JP2010156274A - Drive control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce deceleration feeling caused by braking when controlling the turning performance of a vehicle by a differentiating longitudinal force between right and left drive wheels only by the adjustment of a braking force. <P>SOLUTION: A drive control device 20 includes a traveling locus set part 21, a control condition determination part 22 and a manipulation sensitivity change part 23. The traveling locus set part 21 sets a future traveling locus in which a vehicle travels in the future. The control condition determination part 22 determines from the future traveling locus set by the traveling locus set part 21 whether or not the intervention of US (under steer) inhibition control is estimated. The manipulation sensitivity change part 23 changes the manipulation sensitivity of an accelerator pedal when the control condition determination part 22 determines that the intervention of the US inhibition control is estimated, so that an output of an internal combustion engine of the vehicle becomes easier to be increased than the case that there is no intervention of the US inhibition control. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to controlling the behavior of a vehicle by adjusting the braking force of wheels provided in the vehicle.

  A technology that ensures the turning performance by distributing the driving force of the left and right driving wheels and suppressing understeer and oversteer by the driving force distribution device has been put into practical use. For example, Patent Document 1 discloses a vehicle behavior control device including a left / right driving force distribution mechanism that provides a difference in driving force between left and right driving wheels, and a braking force adjustment mechanism that provides a difference in braking force between wheels. ing.

Japanese Patent No. 3183124

  By the way, in recent years, in order to ensure the steering stability of the vehicle not only in the limit region of the drive wheel but also in the near limit region before reaching the limit and in the normal region, the front-rear force between the left and right drive wheels is increased. There is a demand to make a difference. If the operation feeling is not taken into consideration, the left / right driving wheel distribution mechanism and the braking force adjusting mechanism can give a difference in the longitudinal force between the left and right driving wheels. The left / right driving force distribution mechanism requires a mechanism consisting of complicated gears and clutches, which increases costs and increases mass, and increases fuel consumption due to increased mass when the vehicle is traveling straight ahead. May be invited.

  On the other hand, if a difference is given to the front / rear force between the left and right drive wheels using only the braking force adjustment mechanism when the vehicle is turning, the driver of the vehicle may feel a sense of deceleration. This is because when the yaw moment is generated using the braking force adjustment mechanism when the vehicle is turning, the braking force is applied to one of the left and right wheels of the vehicle to generate the yaw moment to the vehicle. This is because the vehicle is decelerated as a result of the decrease in driving force. In particular, if the braking force adjustment mechanism gives a difference in the longitudinal force between the left and right drive wheels to suppress push-under when exiting a corner, the total driving force of the vehicle will decrease, resulting in the driver's stepping on the accelerator. On the other hand, the acceleration of the vehicle may be delayed.

  The present invention has been made in view of the above, and reduces the feeling of deceleration due to braking when controlling the turning performance of a vehicle by giving a difference in the longitudinal force between driving wheels only by adjusting the braking force. With the goal.

  In order to solve the above-described problems and achieve the object, an operation control device according to the present invention includes an output operation unit that operates power generated by a power generation unit serving as a generation source of driving force, and a control of each wheel. A vehicle having a braking force adjustment mechanism capable of adjusting power, and when vehicle behavior control for controlling the behavior of the vehicle by adjusting the braking force of wheels provided in the vehicle is at least intervening, The operation sensitivity indicating the response of the power generated by the power generation means with respect to the operation to the output operation means, and the power of the power generation means with respect to the output increase operation to the output operation means are intervened in the vehicle behavior control It is characterized by comprising an operation sensitivity changing unit for changing the output so as to be easier to increase than in the case where there is not.

  In order to solve the above-described problems and achieve the object, an operation control device according to the present invention includes an output operation unit that operates power generated by a power generation unit serving as a generation source of driving force, and a control of each wheel. A vehicle including a braking force adjusting mechanism capable of adjusting power, and a travel locus setting unit that sets a future travel locus in which the vehicle travels in the future, and the future travel locus set by the travel locus setting unit. A control condition determination unit that predicts intervention of vehicle behavior control that controls the behavior of the vehicle by adjusting braking force of wheels provided in the vehicle, and the control condition determination unit predicts that the vehicle behavior control intervenes The operation sensitivity indicating the response of the power generated by the power generation means to the operation to the output operation means, and the power of the power generation means to the output increase operation to the output operation means. , A changeable operating sensitivity changing unit to easily increase than without intervention both behavior control, characterized in that it comprises a.

  As a preferred aspect of the present invention, in the operation control apparatus, the output operation means is an accelerator pedal, and the operation sensitivity is a response of a torque generated by the power generation means to an opening degree of the accelerator pedal. Preferably, the operation sensitivity changing unit is configured such that the torque is more likely to increase with respect to the degree of opening of the accelerator pedal than when the vehicle behavior control is not involved.

  As a preferred aspect of the present invention, in the operation control apparatus, the output operation means is an accelerator pedal having a mechanism capable of adjusting a reaction force, and the operation sensitivity changing unit converts the reaction force of the accelerator pedal into the vehicle behavior. It is desirable to make it smaller than when there is no control intervention.

  As a preferable aspect of the present invention, in the driving control device, the operation sensitivity includes a first lateral acceleration that is a lateral acceleration of the vehicle necessary for intervening the vehicle behavior control, a speed of the vehicle, and It is desirable that the operation sensitivity change coefficient is changed based on the second lateral acceleration obtained from the radius of curvature of the road on which the vehicle is traveling.

  As a preferred aspect of the present invention, in the operation control device, the travel locus setting unit obtains the future travel locus by an optimization method using at least a road width as a constraint condition, and the control condition determination unit includes the future A possible lateral acceleration, which is a value obtained by dividing the lateral component of the tire force generated by the wheels of the vehicle obtained in the process of obtaining the travel locus by the weight of the vehicle, is obtained, and based on the possible lateral acceleration, The timing when the vehicle behavior control starts intervention and the timing when the vehicle behavior control intervention ends are predicted, and the operation sensitivity change unit predicts the timing when the vehicle behavior control predicted by the control condition determination unit starts intervention. Until the timing when the intervention of the vehicle behavior control is finished, the operation sensitivity is set to the power for the output increase operation for the output operation means. It is desirable to change as the power of the raw device is likely to increase than without intervention of the vehicle behavior control.

  The present invention can reduce the feeling of deceleration due to braking when the vehicle turning performance is controlled by giving a difference in the longitudinal force between the drive wheels only by adjusting the braking force.

  Hereinafter, the present invention will be described in detail with reference to the drawings. The present invention is not limited by the contents described below. In addition, constituent elements described below include those that can be easily assumed by those skilled in the art, those that are substantially the same, and those in a so-called equivalent range.

  This embodiment controls a vehicle including output operation means for operating power (output) generated by power generation means serving as a driving force generation source, and a braking force adjustment mechanism capable of adjusting the braking force of each wheel. When the vehicle behavior control for controlling the behavior of the vehicle by adjusting the braking force of the wheels provided in the vehicle is at least intervening, the power generation means is generated in response to the operation to the output operation means. The operation sensitivity indicating the response of the power to be changed is characterized in that the power of the power generation means is changed more easily with respect to the output increase operation with respect to the output operation means. That is, at least when the vehicle behavior control is intervening, the power actually generated by the power generation means is easily generated in response to a command to increase the power generated by the power generation means.

  For example, when the output operation means is a vehicle accelerator, at least when the vehicle behavior control is intervening, an operation of opening the accelerator as much as when the vehicle behavior control is not intervening (the power of the power generating means is reduced). Even if the operation for increasing the power is performed, the power (for example, torque) generated by the power generation means is more likely to be generated, that is, more likely to increase than when the vehicle behavior control is not intervening. In addition, vehicle behavior control is to control the attitude of the vehicle by adjusting the braking force of the wheels provided in the vehicle when lateral acceleration occurs in the vehicle, such as when the vehicle is traveling in a corner. To do.

  FIG. 1 is a schematic configuration diagram illustrating a configuration example of a vehicle including an operation control device according to the present embodiment. In FIG. 1, it is assumed that the vehicle 1 moves forward in the direction of arrow X in FIG. The direction in which the vehicle 1 moves forward is the direction from the driver seat where the driver of the vehicle 1 sits toward the steering wheel 9H. The left-right distinction is based on the direction in which the vehicle 1 moves forward (the direction of the arrow X in FIG. 1). That is, “left” refers to the left side in the direction in which the vehicle 1 moves forward, and “right” refers to the right side in the direction in which the vehicle 1 moves forward. Further, before and after the vehicle 1, the direction in which the vehicle 1 moves forward is the front, and the direction in which the vehicle 1 moves backward, that is, the direction opposite to the direction in which the vehicle 1 moves forward is the rear.

  First, the overall configuration of the vehicle 1 will be described. The vehicle 1 includes four wheels: a left front wheel 5FL, a right front wheel 5FR, a left rear wheel 5RL, and a right rear wheel 5RR. The vehicle 1 uses the internal combustion engine 2 as power generation means. In the present embodiment, the internal combustion engine 2 is mounted in front of the traveling direction of the vehicle 1 (the direction of the arrow X in FIG. 1). The power generated by the internal combustion engine 2 is first input to the transmission 3 and decelerated to a rotational speed suitable for running the vehicle 1, and then the left front wheel 5 FL that is a drive wheel and the right side via the drive shaft 4. It is transmitted to the front wheel 5FR. As a result, the vehicle 1 travels. In this embodiment, the internal combustion engine 2 is a reciprocating spark ignition internal combustion engine using gasoline as fuel, but the internal combustion engine 2 is not limited to this. Further, the mounting position of the internal combustion engine 2 with respect to the vehicle 1 is not limited to the one described in the present embodiment.

  Further, the power generation means of the vehicle 1 is not limited to the internal combustion engine. For example, a so-called hybrid type power generation means combining an internal combustion engine and an electric motor may be provided, or only an electric motor may be provided as the power generation means. When only the electric motor is used as the power generation means, a so-called in-wheel motor system in which each wheel is provided with an electric motor may be employed. In the present embodiment, the vehicle 1 does not include a function that can change the driving force of the left front wheel 5FL and the driving force of the right front wheel 5FR, that is, a so-called driving force distribution function. It does not exclude vehicles with a distribution function.

  The magnitude of the power generated by the internal combustion engine 2 is adjusted by a throttle valve 40 that is an output adjusting means. The throttle valve 40 adjusts the amount of combustion air supplied to the internal combustion engine 2. Then, fuel corresponding to the amount of combustion air supplied to the internal combustion engine 2 is supplied to the internal combustion engine 2 and burned in the combustion chamber of the internal combustion engine 2 to generate power in the internal combustion engine 2. When the internal combustion engine 2 is a diesel engine, in principle, the amount of combustion air supplied to the internal combustion engine is constant, and the magnitude of the power generated by the internal combustion engine 2 is the amount of fuel supplied to the internal combustion engine 2. Adjusted by quantity. When the internal combustion engine 2 is a diesel engine, a fuel injection valve that supplies fuel to the combustion chamber of the internal combustion engine serves as an output adjusting means.

  The throttle valve 40 includes a valve body 40V that changes the passage cross-sectional area of the intake passage, and a throttle actuator 40A that adjusts the opening of the valve body 40V. The throttle actuator 40A is controlled by an ECU (Electronic Control Unit) 10, and as a result, the opening degree of the valve body 40V is adjusted. The ECU 10 acquires the opening degree of the accelerator pedal 41P (the operation amount of the accelerator pedal 41P, referred to as the accelerator opening degree) from the accelerator opening degree sensor 41 attached to the accelerator pedal 41P, and throttles according to the acquired accelerator opening degree. Actuator 40A is driven and the opening degree of valve body 40V is adjusted. As a result, the amount of combustion air supplied to the internal combustion engine 2 is adjusted. As described above, in this embodiment, the power generated by the internal combustion engine 2 is adjusted by a so-called accelerator-by-wire system, but the output adjusting means is not limited to this. For example, output adjusting means for adjusting the opening degree of the throttle valve by transmitting the operation of the accelerator pedal 41P to the throttle valve by a transmission means such as a wire may be used. Note that, when the internal combustion engine 2 is operated by lean burn (lean burn), since the combustion air is excessive, the valve body 40V constituting the throttle valve 40 is normally fully opened.

  The left front wheel 5FL and the right front wheel 5FR of the vehicle 1 are drive wheels of the vehicle 1 and also function as steering wheels. Further, the left rear wheel 5RL and the right rear wheel 5RR are driven wheels of the vehicle 1. Thus, the vehicle 1 employs a so-called FF (Front engine Front drive) type drive format. The drive format of the vehicle 1 is not limited to the FF format, and may be a so-called FR (Front engine Rear drive) format or a 4WD (4 Wheel Drive) format.

  In the vehicle 1 according to the present embodiment, the operation of the steering wheel 9H by the driver is transmitted to the left front wheel 5FL and the right front wheel 5FR via the steering assist device 9, whereby the left front wheel 5FL and the right front wheel 5FR are steered. The The steering assist device 9 includes a steering force assist function and a steering characteristic change function. The steering force assist function reduces the driver's steering force by applying an assist steering force to the steering mechanism with an electric motor or the like. The steering characteristic changing function changes the steering angle of the left front wheel 5FL and the right front wheel 5FR with respect to the operation amount of the steering wheel 9H according to the driving state of the vehicle 1 (for example, the speed of the vehicle 1 and the surrounding environment of the vehicle 1). is there. Here, the steering assist device 9 is controlled by the ECU 10 and the operation control device 20. As described above, the vehicle 1 includes a so-called steer-by-wire system including the ECU 10, the operation control device 20, the steering assist device 9, and the like. The operation control device 20 is provided in the ECU 10 and executes operation control according to the present embodiment.

  The left front wheel 5FL, the right front wheel 5FR, the left rear wheel 5RL, and the right rear wheel 5RR are provided with brake cylinders 6FL, 6FR, 6RL, 6RR and brake rotors 7FL, 7FR, 7RL, 7RR, respectively. Each brake cylinder 6FL, 6FR, 6RL, 6RR is connected to the brake actuator 8 by brake pipes BL1, BL2, BL3, BL4. The brake actuator 8 receives the input generated when the driver of the vehicle 1 depresses the brake pedal 8P via the brake oil in the brake pipes BL1, BL2, BL3, BL4, and the brake cylinders 6FL, 6FR, 6RL, 6RR. To communicate. The brake cylinders 6FL, 6FR, 6RL, and 6RR sandwich the brake rotors 7FL, 7FR, 7RL, and 7RR through the brake pads according to the transmitted input, so that the left front wheel 5FL, the right front wheel 5FR, the left rear wheel 5RL, A braking force is generated on the right rear wheel 5RR.

  The brake actuator 8 is controlled by the ECU 10 or the operation control device 20, and the braking force generated on the left front wheel 5FL, the right front wheel 5FR, the left rear wheel 5RL, and the right rear wheel 5RR can be made different independently. it can. As described above, the brake actuator 8 includes the braking force of each wheel included in the vehicle 1, that is, the braking force of the left front wheel 5FL, the braking force of the right front wheel 5FR, the braking force of the left rear wheel 5RL, and the right rear wheel. This is a braking force adjusting mechanism capable of independently adjusting the braking force of 5RR.

  Further, for example, when the ECU 10 or the operation control device 20 detects that the vehicle 1 has suddenly approached the preceding vehicle or an obstacle ahead, the brake actuator 8 is controlled by the ECU 10 or the operation control device 20 and is controlled by the driver. Regardless of the brake, braking force is generated on the left front wheel 5FL, the right front wheel 5FR, the left rear wheel 5RL, and the right rear wheel 5RR. As described above, the braking system of the vehicle 1 including the ECU 10, the operation control device 20, the brake actuator 8, the brake cylinders 6FL, 6FR, 6RL, 6RR, and the like is a so-called brake-by-wire system.

  The brake actuator 8 is controlled by the ECU 10 and the operation control device 20 and can control the behavior of the vehicle 1 by changing the braking force of each wheel included in the vehicle 1. When the ECU 10 or the driving control device 20 senses the attitude of the vehicle 1 with a sensor and determines that it is oversteering, the ECU 10 or the driving control device 20 controls the brake actuator 8 to brake the front wheels outside the corner, Conversely, when it is determined that the vehicle is understeered, the power generated by the internal combustion engine 2 is reduced, and control such as braking of the rear wheel inside the corner is automatically executed according to the driving state of the vehicle 1. As a result, for example, when the vehicle 1 enters the corner at an overspeed or the posture of the vehicle 1 is disturbed due to a sudden steering operation or the like, the vehicle 1 is prevented from skidding and exhibits excellent running stability. . As described above, the vehicle 1 includes a drive system that can control the turning performance of the vehicle 1 or improve the running stability of the vehicle 1 by braking.

  The vehicle 1 includes a sensor for detecting information on the surrounding environment of the vehicle 1, for example, information on a boundary line that divides the lane, and a driving state of the vehicle 1, for example, a yaw rate or acceleration of the vehicle 1. Sensors and information for operating the vehicle 1, for example, sensors for detecting the accelerator opening and the steering angle are provided. As sensors (surrounding environment information detecting means) for detecting information on the surrounding environment of the vehicle 1, there are a traveling direction information detecting sensor 43 and a navigation device 48. The traveling direction information detection sensor 43 is provided in front of the traveling direction of the vehicle 1, and information on the surrounding environment of the vehicle 1, particularly information on the traveling direction of the vehicle 1, for example, information on a boundary line that divides a lane in which the vehicle travels, Increase / decrease etc. are detected. As the traveling direction information detection sensor 43, for example, a camera is used.

  The navigation device 48 can detect the current position of the host vehicle and the surrounding environment (for example, road information) at the current position of the host vehicle by using GPS (Global Positioning System). Based on the map information provided in the navigation device 48 and the traffic information acquired by the navigation device 48 from a traffic information notification system such as VICS, the driving control device 20 determines the road alignment, the road width, the road curvature radius, or the road curvature. A speed limit can be obtained. Based on these pieces of information, the operation control device 20 sets a future travel locus in which the host vehicle will travel in the future.

  The sensor (vehicle state detection means) that detects the motion state of the vehicle 1 is detected by an acceleration sensor 46 and a yaw rate sensor 47. In the present embodiment, the acceleration sensor 46 is a three-dimensional acceleration sensor and can detect the longitudinal acceleration, lateral acceleration, and vertical acceleration of the vehicle 1. The acceleration sensor 46 may be configured by combining three acceleration sensors that detect acceleration in one direction, and detecting the longitudinal acceleration, lateral acceleration, and vertical acceleration of the vehicle 1 by each acceleration sensor. Good. The motion state of the vehicle 1 includes, for example, the longitudinal speed of the vehicle 1 (speed in the longitudinal direction of the vehicle 1) and longitudinal acceleration, the lateral speed of the vehicle 1 (speed in the direction orthogonal to the longitudinal direction) and lateral acceleration, the yaw of the vehicle 1 It is determined by the angle, the yaw angular velocity, the yaw angular acceleration, the slip angle of the vehicle 1, the slip angular velocity, the slip angular acceleration, and the like.

  As sensors for detecting operation information on the vehicle 1 (operation information detecting means), an accelerator opening sensor 41, a steering angle sensor 44 for detecting the steering angle of the steering wheel 9H, and a steering torque for detecting the steering torque of the steering wheel 9H. There is a sensor 45. The surrounding environment information detecting means, the vehicle state detecting means, and the operation information detecting means described above are merely examples, and are not limited to the sensors described above.

  FIG. 2 is an explanatory diagram showing the configuration of the operation control apparatus according to the present embodiment. The operation control device 20 is provided in the ECU 10 shown in FIG. 1 and is configured to realize the operation control according to the present embodiment as one function of the ECU 10. The operation control device 20 includes a processing unit 20P configured by a so-called microcomputer, and relates to the present embodiment in accordance with a computer program for realizing the operation control according to the present embodiment stored in the storage unit 16. Execute operation control. Here, for example, when the ECU 10 of the vehicle 1 includes a traction control system, VSC (Vehicle Stability Control), or VDIM (Vehicle Dynamics Integrated Management), the steering assist device 9 The control of the brake actuator 8 may be realized by utilizing the control of these systems.

  The processing unit 20P and the storage unit 16 are connected by a data bus 11c so that they can communicate with each other. The operation control device 20 includes an input port 12 and an input interface 13 in order for the processing unit 20P to acquire information necessary for operation control according to the present embodiment. In addition, the operation control apparatus 20 includes an output port 14 and an output interface 15 in order to operate a control target. The processing unit 20P and the input port 12 are connected by a data bus 11a, and the processing unit 20P and the output port 14 are connected by a data bus 11b.

  An input interface 13 is connected to the input port 12. An accelerator opening sensor 41, a steering angle sensor 44, a steering torque sensor 45, an acceleration sensor 46, a yaw rate sensor 47, and a navigation device 48 are connected to the input interface 13. From these sensors, the operation control device 20 acquires information necessary for operation control according to the present embodiment. Signals output from these detection means are converted into signals that can be used by the processing unit 20P by the A / D converter 13a and the digital input buffer 13b in the input interface 13, and sent to the input port 12. Thereby, processing part 20P of operation control device 20 can acquire information required for operation control concerning this embodiment.

  An output interface 15 is connected to the output port 14. A throttle actuator 40A that controls the valve body 40V of the throttle valve 40 is connected to the output interface 15 as a control target in the operation control according to the present embodiment. The output interface 15 is provided with control circuits 15a, 15b and the like, and operates the throttle actuator 40A and the brake actuator 8 based on the control signal calculated by the processing unit 20P.

  As shown in FIG. 2, the processing unit 20 </ b> P includes a travel locus setting unit 21, a control condition determination unit 22, and an operation sensitivity change unit 23. These execute the operation control according to the present embodiment. Note that the operation control according to the present embodiment can be realized by at least the operation sensitivity changing unit 23. The travel locus setting unit 21, the control condition determining unit 22, and the operation sensitivity changing unit 23 are configured to exchange control data with each other and to issue commands to one side.

  The travel trajectory setting unit 21 sets a future travel trajectory that is a travel trajectory that the vehicle 1 travels in the future, that is, after the current time. The control condition determination unit 22 predicts vehicle behavior control intervention for controlling the behavior of the vehicle 1 by independently adjusting the braking force of the wheels included in the vehicle 1 from the future travel track set by the travel track setting unit 21. It is determined whether or not. The operation sensitivity changing unit 23 generates the internal combustion engine 2 in response to an operation to the output operation means of the internal combustion engine 2 provided in the vehicle 1 when the control condition determining unit 22 determines that the vehicle behavior control intervention is predicted. The operation sensitivity indicating the response of power can be changed so that the power of the internal combustion engine 2 is more likely to increase with respect to the output increase operation with respect to the output operation means than when there is no vehicle behavior control intervention. The possibility that the operation sensitivity can be changed means that when the vehicle behavior control intervention is predicted, the operation sensitivity is actually changed, and when the vehicle behavior control intervention is predicted, the operation sensitivity is changed. Including both changing the state and operating sensitivity.

  In addition to the computer program and data map used for control of the vehicle 1, the storage unit 16 stores a computer program, a data map, and the like that include a procedure for driving control according to the present embodiment. The storage unit 16 can be configured by a non-volatile memory such as a ROM (Read Only Memory), a volatile memory such as a RAM (Random Access Memory), or a combination thereof. In addition, the computer program mentioned above may be what can implement | achieve the process sequence of the operation control which concerns on this embodiment by combining with the computer program with which the operation control apparatus 20 is already equipped. Further, the operation control device 20 may be configured by using dedicated hardware instead of the computer program described above to realize the operation control according to the present embodiment. Next, operation control according to the present embodiment will be described. The operation control according to the present embodiment can be realized by the operation control device 20 shown in FIG.

  FIG. 3 is a flowchart showing a procedure of operation control according to the present embodiment. 4-6 is explanatory drawing of the setting method of a future driving | running | working locus | trajectory. In executing the operation control according to the present embodiment, in step S101, the travel locus setting unit 21 constituting the processing unit 20P of the operation control device 20 sets a future travel locus. Here, an example of setting a future travel locus will be described.

  The future travel locus is obtained based on road information of the navigation device 48 mounted on the vehicle 1, for example. In this case, the travel locus setting unit 21 uses the road information of the navigation device 48 and the current position of the vehicle 1 acquired by the navigation device 48 to obtain information on the road 102A (see FIG. 4) that the vehicle 1 will travel from now on. get. For example, as shown in FIG. 4, the information on the road 102 </ b> A includes the positions of the boundary lines 103 </ b> L and 103 </ b> R at both ends of the traveling lane and the distance Wa between the boundary lines 103 </ b> L and 103 </ b> R. Then, the travel locus setting unit 21 sets, for example, the center portion in the width direction of the road 102A as a future travel locus. That is, the travel locus setting unit 21 sets the locus obtained by connecting the coordinates at a distance of Wa / 2 from any of the boundary lines 103L and 103R in the direction in which the road 102A extends as the future travel locus TR. .

  Further, a future target locus may be set according to the shape of the road and other surrounding conditions. For example, the boundary lines 103L and 103R of the road 102A existing in front of the vehicle 1 are imaged using the traveling direction information detection sensor 43 provided in the vehicle 1. Thereby, information on the road 102A existing in the traveling direction of the vehicle 1, that is, the road 102A on which the vehicle 1 is going to travel is obtained. Obtained and obtained by subjecting the obtained image to image processing such as filtering processing and edge extraction processing. The travel locus setting unit 21 performs image processing such as filtering processing and edge extraction processing on the captured image of the road 102A to extract the boundary lines 103L and 103R. Then, the travel locus setting unit 21 obtains the distance Wa between the boundary lines 103L and 103R, generates a line at a distance of Wa / 2 from any of the boundary lines 103L and 103R, and sets this as a future travel locus TR. To do.

  Further, by using the surrounding environment information of the vehicle 1, the state quantity of the vehicle 1, and the constraint conditions of the vehicle 1 and the surrounding environment, a future travel locus TR is generated so as to be mathematically and dynamically optimized. May be. The surrounding environment information of the vehicle 1 is information on the road alignment, curvature, and gradient of the road that the vehicle 1 is going to travel from now on. The state quantity of the vehicle 1 is a physical quantity that represents the state of the vehicle 1 at the current time. For example, the running speed, the running resistance, the weight, the power (output) generated by the internal combustion engine 2, the driving wheels and the road surface at the current time. And the friction coefficient.

  The future travel locus is generated, for example, by the method described below. This method generates a future travel locus by solving an optimization problem (hereinafter referred to as an optimization method). For example, the characteristics of the vehicle 1 to be prioritized is converted into an evaluation function (objective function), and the vehicle model in which the vehicle 1 is kinematically modeled is optimal, for example, by nonlinear programming or SCGRA (Sequential Conjugate Gradient Restoration Algorithm) The traveling locus of the vehicle 1 that maximizes or minimizes the evaluation function is obtained by solving the optimization problem.

In this method, as shown in FIG. 5, the vehicle model 1M is, for example, a kinematic model of the vehicle 1 shown in FIG. 1, and is a mass point model in this embodiment. Then, the friction coefficient μ between the driving wheels of the vehicle 1 (left front wheel 5FL and right front wheel 5FR in the vehicle 1) and the road surface, the output Pe of the internal combustion engine 2, and the running resistance r are taken into consideration. The equation of motion of the vehicle model 1M is expressed by equations (1) to (4) in the xy coordinate system.
m × vx ″ = fx−rx (1)
m × by ″ = fy−ry (2)
x ′ = vx (3)
y ′ = vy (4)

  Here, x and y are positions of the vehicle model 1M, m is the weight of the vehicle model 1M (corresponding to the weight of the vehicle 1), fx and fy are tire forces generated by the wheels of the vehicle model 1M, and dx and dy are vehicle models. 1M travel resistance (corresponding to the travel resistance of the vehicle 1), vx, vy are speeds of the vehicle model 1M. When x and y are used together with other characters, x means a component in the x direction, and y means a component in the y direction. “′” Means time differentiation, and the number represents the order of differentiation. That is, x ″ and y ″ represent acceleration in the x direction and acceleration in the y direction, respectively.

The constraint condition (constraint condition) of the tire force is represented by Expression (5), the constraint condition of the output of the internal combustion engine 2 is represented by Expression (6), and the running resistance is represented by Expressions (7) and (8).
fx ² + fy ² ≦ (μ × m_n) (5)
fx × vx + fy × vy ≦ Pemax (6)
rx = (Cd × v ² + d0) × (vx / v) (7)
ry = (Cd × v ² + d0) × (vy / v) (8)
Here, m_n is the vertical load of the vehicle model 1M, Pemax is the maximum output of the internal combustion engine 2, Cd is the drag coefficient, d0 is the running resistance at v = 0, and v is √ (vx ² + vy ² ).

In addition, a modeled road (road model) 102 on which the vehicle model 1M travels is an inner side partitioned by two boundary lines 103L and 103R. The vehicle model 1M has a constraint condition that the vehicle model 1M travels in the road model 102, and this is expressed by Expression (9) and Expression (10). Equation (9) corresponds to a curved road, and Equation (10) corresponds to a straight road. That is, in the optimization method according to the present embodiment, at least the width of the road is set as the constraint condition.
Ri ² ≦ x ² + y ² ≦ Ro ² (9)
h1 ≦ y ≦ h2 (10)
Here, Ri is the radius of the vehicle lane marking inside the curved road, and in FIG. 6, it is R1 in the section from I to i1 and R4 in the section from i1 to i2. Ro is the radius of the vehicle dividing line on the outside of the curved road, and in FIG. 6, it is R2 in the section from I to i1 and R3 in the section from i1 to i2. Further, h1 is the y coordinate of one vehicle segment line on a straight road, and h2 is the y coordinate of the other vehicle segment line. Therefore, h2 = h1 + W. W is the width (road width) of the road model 102.

  For example, when the vehicle model 1M travels in a predetermined section (section from I to E) of the road model 102 as shown in FIG. 6, when it is desired to travel in the predetermined section in the shortest time, that is, at the fastest speed, The time t that travels in the predetermined section is defined as an evaluation function F. Then, by using nonlinear programming, SCGRA, or the like, the trajectory obtained by solving the optimization problem that minimizes the evaluation function F under the constraint conditions described above, that is, the coordinates (x, y) of each time The gathering becomes the future travel locus TR. As an initial condition, the state quantity of the vehicle model 1M when the vehicle model 1M enters the predetermined section I is used. Also, the coordinates (x, y) at each time can be obtained by integrating the velocities vx and vy, respectively. At this time, the tire force f at each coordinate on the future travel locus TR is also obtained.

Further, when it is desired to minimize the load ratio of the driving wheel, the sum Σf: (I → E) of the tire force f = √ (fx ² + fy ² ) is set as the evaluation function F, and this is applied under the above-described constraint conditions. A future travel locus TR is obtained by solving an optimization problem that minimizes the evaluation function F. The evaluation function F is created according to the characteristics of the vehicle 1 to be optimized. Then, an optimization problem that maximizes or minimizes the evaluation function F is solved according to the characteristics of the evaluation function F. The characteristics of the vehicle 1 to be optimized include, for example, the fuel consumption rate of the vehicle 1 (minimum is the target), the stability of the vehicle 1 (for example, minimizing the roll moment), and the like.

  The characteristic to be optimized may be set to one in advance or may be changed according to the traveling condition of the vehicle 1. For example, when the vehicle 1 is traveling in the sports travel mode, the control condition determination unit 22 generates a travel locus that maximizes the passing speed of the vehicle 1 in a predetermined section as the future travel locus, and the economic travel mode When the vehicle 1 is traveling, the traveling locus setting unit 21 generates a traveling locus that minimizes the fuel consumption rate of the vehicle 1 as a future traveling locus. In this way, the travel locus setting unit 21 generates a travel locus that can optimize the set characteristics of the vehicle 1. According to this optimization method, a travel locus in which various characteristics (for example, fuel consumption rate, travel speed, etc.) of the vehicle 1 are optimized can be obtained. Therefore, high performance can be obtained for the optimized characteristics.

  In this optimization method, information on the road (linearity, radius of curvature, width, etc.) that the vehicle 1 is about to travel from the navigation device 48 and the traveling direction information detection sensor 43 is acquired. The future travel trajectory TR may be generated in real time during one travel. In this case, modeling and algorithms in the optimization method may be simplified by giving priority to the calculation speed. In addition, when information on a road on which the vehicle 1 is going to travel is known in advance, such as a circuit, a future travel locus TR is generated in advance using a calculation device different from the operation control device 20 to control operation. It is stored in the storage unit 16 of the device 20. In this case, it is possible to prioritize accuracy in modeling and algorithms in the optimization method. And when driving | running | working a circuit etc., the driving control which concerns on this embodiment is performed using the future driving | running | working locus | trajectory TR and the tire force f which were stored in the memory | storage part 16. FIG.

  When a future travel locus TR is generated by the above-described method, the process proceeds to step S102. In step S102, the control condition determination unit 22 constituting the processing unit 20P of the driving control device 20 determines whether or not an intervention of US (understeer) suppression control, which is a type of vehicle behavior control, is predicted on the future travel locus TR. Determine whether. Understeer suppression control is control that suppresses understeer when it occurs while the vehicle 1 is turning. In the present embodiment, for example, understeer is suppressed by braking a wheel (for example, a rear wheel) inside a corner. To do. That is, US suppression control is executed using only braking. Next, a method of predicting US suppression control intervention will be described.

  7-10 is explanatory drawing of the method of estimating the intervention of US suppression control. For example, as shown in FIG. 7, a curve CA (curve x2 to x3, a curve on which the vehicle 1 will travel from now on) with a curvature radius R of the future travel locus TR exists ahead, and the speed limit is Vc. Consider a case where the vehicle 1 is traveling on a certain road 102A. The speed limit Vc is obtained, for example, by the control condition determination unit 22 by associating the current position of the vehicle 1 acquired by the navigation device 48 with the road information and infrastructure information of the navigation device 48.

In general, in the US suppression control, when the lateral acceleration of the vehicle 1 is equal to or higher than a predetermined US suppression control start determination threshold Gyc (for example, 4 m / s ² ), or the lateral acceleration or yaw rate of the vehicle 1 is a target (normative). It is started when the value of is not reached. In this prediction method, the intervention of the US suppression control is predicted by using the lateral acceleration predicted to act on the vehicle 1 in the curve that the vehicle 1 will travel from now on. Here, the lateral acceleration predicted to act on the vehicle 1 is obtained as Vc ² / R using the speed limit Vc and the curvature radius R of the curve from which the vehicle 1 will travel. Then, when Gyc and Vc ² / R satisfy the relationship of Expression (11), it is determined that the intervention of the US suppression control is started on the curve that the vehicle 1 will travel from now on.
Gyc ≦ Vc ² / R (11)

  The control condition determination unit 22 acquires the US suppression control start determination threshold Gyc stored in the storage unit 16, and determines whether or not the US suppression control intervention is started based on the equation (11). In this prediction method, the curvature radius R of the curve that the vehicle 1 will travel from is determined using the future travel trajectory TR, the speed limit Vc of the curve that the vehicle 1 will travel from is determined using the navigation device 48 or the like, and US suppression is performed. Predict control interventions. Thereby, in this prediction method, the intervention of US suppression control can be predicted before the vehicle 1 actually travels on the road.

Further, the intervention of US suppression control may be predicted by the following prediction method. In this prediction method, first, the average speed Vm of the vehicle 1 on the straight line ST1 existing immediately before the curve CA of the road 102A is obtained. For example, when the absolute value | δ | of the steering angle δ of the steering wheel 9H of the vehicle 1 is equal to or less than a predetermined steering angle threshold value δc (for example, 30 degrees), the control condition determining unit 22 It is determined that the vehicle is running. The average speed Vm of the vehicle 1 is an average of portions that satisfy the case where the absolute value | Gx | of the longitudinal acceleration Gx of the vehicle 1 is equal to or less than a predetermined longitudinal acceleration threshold Gxc (for example, 0.1 m / s ² ) on the straight line ST1. Speed. For example, in the example shown in FIG. 8, the average speed Vm of the vehicle 1 is a value obtained by averaging the vehicle speed V from time t1 to time t2.

  The control condition determination unit 22 acquires the steering angle δ of the steering wheel 9H from the steering angle sensor 44, and acquires the longitudinal acceleration Gx of the vehicle 1 from the acceleration sensor 46. Then, the control condition determination unit 22 reads the steering angle threshold value δc and the longitudinal acceleration threshold value Gxc stored in the storage unit 16 from the storage unit 16 and compares them with the acquired steering angle δ and the longitudinal acceleration Gx. Thus, an average value (average speed) Vm of the vehicle speed V of the vehicle 1 in a portion satisfying | δ | ≦ δc and | Gx | ≦ Gc is obtained.

Also in this prediction method, the intervention of the US suppression control is predicted by using the lateral acceleration predicted to act on the vehicle 1 in the curve that the vehicle 1 will travel from now on. In this prediction method, the lateral acceleration predicted to act on the vehicle 1 is obtained by Vm ² / R using the average speed Vm of the vehicle 1 and the curvature radius R of the curve that the vehicle 1 will travel from now on. Then, when Gyc and Vm ² / R satisfy the relationship of Expression (12), it is determined that the intervention of the US suppression control is started on the curve that the vehicle 1 will travel from now on. Note that, as described above, R is the curvature radius of the curve that the vehicle 1 will travel from now on, and the curvature radius of the future travel locus TR is used.
Gyc ≦ Vm ² / R (12)

  The control condition determination unit 22 acquires the US suppression control start determination threshold value Gyc stored in the storage unit 16 and determines whether or not the US suppression control intervention is started based on the equation (12). In this prediction method, the curvature radius R of the curve that the vehicle 1 will travel from is determined using the future travel trajectory TR, and the vehicle 1 is determined from the longitudinal acceleration of the vehicle 1 before the vehicle 1 enters the curve. The speed limit Vc of the traveling curve is obtained, and the intervention of the US suppression control is predicted. Thereby, in this prediction method, the intervention of US suppression control can be predicted before the vehicle 1 actually travels on the road.

  Here, for example, as shown in FIG. 9, a curve CA1 (a section from the future travel locus TR from Ia to E) on which the vehicle 1 will travel is a first curve a and a second curve b having different curvature radii. The third curve c is combined. The curvature radius of the first curve a is Ra (center is Ca), the curvature radius of the second curve b is Rb (center is Cb), and the curvature radius of the third curve c is Rc (center is Cc). . Rc> Ra> Rb.

  As described above, when the curve CA1 that the vehicle 1 will travel from is composed of a plurality of curves having different curvature radii, in the above-described method for predicting the intervention of the US suppression control, the curve of the curve that the vehicle 1 will travel from now on. As the radius of curvature, the one having the smallest radius of curvature is used. In the example shown in FIG. 9, the intervention of the US suppression control is predicted using the radius of curvature Rb of the second curve b. In general, the steeper curve, that is, the smaller the radius of curvature of the curve, the easier the US suppression control intervenes. Therefore, by using the one with the smallest curvature radius as the curvature radius of the curve that the vehicle 1 will travel from now on, Predictive accuracy of control intervention is improved.

  Further, when the future travel locus TR is generated by the optimization method described above, the tire force generated by the wheels of the vehicle model 1M, that is, the wheels of the vehicle 1 are predicted to be generated at each coordinate on the future travel locus TR. Since tire force f (fx, fy) is obtained, US suppression control intervention may be predicted using this. Here, fy is a lateral component of tire force, and fx is a longitudinal component of tire force. For example, as shown in FIG. 10, the future travel trajectory TR of the vehicle model 1M generated by the optimization method described above includes a first curve A (curvature radius RA) and a second curve B (curvature radius RB) having different curvature radii. ), A curve CA (SP to EP section) composed of the third curve C (radius of curvature RC) is included. According to the optimization method described above, the tire force of the vehicle 1 can be obtained at each coordinate of the future travel locus TR. For example, the tire force f1 at the coordinate P1 is (fx1, fy1), the tire force f2 at the coordinate P2 is (fx2, fy2), and the tire force f3 at the coordinate P3 is (fx3, fy3).

Assuming that the weight of the vehicle 1 is m, the lateral acceleration that can be generated by the vehicle 1 (the possible lateral acceleration) is obtained by using the lateral component fy (absolute value) of the tire force of the vehicle 1 and the weight m of the vehicle 1. | Fy | / m. That is, the possible lateral acceleration is a value obtained by dividing the lateral component fy of the tire force f generated by the wheels of the vehicle 1 obtained in the process of obtaining the future travel locus TR by the optimization method by the weight m of the vehicle 1. is there. When the above-described US suppression control start determination threshold value Gyc and | fy | / m satisfy the relationship of Expression (13), when the intervention of the US suppression control is started on the curve that the vehicle 1 will travel from now on. Determined.
Gyc ≦ | fy | / m (13)

  The control condition determination unit 22 acquires the US suppression control start determination threshold value Gyc stored in the storage unit 16 and determines whether or not the US suppression control intervention is started based on the equation (12). For example, in the example shown in FIG. 10, the lateral acceleration | fy1 | / m predicted to act on the vehicle 1 at the coordinate P1 is smaller than the US suppression control start determination threshold Gyc before the curve CA, but the vehicle at the coordinate P2 1 is predicted to be greater than or equal to the US suppression control start determination threshold value Gyc, it is predicted that US suppression control will intervene at the coordinate P2. When the lateral acceleration | fy3 | / m predicted to act on the vehicle 1 at the coordinate P3 is smaller than the US suppression control start determination threshold value Gyc, the intervention of the US suppression control is predicted to end at the coordinate P3. That is, the control condition determination unit 22 predicts the timing when the US suppression control starts intervention and the timing when the US suppression control intervention ends based on the possible lateral acceleration.

  Thus, in this prediction method, the intervention of the US suppression control is predicted using the future travel locus TR and the tire force f generated by the optimization method. Since the tire force f generated by the optimization method can know in advance what lateral acceleration will act on the vehicle 1 on the road on which the vehicle 1 is about to travel, the vehicle 1 actually You can predict US suppression control interventions before driving. Note that the control condition determination unit 22 may predict from the future travel locus TR that the US suppression control intervenes when there is a curve on the road on which the vehicle 1 is about to travel.

  When it determines with Yes in step S102, ie, when the control condition determination part 22 estimates that US suppression control will intervene on the road where the vehicle 1 is going to drive from now, it progresses to step S103. In step S103, the operation sensitivity changing unit 23 constituting the processing unit 20P of the operation control device 20 changes the operation sensitivity of the accelerator pedal 41P which is an output operation unit. The operation sensitivity is a scale indicating a response of power generated by the internal combustion engine 2 as power generation means in response to an operation on the output operation means (accelerator pedal 41P). In step S103, the operation sensitivity is higher than the case where the response of the power generated by the internal combustion engine 2 that is the power generation means with respect to the operation to the accelerator pedal 41P is no intervention of the US suppression control that is the vehicle behavior control. Will be changed as follows. In other words, the operation sensitivity is higher than when the power of the internal combustion engine 2 is not subject to US suppression control when the accelerator pedal 41P is operated so as to increase the power generated by the internal combustion engine 2 (output increase operation). Also changed to be more likely to increase.

  FIG. 11 is a schematic diagram of a gain determination map describing the relationship between the gain and the lateral acceleration ratio when controlling the power generated by the power generating means. For example, the operation sensitivity is changed as follows. Here, the operation sensitivity is a response of power (more specifically, torque Te) generated by the internal combustion engine 2 to the opening degree of the accelerator pedal 41P, and the operation sensitivity changing unit 23 corresponds to the opening degree of the accelerator pedal 41P. Thus, the operation sensitivity is changed so that the torque Te generated by the internal combustion engine 2 is more likely to increase than when there is no intervention of US suppression control. That is, the operation sensitivity is changed so as to be more sensitive than when no US suppression control intervention is performed. For example, in the vehicle 1 shown in FIG. 1, if the operation sensitivity is changed to be more sensitive than the case without the intervention of the US suppression control, the accelerator pedal 41P can be operated more than the case without the intervention of the US suppression control. On the other hand, the valve body 40V of the throttle valve 40 is easily opened.

In the operation control according to the present embodiment, for example, the relationship between the opening (accelerator opening) OP_A of the accelerator pedal 41P and the torque Te generated by the internal combustion engine 2 is defined by the expression (14) and the expression (15 ) Is used. Then, when the intervention of the US suppression control is not predicted, the operation sensitivity changing unit 23 sets the relationship between the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2 to the one defined by the equation (14), When the intervention of the US suppression control is predicted, the relationship between the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2 is set to that defined in Expression (15). The ECU 10 controls the torque (Te) generated by the internal combustion engine 2 using the relationship defined in the equation (14), and when the intervention of the US suppression control is predicted, the ECU 10 is defined in the equation (15). The torque (Te) generated by the internal combustion engine 2 is controlled using this relationship.
Te = Fa (OP_A) (14)
Te = K × Fa (OP_A) (15)

  Here, Fa is a function for determining the torque Te generated by the internal combustion engine 2 according to the accelerator opening OP_A, and is, for example, a linear function, a quadratic function, an exponential function, or the like of the accelerator opening OP_A. K is a gain, which is an operation sensitivity change coefficient used when changing the operation sensitivity. Expression (15) is the same as Expression (14) when the gain K = 1, and when the gain K exceeds 1, the operation sensitivity is more sensitive than when there is no intervention of US suppression control. Be changed. In other words, when the gain K exceeds 1, the torque Te generated by the internal combustion engine 2 is more likely to increase than the equation (14) when the equation (15) is used if the operation amount of the accelerator pedal 41P is the same. And at the same accelerator opening OP_A, a larger torque Te is generated.

  The gain K is a US suppression control start determination threshold value Gyc (first lateral acceleration) that is a lateral acceleration of the vehicle 1 necessary to intervene the US suppression control, an actual vehicle speed Vr of the vehicle 1 and the vehicle 1 travels. It is determined based on the second lateral acceleration (estimated lateral acceleration) Gy * obtained from the radius of curvature R of the road that is running. More specifically, the gain K is determined based on the ratio (lateral acceleration ratio) Gy_R (= Gy * / Gyc) between the estimated lateral acceleration Gy * and the US suppression control start determination threshold value Gyc. Here, the estimated lateral acceleration Gy * is obtained by Vr / R. Vr is an actual vehicle speed of the vehicle 1. R is the curvature radius of the curve from which the vehicle 1 will travel, and the curvature radius of the future travel locus TR is used.

  As shown in the gain determination map 60 of FIG. 11, when the lateral acceleration ratio Gy_R is Gy_R1 or less, the gain K = K1, and when the lateral acceleration ratio Gy_R is Gy_R2 or more, the gain K = K2, and the gain from Gy_R1 to Gy_R2 K is increased monotonously (more specifically, linearly) from K1 to K2. In the present embodiment, when Gy_R1 = 1, that is, when the US suppression control start determination threshold value Gyc is equal to the estimated lateral acceleration Gy *, K = 1 is set. When the lateral acceleration ratio Gy_R exceeds 1, the estimated lateral acceleration Gy * is larger than the US suppression control start determination threshold value Gyc, so that it can be predicted that the US suppression control is in an intervening state. In the operation control according to the present embodiment, when the intervention of the US predictive control is predicted (step S102: Yes), the operation sensitivity changing unit 23 determines the relationship between the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2. The equation (14) is changed to the equation (15). That is, the operation sensitivity changing unit 23 is in a preparation state for changing the operation sensitivity (a state in which the operation sensitivity can be changed if necessary).

  When the lateral acceleration ratio Gy_R becomes 1 or more, the operation sensitivity changing unit 23 reads the gain determination map 60 stored in the storage unit 16 and changes the gain K in the equation (15) to 1 or more. Controls the torque Te generated by the internal combustion engine 2 using the equation (15) after the gain change. The gain K when the lateral acceleration ratio Gy_R is 1 or more may be a constant larger than 1. In this way, the control load can be reduced. Thereafter, when the lateral acceleration ratio Gy_R falls below 1, the control condition determination unit 22 determines that there is no intervention of US suppression control, and the operation sensitivity changing unit 23 determines the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2. Is changed from Expression (15) to Expression (14). Then, the ECU 10 controls the torque generated by the internal combustion engine 2 using (14). In this way, at least when the US suppression control is intervening, the torque Te generated by the internal combustion engine 2 with respect to the operation for increasing the output to the accelerator pedal 41P increases more than when there is no intervention of the vehicle behavior control. The operation sensitivity is changed to make it easier.

  Note that, when the driver of the vehicle 1 performs an operation of returning the accelerator pedal 41P, the operation sensitivity changing unit 23 expresses the relationship between the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2 from the equation (15). Instead of (14), the ECU 10 may control the torque generated by the internal combustion engine 2 using (14). As a result, if the accelerator pedal 41P is depressed after exiting the curve, it can be determined that the driver has an intention to accelerate the vehicle 1, and in this case, the accelerator pedal 41P is depressed. On the other hand, when the torque of the internal combustion engine 2 is easily increased, the control is in line with the driver's intention to accelerate.

  As a result, the operation sensitivity becomes more sensitive than when there is no intervention of the US suppression control. Therefore, in the operation control according to the present embodiment, when the US suppression control intervenes, the internal combustion with respect to the operation (depression) of the accelerator pedal 41P. The response of the torque increase of the engine 2 becomes faster. When US suppression control using only the braking force intervenes, push-under during turning acceleration can be suppressed, but deceleration acts on the vehicle 1. However, in the driving control according to the present embodiment, since the operation sensitivity is changed so as to be sensitive at the time of the intervention of the US suppression control, the acceleration of the vehicle 1 with respect to the operation of the accelerator pedal 41P is reduced, and the vehicle 1 Because it shows a behavior close to the intention of a person, it is possible to suppress a decrease in drivability. Further, since the gain K is changed to a value of 1 or more after the lateral acceleration ratio Gy_R becomes 1 or more, the operation sensitivity can be changed after the US suppression control is surely intervened. In addition, since the operation sensitivity is not changed before the US suppression control intervenes, it is possible to reduce the sensitivity of the response to an operation such as a sudden increase in the torque of the internal combustion engine 2 with respect to the operation of the accelerator pedal 41P.

  In the above description, based on the magnitude of the lateral acceleration ratio Gy_R, the operation sensitivity changing unit 23 has changed the gain K in Expression (15). Since the US suppression control intervenes when the lateral acceleration ratio Gy_R becomes 1 or more, in the above description, when it is predicted that the US suppression control will intervene, the operation sensitivity changing unit 23 is in a ready state (necessary to change the operation sensitivity) If there is, the operation sensitivity can be changed), and when US suppression control intervenes, the operation sensitivity is actually changed. However, the timing of changing the operation sensitivity in the present embodiment is not limited to this. For example, when the control condition determining unit 22 predicts the intervention of the US suppression control, the operation sensitivity changing unit 23 expresses the relationship between the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2 from the equations (15) to ( 14), and the gain K in equation (15) is set to a value larger than 1. Thereby, for example, the gain K is changed before the vehicle 1 enters the curve.

  Then, thereafter, the operation sensitivity changing unit 23 may change the gain K in Expression (15) based on the magnitude of the lateral acceleration ratio Gy_R. By doing this, the lateral acceleration ratio Gy_R becomes 1 or more, and when the US suppression control starts intervention, the operation sensitivity is changed to be more sensitive than before the US suppression control intervenes. The response of the torque change of the internal combustion engine 2 to the accelerator operation becomes good. The gain K when the lateral acceleration ratio Gy_R is 1 or more may be a constant larger than 1.

  When the future travel locus TR is generated by the optimization method described above, the tire force f of the vehicle 1 on the future travel locus TR is also obtained. In this case, the estimated lateral acceleration Gy * is obtained from the lateral component fy (absolute value) of the tire force of the vehicle 1 at each point on the future travel locus TR and the weight m of the vehicle 1. That is, the estimated lateral acceleration Gy * is | fy | / m. Based on the ratio (lateral acceleration ratio) Gy_R (= Gy * / Gyc) between the estimated lateral acceleration Gy * and the US suppression control start determination threshold value Gyc, the operation sensitivity changing unit 23 is predicted by the control condition determining unit 22, for example. The gain K is set at each point on the generated future travel locus TR using the gain determination map 60 between the timing when the US suppression control starts intervention and the timing when the US suppression control intervention ends. decide. As a result, in the future travel trajectory TR, from the point where the US suppression control starts intervention to the point where the US suppression control intervention ends (in the example shown in FIG. 10 described above, the section from P2 to P3), The operation sensitivity is changed so that the torque of the internal combustion engine 2 is more likely to increase with respect to the operation of increasing the output to the accelerator pedal 41P than when there is no intervention of the US suppression control.

  FIG. 12 is a schematic diagram showing a structure for changing the operation sensitivity. FIG. 12 shows a structure that can change the reaction force (acceleration reaction force) P of the accelerator pedal 41P that is an output adjusting means. The accelerator pedal 41P is supported by the accelerator arm 41S, and the accelerator arm 41S rotates around the rotation axis of the accelerator opening sensor 41. A reaction force adjusting actuator 41A, which is an accelerator reaction force adjusting means, is attached to the accelerator arm 41S. When the accelerator pedal 41P is depressed, the reaction force adjusting actuator 41A generates a force in the direction opposite to the direction of the depression force, that is, an accelerator reaction force on the accelerator pedal 41P. Thus, the accelerator pedal 41P includes a mechanism that can adjust the reaction force. The accelerator reaction force P generated by the reaction force adjusting actuator 41 </ b> A is controlled by the operation control device 20.

  When the structure shown in FIG. 12 is used, when the intervention of the US suppression control is predicted, the accelerator reaction force P is made smaller than when the intervention of the US suppression control is not predicted. As a result, the operational sensitivity, that is, the response of the torque generated by the internal combustion engine 2 to the opening of the accelerator pedal 41P, is greater when the US suppression control intervention is predicted than when the US suppression control intervention is not predicted. Will also improve. That is, the torque of the internal combustion engine 2 is more likely to increase with respect to the degree of opening of the accelerator pedal 41P than when there is no US suppression control intervention.

In the operation control according to the present embodiment, when the structure shown in FIG. 12 is used, for example, the relationship between the opening (accelerator opening) OP_A of the accelerator pedal 41P and the accelerator reaction force P is defined by Expression (16). And those defined in Equation (17) are used. When the intervention of the US suppression control is not predicted, the accelerator reaction force P is generated using the relationship defined in the equation (16). When the intervention of the US suppression control is predicted, the equation (17) The accelerator reaction force P is generated using the prescribed relationship. When the intervention of the US suppression control is not predicted, the operation sensitivity changing unit 23 sets the accelerator opening OP_A and the accelerator reaction force P to the relationship defined in Expression (16), and the US suppression control intervention is predicted. In such a case, the relationship defined by the equation (17) is set.
P = Ff (OP_A) (16)
P = Ff (OP_A) / K (17)

  Here, Ff is a function for determining the accelerator reaction force P according to the accelerator opening OP_A, and is, for example, a linear function, a quadratic function, an exponential function, a map, or the like of the accelerator opening OP_A. K is a gain, which is an operation sensitivity change coefficient used when changing the operation sensitivity. The gain K is the same as that shown in the gain determination map 60 shown in FIG. 11, and changes so that the gain K increases as the lateral acceleration ratio Gy_R increases.

  Expression (17) is the same as Expression (16) when the gain K = 1, and when the gain K exceeds 1, the accelerator reaction force P becomes smaller than when there is no intervention of US suppression control. Therefore, the operation sensitivity is changed so as to be more sensitive than in the case where there is no US suppression control intervention. That is, when the gain K exceeds 1, if the pedaling force applied to the accelerator pedal 41P is the same, when the equation (17) is used, the accelerator pedal 41P is further depressed than the equation (16), and the throttle valve 40 The valve body 40V is easy to open. As a result, the torque Te generated by the internal combustion engine 2 is likely to increase, and a larger torque Te is generated at the same accelerator opening OP_A.

  As a result, the operation sensitivity becomes more sensitive than the case where there is no intervention of the US suppression control. Therefore, even when the structure shown in FIG. 12 is used, when the US suppression control intervenes, the operation (depression) of the accelerator pedal 41P is performed. The response of the torque increase of the internal combustion engine 2 to the engine becomes faster. As a result, since the operation sensitivity is changed so as to be sensitive at the time of intervention of the US suppression control, the acceleration of the vehicle 1 with respect to the operation of the accelerator pedal 41P is reduced, and the vehicle 1 behaves close to the driver's intention. And a decrease in drivability is suppressed.

  When it is determined No in step S102, that is, when the control condition determination unit 22 predicts that the US suppression control does not intervene on the road on which the vehicle 1 is going to travel, the process proceeds to step S104. In step S104, the control condition determination unit 22 determines whether or not the US suppression control is intervening in a state where the vehicle 1 does not exceed the limit. When the vehicle 1 does not exceed the limit and the US suppression control is intervening (step S104: Yes), the feeling of deceleration due to the US suppression control is reduced. In this case, the process proceeds to step S103, and the operation sensitivity changing unit 23 increases the sensitivity of the operation, that is, the torque generated by the internal combustion engine 2 with respect to the output increase operation to the accelerator pedal 41P is the vehicle behavior control. Change it to be easier to increase than without intervention.

  When the vehicle 1 exceeds the limit, for example, when a side slip or the like occurs in the vehicle 1, the vehicle posture stability that tries to suppress the side slip or the like of the vehicle 1 by generating a braking force on the wheels of the vehicle 1. Control intervenes. Further, although the vehicle posture stabilization control is not intervening, the vehicle posture stabilization control intervenes when the vehicle 1 exceeds the limit. On the other hand, when the vehicle 1 does not exceed the limit and the US suppression control does not intervene, the feeling of deceleration due to the US suppression control does not occur.

  Therefore, when it is determined No in step S104, that is, when the control condition determination unit 22 is at least one of the case where the vehicle 1 exceeds the limit and the case where the US suppression control is not intervening, In step S105, the operation sensitivity changing unit 23 does not change the operation sensitivity. That is, the operation sensitivity changing unit 23 sets the relationship between the accelerator opening OP_A and the torque Te generated by the internal combustion engine 2 to the one defined by the equation (14), or the accelerator opening OP_A and the accelerator reaction force. P is set to the relationship defined by equation (16).

Whether or not the US suppression control intervenes in a state where the vehicle 1 does not exceed the limit is determined as follows. First, whether or not the vehicle 1 exceeds the limit is determined when the relationship between the actual yaw rate γ of the vehicle 1 and the target yaw rate γ * satisfies the relationship shown in Expression (18), It is determined that the vehicle 1 has exceeded the limit. The target yaw rate γ * is obtained by equation (19), and the actual yaw rate is detected by the yaw rate sensor 47.
| Γ * −γ | ≧ Err (18)
γ * = (V × δ) / (n × L × kh × v ² ) (19)
Err is a limit determination threshold value, for example, about 0.05 rad / sec. Further, n is a steering gear ratio, L is a wheel base (distance between front and rear axles) of the vehicle 1, kh is a stability factor, V is a vehicle speed of the vehicle 1, and δ is a steering angle.

  If the braking command is transmitted from the ECU 10 even though the accelerator is ON (the accelerator pedal 41P is depressed) and the brake is OFF (the brake pedal 8P is released), the control condition determination unit 22 controls the US. Determine that control is intervening. When | γ * −γ | <Err, the accelerator is ON, and the brake is OFF, the control condition determination unit 22 determines that the vehicle 1 does not exceed the limit and US suppression control is intervening. In this case, since it is determined Yes in step S104, the process proceeds to step S103. (A) When vehicle 1 exceeds the limit and US suppression control intervenes, (b) When vehicle 1 exceeds the limit but US suppression control does not intervene, (c) Vehicle If 1 does not exceed the limit and the US suppression control does not intervene, the control condition determination unit 22 determines that the determination is No in step S104, and thus proceeds to step S105.

  As described above, in the present embodiment, when vehicle behavior control (controlling the turning performance of the vehicle by controlling the turning performance of the vehicle by at least providing a difference in the longitudinal force between the left and right drive wheels only by adjusting the braking force) is intervening. Operation sensitivity indicating a response of power generated by the power generation unit to an operation to the output operation unit that operates the power generation unit (an index indicating a response of power generated by the power generation unit to an operation of the output operation unit) ) Is changed so that the power of the power generation means is more likely to increase with respect to the output increase operation with respect to the output operation means than when there is no vehicle behavior control intervention. Further, in the present embodiment, when intervention of vehicle behavior control is predicted from the future travel locus of the vehicle, the operation sensitivity is set so that the power of the power generation unit is controlled by the vehicle behavior control with respect to the output increase operation to the output operation unit. Make it easier to increase than without intervention. As a result, the response to the increase in power generated by the power generation means becomes faster with respect to the output increase operation to the output operation means (operation for increasing the power generated by the power generation means). As a result, at the time of intervention of the vehicle behavior control only by the braking force, the slackness of the acceleration of the vehicle with respect to the output increasing operation to the output operation means is reduced, so that the feeling of deceleration due to the braking of the vehicle behavior control is reduced. And since a vehicle shows the behavior close | similar to a driver | operator's intention, the fall of drivability can be suppressed.

  Further, in this embodiment, since vehicle behavior control based only on the adjustment of the braking force can be used, a left / right driving force distribution mechanism using complicated gears and clutches is unnecessary. For this reason, since an increase in the mass of the vehicle is suppressed, an increase in fuel consumption is suppressed. In addition, the manufacturing cost of the vehicle can be reduced. Furthermore, the method of compensating the braking force generated by the vehicle behavior control with the power generated by the power generation means (internal combustion engine, electric motor, etc.) is difficult to control with little shock or delay. Since only the operation sensitivity of the means is changed, control with less shock and delay becomes possible.

  As described above, the operation control device according to the present invention is useful for controlling the behavior of the vehicle by adjusting the braking force of the wheels included in the vehicle.

It is a composition schematic diagram showing the example of composition of vehicles provided with the operation control device concerning this embodiment. It is explanatory drawing which shows the structure of the operation control apparatus which concerns on this embodiment. It is a flowchart which shows the procedure of the operation control which concerns on this embodiment. It is explanatory drawing of the setting method of a future travel locus. It is explanatory drawing of the setting method of a future travel locus. It is explanatory drawing of the setting method of a future travel locus. It is explanatory drawing of the method of estimating the intervention of US suppression control. It is explanatory drawing of the method of estimating the intervention of US suppression control. It is explanatory drawing of the method of estimating the intervention of US suppression control. It is explanatory drawing of the method of estimating the intervention of US suppression control. It is a schematic diagram of a gain determination map describing the relationship between the gain and the lateral acceleration ratio when controlling the power generated by the power generating means. It is a schematic diagram which shows the structure which changes operation sensitivity.

Explanation of symbols

1 Vehicle 1M Vehicle Model 2 Internal Combustion Engine 3 Transmission 4 Drive Shaft 5FL Left Front Wheel 5FR Right Front Wheel 5RL Left Rear Wheel 5RR Right Rear Wheel 8 Brake Actuator 8P Brake Pedal 9 Steering Auxiliary Device 9H Steering Wheel 16 Storage Unit 20 Operation Control Device 20P Processing Unit 21 Traveling Track Setting Unit 22 Control Condition Determination Unit 23 Operation Sensitivity Changing Unit 40 Throttle Valve 40A Throttle Actuator 40V Valve Body 41 Accelerator Opening Sensor 41A Reaction Force Adjustment Actuator 41P Accelerator Pedal 41S Accelerator Arm 43 Traveling Direction Information Detection Sensor 44 Steering Angle Sensor 45 Steering torque sensor 46 Acceleration sensor 47 Yaw rate sensor 48 Navigation device 60 Gain determination map 102 Road model 102A Road 103L, 103R Boundary line

Claims (6)

Controlling a vehicle including output operation means for operating power generated by power generation means serving as a driving force generation source, and a braking force adjustment mechanism capable of adjusting the braking force of each wheel,
Response of power generated by the power generation means with respect to the operation to the output operation means when vehicle behavior control for controlling the behavior of the vehicle by adjusting the braking force of wheels provided in the vehicle is at least intervening An operation sensitivity changing unit that changes the operation sensitivity indicating that the power of the power generation unit is more likely to increase with respect to the output increase operation with respect to the output operation unit than when there is no intervention of the vehicle behavior control. An operation control device characterized by the above. Controlling a vehicle including output operation means for operating power generated by power generation means serving as a driving force generation source, and a braking force adjustment mechanism capable of adjusting the braking force of each wheel,
A travel locus setting unit for setting a future travel locus in which the vehicle will travel in the future;
A control condition determination unit that predicts vehicle behavior control intervention for controlling the behavior of the vehicle by adjusting the braking force of the wheels included in the vehicle from the future travel track set by the travel track setting unit;
When the control condition determination unit predicts that the vehicle behavior control will intervene, an operation sensitivity indicating a response of power generated by the power generation unit to an operation to the output operation unit is output to the output operation unit. An operation sensitivity changing unit that can be changed so that the power of the power generating means is increased more easily than when there is no intervention of the vehicle behavior control with respect to an increase operation;
An operation control device comprising: The output operation means is an accelerator pedal, and the operation sensitivity is a response of a torque generated by the power generation means with respect to an opening degree of the accelerator pedal,
The said operation sensitivity change part makes it become easy to increase the said torque with respect to the opening degree of the said accelerator pedal than the case where there is no intervention of the said vehicle behavior control, The Claim 1 or 2 characterized by the above-mentioned. Operation control device. The output operation means is an accelerator pedal having a mechanism capable of adjusting a reaction force,
The operation control device according to claim 1, wherein the operation sensitivity changing unit makes the reaction force of the accelerator pedal smaller than when there is no intervention of the vehicle behavior control. The operation sensitivity is
A first lateral acceleration, which is a lateral acceleration of the vehicle necessary for intervening the vehicle behavior control, and a second lateral acceleration obtained from a speed of the vehicle and a radius of curvature of a road on which the vehicle is traveling; The operation control device according to claim 3, wherein the operation control device is changed by an operation sensitivity change coefficient determined based on the operation. The travel locus setting unit obtains the future travel locus by an optimization method using at least a road width as a constraint condition,
The control condition determination unit
Obtaining a possible lateral acceleration that is a value obtained by dividing a lateral component of a tire force generated by a wheel of the vehicle obtained in a process in which the future travel locus is obtained by a weight of the vehicle;
Predicting the timing at which the vehicle behavior control starts intervention and the timing at which the vehicle behavior control intervention ends based on the possible lateral acceleration,
The operation sensitivity changing unit is configured to convert the operation sensitivity between the timing at which the vehicle behavior control predicted by the control condition determining unit starts and the timing at which the intervention of the vehicle behavior control ends, from the output operation unit. The power of the power generation means is changed so as to increase more easily than the case where there is no intervention of the vehicle behavior control with respect to the operation of increasing the output of the vehicle. Operation control device.

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