's expectation for acceleration based on the driver's operation on the acceleration operation member of the vehicle, and the calculated expectation Acceleration feeling control means for operating a control element that affects the acceleration feeling experienced by the driver based on a value score, and acceleration realized by control of the acceleration feeling control means based on an operation history of the acceleration operation member An evaluation unit that quantitatively evaluates the degree that the driver additionally operates the acceleration operation member with respect to a feeling; and a correction unit that corrects the expected value score based on an evaluation result of the evaluation unit. The problem described above is solved (claim 1).

  When the acceleration feeling realized by the control of the acceleration feeling control means deviates from the acceleration feeling expected by the driver, the driver accelerates the vehicle to obtain the acceleration feeling expected by the driver in order to eliminate the deviation. It is customary to perform additional operations. To correct the feeling of acceleration obtained as a result of operating the acceleration operation member when the driver operates the acceleration operation member to accelerate the vehicle, such as when the vehicle moves from a constant speed to acceleration Since the operation purpose of the acceleration operation member is different from that when the acceleration operation member is additionally operated, it is considered that a difference appears in the operation content or operation characteristics of the acceleration operation member depending on the purpose. Therefore, by acquiring and analyzing the operation history of the acceleration operation member, quantitatively evaluate the degree to which the driver additionally operates the acceleration operation member with respect to the acceleration feeling realized by the control of the acceleration feeling control means. be able to. Then, if the expected value score is corrected according to the evaluation result, that is, according to the degree of the additional operation, the effect of the correction is reflected in the operation of the control element by the acceleration feeling control means, and the driver needs to perform the additional operation. The acceleration control is corrected in the direction of decreasing. As a result, the driver's expectation for acceleration can be more appropriately reflected in the acceleration feeling control.

  As one form of the motion control device of the present invention, the motion control device calculates a sensory score obtained by quantifying the acceleration feeling experienced by the driver based on a vehicle state quantity that affects the acceleration feeling experienced by the driver. Further comprising a score calculation means, the acceleration feeling control means operates the control element so that a deviation between the expected value score and the sensory score is eliminated, and the evaluation means is realized by control based on the deviation. The degree of the additional operation with respect to the feeling of acceleration may be evaluated (claim 2).

  According to the motion control device of this embodiment, the acceleration feeling is controlled so that the sensory score corresponding to the expected value score is obtained by controlling the acceleration feeling so that the deviation between the sensory score and the expected value score is eliminated. However, even if the control is performed, when the driver is still performing an additional operation of the acceleration operation member, the expected value score is corrected according to the degree of the additional operation. Then, the acceleration feeling is controlled so that the sensory score corresponding to the corrected expected value score is obtained, thereby realizing an acceleration feeling that more appropriately reflects the driver's expectation.

  In the above-described form including the sensory score calculation means, the score deviation calculation means for calculating an average value within a predetermined time for each of the expected value score and the sensory score to obtain a deviation between both average values, and the average It is determined whether or not the deviation of the value is held within a predetermined range, and the expectation based on the evaluation result of the evaluation means is provided on the condition that the deviation of the average value is determined to be held within the predetermined range. A correction control means for permitting correction of the value score and prohibiting new correction of the expected value score while the deviation is determined to exceed the predetermined range may be further provided. ).

  If the deviation between the average values of the expected value score and the sensory score is almost eliminated, it is considered that the acceleration feeling is controlled so that the driver's expectation is almost satisfied. However, if the driver's expectations are not met due to the fact that the expected value score does not accurately reflect the driver's expectation, the driver does not use the acceleration operation member even if the deviation is almost eliminated. Additional operations will be performed. On the other hand, in the state where the deviation has not been eliminated, the operation of the acceleration operation member by the driver is not necessarily performed to eliminate the deviation in acceleration feeling, and the acceleration operation as a result of the change in the driver's sense of expectation. The member may be manipulated. Therefore, on the condition that the deviation between the average values is kept within a predetermined range, the correction of the expected value score based on the evaluation result of the degree of the additional operation is permitted, and while the deviation exceeds the predetermined range, By prohibiting the new correction of the expected value score, the expected value score is corrected only when the driver's expectation is satisfied but the acceleration feeling that actually satisfies the driver's expectation is not obtained. Thus, it is possible to realize an acceleration feeling that more appropriately reflects the driver's expectation.

  In one form of the motion control device of the present invention, the evaluation means performs frequency analysis of a change in the degree of opening of the accelerator pedal of the vehicle within a predetermined evaluation section as an operation history of the acceleration operation member, and uses the result of the frequency analysis Based on this, the degree of the additional operation may be evaluated.

  As described above, if a change in the degree of opening of the accelerator pedal as the acceleration operation member is acquired over a predetermined evaluation section and this is subjected to frequency analysis, the frequency distribution changes according to the degree of change in the degree of opening of the accelerator pedal. . Estimate the operating condition of the accelerator pedal from the frequency distribution, and whether the driver operated the accelerator pedal to accelerate the vehicle, or further operate the accelerator pedal to correct the acceleration feeling obtained as a result of operating the accelerator pedal The degree of the additional operation can be quantitatively evaluated.

  In the above-described form using frequency analysis for opening degree change, the evaluation means performs the additional operation based on a response result in a predetermined high frequency region among frequency responses obtained by frequency analysis of the opening degree change. The degree may be evaluated (claim 5). When the accelerator pedal is additionally operated to correct the feeling of acceleration, the operation is considered to be mainly an operation having a shorter period than the operation of the accelerator pedal at the time of starting acceleration, in other words, an operation having a high frequency. Therefore, of the frequency response obtained by frequency analysis of the accelerator pedal opening change, the degree of additional operation is estimated by how much the response in the high frequency range appears, and the degree is quantitatively evaluated. can do.

  Further, as a form for quantitatively evaluating the degree of the additional operation from the frequency response in the high frequency region, the evaluation means quantitatively evaluates the degree of the additional operation by calculating an average value of the frequency response in the high frequency region. In this case, the correction means may increase the correction amount of the expected value score as the average value increases. By calculating the average value of the response in a predetermined high frequency range from the frequency response obtained by frequency analysis of the accelerator pedal opening change, the magnitude of the high frequency component included in the opening change can be expressed quantitatively. To obtain the degree of the additional operation. Since it can be estimated that the greater the average value is, the greater the degree of additional operation is. Therefore, the larger the average value is, the more the expected value score is corrected. It can be reflected more appropriately.

  An acceleration expectation value calculation apparatus of the present invention is a vehicle acceleration expectation value calculation apparatus that calculates an expectation score obtained by quantifying the driver's expectation for acceleration based on the driver's operation on the acceleration operation member of the vehicle, Evaluation means for quantitatively evaluating the degree to which the driver additionally operates the acceleration operation member with respect to the acceleration feeling realized by controlling the acceleration feeling based on the expected value score, based on an operation history of the acceleration operation member; The above-described problem is solved by providing correction means for correcting the expected value score based on the evaluation result of the evaluation means.

  According to the acceleration expected value calculation apparatus of the present invention, the acceleration feeling controlled based on the expected value score deviates from the acceleration feeling expected by the driver, and the acceleration of the vehicle is obtained in order to obtain the acceleration feeling expected by the driver. When the operation member is additionally operated, the degree of the additional operation can be quantitatively evaluated based on the operation history of the acceleration operation member, and the expected value score can be corrected according to the evaluation result. Then, if the sense of acceleration is controlled using the corrected expected value score, the control of the feeling of acceleration is corrected in a direction that reduces the need for additional operations by the driver, and the driver's expectation for acceleration is controlled. It becomes possible to reflect more appropriately.

  The acceleration expectation value calculation apparatus according to the present invention includes a sensory score calculation unit that calculates a sensory score obtained by quantifying the acceleration feeling experienced by the driver based on a vehicle state quantity that affects the acceleration feeling experienced by the driver, and the expectation The present invention can be applied to a vehicle motion control device including an acceleration feeling control device that operates the control element so that a deviation between a value score and the sensory score is eliminated. In this case, the evaluation unit may evaluate the degree of the additional operation with respect to the acceleration feeling realized by the control based on the deviation. Further, the acceleration expected value calculation device includes a score deviation calculating means for calculating an average value within a predetermined time for each of the expected value score and the sensory score to obtain a deviation between both average values, and a deviation of the average value. It is determined whether or not the value is held within a predetermined range, and the expected value score is corrected based on the evaluation result of the evaluation means on the condition that the deviation of the average value is determined to be held within the predetermined range. And a correction control means for prohibiting new correction of the expected value score while it is determined that the deviation exceeds the predetermined range.

  Further, in the acceleration expected value calculation apparatus according to the present invention, the evaluation means frequency-analyzes the change in the accelerator pedal opening of the vehicle within a predetermined evaluation section as the operation history of the acceleration operation member, and the result of the frequency analysis The degree of the additional operation may be evaluated based on In this case, the evaluation unit may evaluate the degree of the additional operation based on a response result in a predetermined high frequency region among frequency responses obtained by frequency analysis of the opening change. Further, the evaluation means quantitatively evaluates the degree of the additional operation by calculating an average value of the frequency response in the high frequency range, and the correction means corrects the expected value score as the average value increases. The amount may be increased.

  As described above, according to the present invention, based on the operation history of the acceleration operation member of the vehicle, the degree to which the driver additionally operates the acceleration operation member to correct the acceleration feeling is quantitatively evaluated. Since the expected value score is corrected based on the evaluation result, an expected acceleration value that appropriately reflects the driver's expectation for acceleration is calculated, and the driver's expectation for acceleration is more controlled than the acceleration control. It can be reflected appropriately.

  FIG. 1 is a control block diagram of a vehicle motion control apparatus according to an embodiment of the present invention. The motion control device 1 is mounted on a vehicle as a part of a control system for controlling the operation of each part of the vehicle. The motion control device 1 includes an expected value score calculation unit 10 that calculates an expected value score PD of a driver related to vehicle acceleration, and a sensory score calculation unit 11 that calculates a sensory score PR of the driver related to acceleration. The expected value score PD is a value obtained by quantifying the driver's expectation regarding acceleration of the vehicle by a certain method. The higher the expectation, the larger the expected value score PD. On the other hand, the sensory score PR is a value obtained by quantifying the acceleration feeling experienced by the driver by a certain method. The higher the acceleration feeling, the larger the sensory score PR. Further, when it is estimated that the acceleration feeling as expected by the driver is obtained, the expected value score PD and the sensory score PR coincide.

  The vehicle is provided with an accelerator opening sensor 2 that detects an opening (depression amount) of an accelerator pedal 3 as an acceleration operation member. The accelerator opening degree ACC detected by the accelerator opening degree sensor 2 is given to the expected value score calculation unit 10 as a physical quantity indicating the operation amount of the driver's acceleration request operation. The expected value score calculation unit 10 is provided with an expected value model in which a change characteristic of the accelerator opening ACC and an expected value related to driver acceleration (sometimes referred to as an acceleration expected value) are associated. The expected value model may be created in consideration of a standard driver, a vehicle, or a driving environment. The expected value score calculation unit 10 inputs a physical quantity indicating a given change in the accelerator opening ACC, for example, a time differential value of the accelerator opening ACC into the expected value model, thereby accelerating the change corresponding to the change in the accelerator opening ACC. The expected value is calculated and output as the current expected value score PD. The term “expected acceleration value” is used as a general term for a value that quantitatively expresses the driver's expectation regarding acceleration, and a specific acceleration expected value corresponding to the change in the current accelerator opening ACC is regarded as an expected value score PD. Call it.

  On the other hand, the sensory score calculation unit 11 is given as input information a vehicle state quantity detected by the vehicle state detection unit 4, particularly a state quantity that affects the acceleration feeling experienced by the driver. For example, the vehicle state detector 4 detects physical quantities such as front and rear rail acceleration of the seat on which the driver is seated, acceleration acting in the normal direction of the seat back of the seat, and seat back jerk indicating temporal changes in the acceleration. The score calculation unit 11 is given. The sensory score calculation unit 11 is provided with a sensory evaluation model in which a state quantity given from the vehicle state detection unit 4 and a driver's sensory evaluation value related to acceleration are associated with each other. The sensory score calculation unit 11 inputs the given state quantity into the sensory evaluation model, thereby obtaining an acceleration sensory evaluation value corresponding to the vehicle state quantity, that is, a value obtained by quantifying the acceleration feeling felt by the driver. The sensory score PR is calculated and output. The term sensory evaluation value is used as a general term for a value that quantitatively expresses the acceleration feeling experienced by the driver, and a specific sensory evaluation value corresponding to the current vehicle state is called a sensory score PR.

  The expected value score PD output from the expected value score calculation unit 10 is corrected by the expected value score correction unit 12. The expected value score correction unit 12 multiplies the expected value score PD output from the expected value model created on the basis of a standard driver or the like by the correction coefficient Ca to expect the expected value score PDc reflecting the individuality of the driver. (= Ca · PD) is output. Hereinafter, the corrected expected value score PDc may be simply referred to as an expected value score PDc. The correction coefficient Ca will be described later. The corrected expected value score PDc and the sensory score PR are given to the deviation calculator 13. The deviation calculator 13 calculates a deviation DP (= PDc−PR) between the corrected expected value score PDc and the sensory score PR. The calculated deviation DP is output to the engine control unit 14. The engine control unit 14 is configured as a computer unit that controls the operating state of the engine 15. The engine control unit 14 sets the target torque of the engine 15 so that the deviation PD given from the deviation calculation unit 13 is eliminated, and controls the operating state of the engine 15 so as to obtain the target torque. For example, the engine control unit 14 controls the operating state of the engine 15 so that the target torque can be obtained by changing the intake air amount, the fuel injection amount, the fuel injection timing, the valve operating characteristics of the intake valve, and the like. Thereby, the torque of the engine 15 is controlled so that the expected value score PDc and the sensory score PR coincide. The control procedure of the engine 15 for obtaining the target torque may be the same as that of a known engine control computer.

  In order to obtain the correction coefficient Ca for the above-described expected value score PD, the motion control apparatus 1 of the present embodiment includes an expected value score average value calculating unit 20, a sensory score average value calculating unit 21, an average value difference calculating unit 22, an expected value. An achievement degree determination unit 23, an accelerator opening change frequency analysis unit 24, a frequency response average value calculation unit 25, and a correction coefficient calculation unit 26 are provided. The expected value score average value calculation unit 20 acquires the expected value score PDc output from the expected value score correction unit 12 over a predetermined time length, and calculates the average value APD of the expected value score PDc during that time. The sensory score average value calculation unit 21 acquires the sensory score PR output from the sensory score calculation unit 11 over a predetermined time length, and calculates the average value APR of the sensory score PR during that time. The average value difference calculation unit 22 calculates a difference ADP (= APD−APR) between the average values APD and APR calculated by the calculation units 20 and 21, respectively. The expected value achievement level determination unit 23 determines whether an acceleration feeling that satisfies the driver's expectation is obtained based on the difference ADP, and gives the determination result to the correction coefficient calculation unit 26. If the difference ADP is smaller than a predetermined reference value, a sensory score PR that substantially matches the expected value score PDc is obtained. Therefore, it is determined that an acceleration feeling that satisfies the driver's expectation is realized, and the difference ADP is the reference value. If it is larger than the value, it is determined that an acceleration feeling that satisfies the driver's expectation is not obtained.

  The accelerator opening change frequency analyzing unit 24 analyzes the change in the opening ACC of the accelerator pedal 3 detected by the accelerator opening sensor 2 to obtain a frequency response FFTACC of the accelerator opening change. For example, when the accelerator opening degree ACC is changing as shown in FIG. 2, the accelerator opening change frequency analyzing unit 24 sets an evaluation interval A having a predetermined time length for the change waveform, and the evaluation interval A The frequency distribution shown in FIG. 3 is acquired by performing fast Fourier transform on the change waveform of the accelerator opening ACC (hereinafter also referred to as section accelerator opening). The frequency response average value calculation unit 25 divides the obtained frequency distribution into a normal use range on the lower frequency side than the predetermined frequency fth and a driver addition operation range on the high frequency side, and a frequency response in the driver addition operation range. (Power per frequency) FFTACC average value AFTTACC is calculated.

  Here, the significance of calculating the average value AFTTACC will be described. In the motion control apparatus 1 of the present embodiment, the torque of the engine 15 is controlled so that the deviation DP between the expected value score PDc and the sensory score PR is eliminated, but the expected value score PDc and the sensory score PR substantially coincide. However, the expectation regarding the acceleration of the driver is not always satisfied. That is, since the expected value score PD is a value derived from a standard expected value model, if the expected value score PD deviates from the driver's actual expectation, the feeling of acceleration as expected by the driver cannot be obtained. In some cases, the driver operates the accelerator pedal 3 to satisfy the expectation. Alternatively, when the driver operates the accelerator pedal 3 in a state where the deviation DP is not sufficiently eliminated, the expected value score PDc and the sensory score PR substantially coincide with each other, and the driver accelerates to meet the driver's expectation in appearance. The feeling may be controlled.

  If the driver's expectation is satisfied, the acceleration is hardly adjusted by operating the accelerator pedal 3, whereas if the driver's expectation is not satisfied, the driver actively operates the accelerator pedal 3. Thus, in order to obtain the acceleration feeling expected by itself, a higher frequency component appears more greatly in the frequency response of the change in the accelerator opening ACC. Therefore, it is estimated that the greater the average value of the frequency response values in the high frequency range calculated by the frequency response average value calculation unit 25 is, the higher the frequency the accelerator pedal 3 is operated by the driver to satisfy the expectation of acceleration. be able to. That is, the average value AFTTACC calculated by the frequency response average value calculation unit 25 is the driver's expectation of acceleration with respect to the acceleration feeling realized by the control based on the deviation DP between the expected value score PDc and the sensory score PR. The degree to which the accelerator pedal 3 is additionally operated to satisfy the feeling is reflected. In other words, it is estimated that the degree of deviation between the actual expectation of driver acceleration and the expected value score PDc is reflected in the average value AFTTACC.

  Based on the above estimation, the correction coefficient calculating unit 26 substantially matches the average value APD of the expected value score PDc and the average value APR of the sensory score PR, so that the driver's sense of expectation for acceleration is satisfied. As a condition, a correction coefficient Ca of the expected value score PD corresponding to the average value AFTTACC of the frequency response is generated. As illustrated in FIG. 4, the relationship between the average value AFTTACC and the correction coefficient Ca is 0 when the average value AFTTACC is 0, that is, when there is no additional operation of the accelerator pedal 3 by the driver. The correction coefficient Ca is set to increase in the positive direction from the initial value 1 as AFTTACC increases. In FIG. 4, it is assumed that the correction coefficient Ca is directly proportional to the average value AFTTACC. However, a function for associating the correction coefficient Ca with the average value AFTTACC may be appropriately determined by a conformance test, computer simulation, or the like. In FIG. 3, the frequency fth serving as a threshold for determining the additional operation range of the driver may be determined by a conformance test or the like.

  The correction coefficient Ca calculated by the correction coefficient calculation unit 26 is given to the expected value score correction unit 12. The expected value score correction unit 12 multiplies the standard expected value score PD calculated according to the expected value model as described above by the correction coefficient Ca, and outputs a corrected expected value score PDc. Thereby, the more the driver operates the accelerator pedal 3 to satisfy the acceleration feeling, the more the expected value score PD obtained from the expected value model is corrected to the larger expected value score PDc. As a result of controlling the torque of the engine 15 so that the corrected expected value score PDc and the sensory score PR coincide with each other, the driver's expectation regarding acceleration is satisfied.

  FIG. 5 is a flowchart showing a procedure of expected value correction processing executed by the motion control apparatus 1 described above to correct the expected value score PD. The process of FIG. 5 is repeatedly executed at a predetermined cycle while the engine 15 is in operation. First, in the first step S1, the average value APD of the expected value score PDc is calculated by the expected value score average value calculating unit 20, and in the next step S2, the sensory score average value calculating unit 21 calculates the sensory score PR. An average value APR is calculated. In the subsequent step S3, the average value difference calculation unit 22 calculates the difference ADP between the average values of both scores.

  In the next step S4, the accelerator opening change frequency analyzing unit 24 obtains the section accelerator opening ACC, and in the subsequent step S5, the section 24 calculates the frequency response FFTACC of the section accelerator opening ACC. Furthermore, in step S6, the frequency response average value calculation unit 25 calculates the average value AFTTACC of the frequency response values in the driver addition operation range (see FIG. 3). In the subsequent step S7, the expected value achievement degree dADPb is calculated by the expected value achievement degree determination unit 23. The expected value achievement dADPb is a threshold value for determining whether or not the expected value score PDc and the sensory score PR substantially coincide with each other and the driver's acceleration expectation is satisfied. For example, a constant determined in advance assuming an average driver characteristic may be set as the expected value achievement dADPb. Alternatively, the expected value achievement dADPb may be changed based on a vehicle speed representative of the driving state, an accelerator opening degree or a time average value thereof, and a characteristic value that changes in accordance with a driving situation such as a road surface condition. When the driver characteristics are assumed, the characteristics may vary depending on the person, but a value determined assuming an average driver so as to generate an appropriate control dead zone may be set as the expected value achievement dADPb. . An example of changing the expected value achievement level dADPb in accordance with the traveling state or the like is as follows. With regard to the vehicle speed, for example, it is conceivable to set the expected value achievement dADPb to a smaller value in order to suppress the change in the correction coefficient Ca with an emphasis on stability as the vehicle speed increases. With regard to the accelerator opening, for example, it is conceivable that the expected value achievement degree dADPb is set to be larger as the opening degree is lower, and the expected value score correction coefficient Ca is updated more frequently. Furthermore, regarding the road surface condition, it is conceivable to set the expected value achievement dADPb to be small so as to expand the control dead zone in the case of a slippery road surface. In the subsequent step S8, the expected value achievement degree determination unit 23 compares the average value difference ADP and the expected value achievement degree dADPb to determine whether the driver's acceleration expectation is apparently satisfied. The

  If the average value difference ADP is smaller than the expected value achievement dADPb in step S8, it is determined that the driver's acceleration expectation is satisfied, and the process proceeds to step S9. In step S9, the correction coefficient calculation unit 26 newly calculates a correction coefficient Ca using a function having the frequency response average value AFTTACC as a variable. That is, when an affirmative determination is made in step S8, correction of the expected value score PDc based on the newly calculated average value AFTTACC is permitted. If it is determined in step S8 that the expectation is not satisfied, the process proceeds to step S10, and the correction coefficient Ca obtained in the previous expected value score correction process is maintained as it is. That is, if a negative determination is made in step S8, new correction of the expected value score PDc is suspended.

  After the correction coefficient Ca is determined in step S9 or step S10, the process proceeds to step S11, and the expected value score correction unit 12 corrects the expected value score PD using the correction coefficient Ca. For example, the expected value score PDc after correction is calculated by multiplying the expected value score PD and the correction coefficient Ca. Thus, the expected value correction process ends. The expected value score PDc corrected by the processing of FIG. 5 is given to the deviation calculating unit 13, and the torque of the engine 15 is controlled based on the deviation DP from the sensory score PR, so that the driver can expect the acceleration feeling and the driver. The degree of coincidence with the acceleration feeling actually experienced is improved. As a result, the necessity for the driver to operate the accelerator pedal 3 to satisfy the feeling of acceleration is reduced.

  In the above embodiment, the expected value score calculation unit 10 is the expected value score calculation unit, the sensory score calculation unit 11 is the sensory score calculation unit, the combination of the deviation calculation unit 13 and the engine control unit 14 is the acceleration feeling control unit, The combination of the opening change frequency analysis unit 24 and the frequency response average value calculation unit 25 is an evaluation unit, the combination of the correction coefficient calculation unit 26 and the expected value score correction unit 12 is a correction unit, the expected value score average value calculation unit 20, The combination of the sensory score average value calculator 21 and the average value difference calculator 22 corresponds to the score deviation calculator, and the expected value achievement degree determiner 23 corresponds to the correction controller.

  In the above embodiment, the expected value score PDc and the sensory score PR are matched by controlling the torque of the engine 15, but the control element to be operated based on the expected value score is a device that affects the engine torque. Not limited to. For example, the feeling of acceleration may be controlled by operating a gear ratio of an automatic transmission, a variable mass type flywheel, or the like as a control element. Furthermore, the control element that affects the feeling of acceleration is not limited to the control element that affects the actual acceleration generated in the vehicle. For example, the acceleration feeling experienced by the driver has a strong correlation with the seat back jerk (additional speed in the normal direction of the seat back of the seat), so even if the vehicle acceleration is the same, the seat back By changing the angular acceleration of the seat back by the above operation or adjusting the damping characteristic of the suspension, the acceleration feeling felt by the driver can be changed by increasing or decreasing the seat back jerk. In other words, in the present invention, the control elements to be operated based on the expected value score include not only elements that affect the acceleration itself but also various elements that affect the feeling of acceleration.

  In the above embodiment, feedback control using the sensory score PR as a feedback value is performed by controlling the feeling of acceleration based on the deviation between the expected value score PDc and the sensory score PR. Alternatively, the calculation of the deviation DP may be omitted, and the acceleration feeling may be controlled only by feedforward control in which the expected value score PDc is given to the engine control unit 14 to set the target torque. Even in this case, it is possible to quantitatively evaluate the difference between the driver's expectation regarding acceleration and the driver's actual acceleration feeling from the operation history of the acceleration operation member, and expectation score according to the evaluation result By correcting the above, it is possible to reduce or eliminate the difference between the driver's expectation and the actual acceleration feeling.

  The correction of the expected value score is not limited to a mode in which the expected value score output from the expected value model is corrected by the correction coefficient, but can be corrected in various modes. For example, in the above embodiment, by correcting the expected value model with reference to the frequency response average value AFTTACC of the accelerator opening, the expected value score PD more strongly reflecting the individuality of the driver is output. You may implement.

1 is a control block diagram of a vehicle motion control device according to an embodiment of the present invention. The figure which shows an example of the time change of an accelerator opening. The figure which shows an example of the result of having frequency-analyzed the accelerator opening change. The figure which shows an example of the relationship between the average value of a frequency response, and an expected value score correction coefficient. The flowchart which shows the procedure of the expected value score correction | amendment process performed with the exercise | movement control apparatus of FIG.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Motion control apparatus 2 Accelerator opening sensor 3 Accelerator pedal (acceleration operation member)
4 vehicle state detection unit 10 expected value score calculation unit (expected value score calculation means)
11 Sensory score calculation unit (sensory score calculation means)
12 Expected value score correction unit (correction means)
13 Deviation calculation part (acceleration feeling control means)
14 Engine control unit (acceleration feeling control means)
20 Expected value score average value calculation section (score deviation calculation means)
21 Sensory score average value calculator (score deviation calculation means)
22 Average value difference calculation section (score deviation calculation means)
23 Expected value achievement determination unit (correction control means)
24 Accelerator opening change frequency analyzer (evaluation means)
25 Frequency response average calculator (evaluation means)
26 Correction coefficient calculation unit (correction means)

Claims (7)

An expected value score calculating means for calculating an expected value score obtained by quantifying the driver's expectation for acceleration based on the driver's operation on the acceleration operation member of the vehicle;
Acceleration feeling control means for operating a control element that affects the acceleration feeling experienced by the driver based on the calculated expected value score;
An evaluation unit that quantitatively evaluates the degree to which the driver additionally operates the acceleration operation member with respect to the acceleration feeling realized by the control of the acceleration feeling control unit based on the operation history of the acceleration operation member;
Correction means for correcting the expected value score based on the evaluation result of the evaluation means;
A vehicle motion control apparatus comprising:   Further comprising sensory score calculation means for calculating a sensory score obtained by quantifying the acceleration feeling experienced by the driver based on a state quantity of the vehicle that affects the acceleration feeling experienced by the driver, the acceleration feeling control means, The control element is operated such that a deviation between an expected value score and the sensory score is eliminated, and the evaluation means evaluates a degree of the additional operation with respect to the acceleration feeling realized by the control based on the deviation. The motion control device according to claim 1.   A score deviation calculating means for calculating an average value within a predetermined time for each of the expected value score and the sensory score to obtain a deviation between both average values, and whether or not the deviation of the average value is held within a predetermined range And the correction of the expected value score based on the evaluation result of the evaluation means is permitted on the condition that it is determined that the deviation of the average value is held within a predetermined range, and the deviation is the predetermined The motion control apparatus according to claim 2, further comprising: a correction control unit that prohibits a new correction of the expected value score while it is determined that the range is exceeded.   The evaluation means, as an operation history of the acceleration operation member, frequency-analyze a change in the accelerator pedal opening of the vehicle within a predetermined evaluation section, and evaluate the degree of the additional operation based on the result of the frequency analysis The motion control device according to any one of claims 1 to 3.   The said evaluation means evaluates the grade of the said additional operation based on the response result of a predetermined | prescribed high frequency area among the frequency responses obtained by frequency-analyzing the said opening degree change. Motion control device. The evaluation means quantitatively evaluates the degree of the additional operation by calculating an average value of the frequency response in the high frequency range,
The motion control apparatus according to claim 5, wherein the correction unit increases the correction amount of the expected value score as the average value increases. An acceleration expected value calculation device for a vehicle that calculates an expected value score obtained by quantifying the driver's expectation for acceleration based on a driver's operation on the acceleration operation member of the vehicle,
Evaluation means for quantitatively evaluating the degree to which the driver additionally operates the acceleration operation member with respect to the acceleration feeling realized by controlling the acceleration feeling based on the expected value score, based on an operation history of the acceleration operation member; ,
Correction means for correcting the expected value score based on the evaluation result of the evaluation means;
An acceleration expected value calculation device for a vehicle, comprising:

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