JP2010285139A - Vehicle controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller that controls an actual item to be close to a target value, while reducing discomfort to a driver. <P>SOLUTION: The vehicle controller includes: a target value setting means for setting a target value 101 of an item (acceleration) concerned in vehicle motion varied in acceleration applied to the driver, based on at least one of a travel environment and a travel condition; a required value setting means for setting a required value 102 of the driver; a range setting means for setting a predetermined range A of an item having a difference from the required value in terms of a logarithmic value within the first range, and a predetermined change speed range of an item having a difference from the required value in terms of change speed of logarithmic value within the second range; a command value setting means for setting a command value 105 of the item so that the item is close to the target value within the predetermined range, and the change speed of the item falls within the predetermined change speed range; and a control means for controlling a vehicle, based on the command value. The second range is variably set in accordance with a change speed of the required value. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device including target value setting means for setting a target value of an item related to vehicle motion in which acceleration applied to a driver changes.

  Conventionally, there is a technique for setting a target value of an item relating to vehicle movement in which acceleration applied to a driver changes based on a driving environment, a preset driving condition, and the like, and controlling the vehicle based on the set target value. Proposed. For example, in the driving force control, even if the accelerator opening is the same, the target value of acceleration may be set to a different value depending on traveling conditions and the like. For example, in Patent Document 1, three types of mode maps corresponding to engine modes are stored in the storage means, and one mode map is selected and selected by the driver operating a mode selection switch. A travel control device in which engine output characteristics are set based on a mode map is disclosed.

JP 2008-120302 A

  In the control based on the driving environment, driving conditions, etc., the driver feels strange when the vehicle is controlled based on the target value of the “item related to vehicle movement in which the acceleration applied to the driver changes” set by the control device. May remember. If the driver feels an obvious “intervention” or “operated feeling” by the vehicle in response to his / her own operation input, there is a risk of impairing the joy of driving and the refreshing feeling.

  It is desired that an item related to actual vehicle motion can be brought close to a target value of an item related to vehicle motion set by a control device while suppressing the driver from feeling uncomfortable.

  An object of the present invention is to make the driver feel uncomfortable when a target value of an item relating to vehicle motion in which acceleration applied to the driver changes based on at least one of the driving environment and preset driving conditions is set. It is an object of the present invention to provide a vehicle control device that can bring an item related to actual vehicle motion closer to a set target value of the item related to vehicle motion.

  A vehicle control device according to the present invention includes a target value setting unit that sets a target value of an item relating to vehicle motion in which acceleration applied to a driver changes based on at least one of a driving environment and a preset driving condition. Request value setting means for setting the driver's request value for the item based on an input value that is input by the driver and causes a vehicle motion in which acceleration applied to the driver changes with the change. , A predetermined range that is a range of the item in which a difference from the required value when compared with a logarithmic value is within a predetermined first range, and the required value when compared with a change rate of the logarithmic value Range setting means for setting a predetermined change speed range that is a range of the change speed of the item that is within a predetermined second range, and the item is set to the target value within the predetermined range. Command value setting means for setting the command value of the item so that the speed of change of the item is within the predetermined change speed range, and control means for controlling the vehicle based on the command value The second range is variably set according to the change rate of the required value.

  In the vehicle control device of the present invention, the first range and the second range are set as ranges in which the driver cannot recognize a difference from the required value.

  In the vehicle control device of the present invention, when the absolute value of the change speed of the required value is large, the second range is expanded compared to the case where the absolute value of the change speed of the required value is small. It is characterized by.

  In the vehicle control device of the present invention, the item is acceleration in the longitudinal direction of the vehicle, and the control means controls the driving force of the vehicle based on the command value.

  In the vehicle control device of the present invention, the item is at least one of a lateral acceleration of the vehicle or a yaw rate of the vehicle, and the control means determines a steering angle of the vehicle based on the command value. It is characterized by controlling.

  In the vehicle control device of the present invention, the target value setting means presets a temporal transition of the target value, and a target vehicle speed corresponding to the temporal transition of the target value and an actual vehicle speed are set. When the magnitude of the difference exceeds a predetermined value, or when it is predicted that the difference exceeds the predetermined value, the command value is set in an enlarged range wider than the predetermined range instead of the predetermined range. At least one of setting the command value so as to change the item at a change speed in an enlarged change speed range wider than the predetermined change speed range instead of the predetermined change speed range. It is characterized by performing.

  In the vehicle control apparatus of the present invention, the target value setting means presets a temporal transition of the target value, and the target travel position of the vehicle corresponding to the temporal transition of the target value and the actual When the distance between the vehicle and the travel position exceeds a predetermined value, or when it is predicted that the distance exceeds the predetermined value, instead of the predetermined range, in an enlarged range wider than the predetermined range At least setting the command value, or setting the command value so that the item is changed at a change speed in an enlarged change speed range wider than the predetermined change speed range instead of the predetermined change speed range. Either one of them is executed.

  In the vehicle control device of the present invention, the command value is set so that the item is changed at the expansion range when the command value is set in the expansion range and the change speed of the expansion change speed range. In this case, the expansion change speed range is enlarged as the size is larger than the predetermined value.

  The vehicle control device according to the present invention includes a target value setting unit that sets a target value of an item relating to vehicle motion in which acceleration applied to the driver changes, a request value setting unit that sets a driver's request value for the item, The difference between the required value when compared with the logarithmic value and the required value when compared with the predetermined range, which is the range of items within the predetermined first range, and the change rate of the logarithmic value is Range setting means for setting a predetermined change speed range that is a range of the change speed of an item that falls within a predetermined second range, an item that approaches the target value within the predetermined range, and the change speed of the item is Command value setting means for setting command values of items so as to be within a predetermined change speed range, and control means for controlling the vehicle based on the command values are provided.

  By setting the first range and the second range as logarithmic values, the predetermined range and the predetermined change speed range are set to appropriate values according to the driver's sense amount, and the driver feels uncomfortable. Can be suppressed.

  The second range is variably set according to the change rate of the required value. This makes it possible to vary the degree of guidance to the target value of the item according to the driver's sensitivity to the difference in the temporal change of the item, while suppressing the driver from feeling uncomfortable while setting the target of the set item The actual item can be brought close to the value.

FIG. 1 is a time chart showing temporal transition of an acceleration command value set by an acceleration command value setting means in the first embodiment of the vehicle control apparatus according to the present invention. FIG. 2 is a block diagram showing a schematic configuration of the first embodiment of the vehicle control device according to the present invention. FIG. 3 is a diagram showing an example of the transition of the target acceleration set by the target acceleration setting means in the first embodiment of the vehicle control apparatus according to the present invention. FIG. 4 is a diagram illustrating an example of a relationship between a driver operation input change amount and a time-series discrimination threshold gain in the first embodiment of the vehicle control device according to the present invention. FIG. 5 is a flowchart showing the operation of the first embodiment of the vehicle control apparatus according to the present invention. FIG. 6 is a diagram showing an example of the target acceleration and the target vehicle speed set by the target acceleration setting means in the second embodiment of the vehicle control apparatus according to the present invention. FIG. 7 is a diagram illustrating an example of the relationship between the difference between the target vehicle speed and the actual vehicle speed and the forced induction gain in the second embodiment of the vehicle control device according to the present invention. FIG. 8 is a block diagram showing a schematic configuration of the third embodiment of the vehicle control apparatus according to the present invention. FIG. 9 shows an example of temporal transition of lateral G (lateral acceleration) when the command value for the output steering angle δ is set by the command value setting means in the third embodiment of the vehicle control apparatus according to the present invention. It is a time chart which shows. FIG. 10 is a flowchart showing the operation of the third embodiment of the vehicle control apparatus according to the present invention. FIG. 11 is a diagram illustrating an example of the relationship between the distance between the target travel position and the actual travel position and the forced induction gain in a modification of the third embodiment of the vehicle control device according to the present invention.

  Hereinafter, an embodiment of a vehicle control device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 5. The present embodiment relates to a vehicle control device including target value setting means for setting a target value of an item related to vehicle motion in which acceleration applied to a driver changes.

  Control to generate a target trajectory (acceleration, vehicle speed, yaw rate, etc.) that is the optimal solution mechanically and mathematically using information predicted in the future, and automatically operate the vehicle optimally (for example, with good fuel efficiency) Systems have been proposed so far. However, these control systems are based on the premise that the information predicted in the future is extremely accurate and sufficient, and it is still difficult to apply them considering the current traffic conditions of manual operation. You can say that.

  To deal with this problem, coordinated control of the driver and the vehicle (the driver has the initiative, but the vehicle moves closer to the target as much as possible) can be considered. Is a sense of discomfort. If the driver feels a clear sense of intervention by the vehicle in response to his / her operation input (accelerator operation, brake operation, etc.), there is a risk of impairing the joy of driving and the refreshing feeling.

  In this embodiment, paying attention to acceleration control in the vehicle longitudinal direction by the driver, the driver's input and the vehicle side request (the target trajectory that should be) using the knowledge about the driver's “anti-acceleration” sensory characteristics Mediation "is made. As a result, it is possible to guide to the target trajectory as if you were driving without feeling uncomfortable.

As a knowledge of psychophysics regarding human sensory characteristics, the Weber-Fechner rule that “the sensory quantity E is proportional to the logarithm of the stimulus R” is known. The Weber-Fechner rule is expressed by the following formula (1).
E [dB] = K × log (R) (1)
Here, K is a predetermined constant.

  In the present embodiment, as described below, based on the Weber-Fechner law, the driver's requested acceleration and the acceleration target value set by the driving force control device are arbitrated, and the acceleration command value is set. The The sensory amount E has a discrimination threshold that is a stimulus change amount dE [dB] at the boundary of whether or not the change in the stimulus is noticed or not noticed with respect to the current stimulus (acceleration). When an acceleration change more than this is given to the driver's required acceleration, the driver notices that the acceleration is changed. For example, if the vehicle is in an accelerated state, the driver will lose sight of the accelerator pedal position and feel uncomfortable. In the present embodiment, discrimination thresholds are set on the absolute value increasing side and decreasing side of the acceleration, respectively, based on the driver's required acceleration. In the driving force control of the vehicle, the acceleration applied to the driver is the same (substantially the same) as the acceleration of the vehicle. When the acceleration of the vehicle is changed, the acceleration applied to the driver is the same as the acceleration of the vehicle. To change. In other words, instead of the acceleration applied to the driver, the driver's sense amount E can be calculated using the vehicle acceleration as the stimulus R.

  In vehicle motion, the driver feels a temporal change (jerk) of acceleration, and therefore, it is necessary to consider the temporal differential term (time series discrimination threshold) of the discrimination threshold. In the present embodiment, a threshold dE / dt [dB / s] for recognizing a time-series change in stimulation is provided. If a further jerk change is given to the driver's requested jerk, the driver feels the jerk change. The time series discrimination threshold is provided with two values on the absolute value increasing side (jerk correction amount upper limit value described later) and decreasing side (jerk correction amount lower limit value described later) on the basis of the driver's request jerk.

  In this embodiment, guard values are set for acceleration (driving force) and acceleration change speed (jerk) based on a discrimination threshold that notices a change in acceleration and a time-series discrimination threshold that notices a change in jerk. As a result, it is possible to bring the actual acceleration closer to the target acceleration value set by the control device while suppressing the driver from feeling uncomfortable.

  Furthermore, in this embodiment, the jerk guard value is variably set according to the change rate of the required acceleration. When the driver desires a large change in acceleration, the driver is less likely to feel uncomfortable even if the acceleration change rate is increased compared to the case where the driver does not. For this reason, in this embodiment, when the driver's operation amount with respect to the accelerator pedal or the brake pedal changes greatly in a short time, that is, when the driver desires a large change in acceleration, the jerk guard value Is loosened. Accordingly, it is possible to reduce the difference between the target acceleration value set by the driving force control device and the actual acceleration while suppressing the driver from feeling uncomfortable.

  FIG. 2 is a block diagram illustrating a schematic configuration of the vehicle control device of the present embodiment.

  In FIG. 2, the code | symbol 1 shows a vehicle. The vehicle 1 is equipped with an engine 2 as a drive source of the vehicle 1. The engine 2 is a known internal combustion engine that converts the combustion energy of the fuel into a rotational motion and outputs it. The output of the engine 2 is transmitted to the drive wheels via the automatic transmission 6 and a drive shaft (not shown).

  Reference numeral 10 denotes an ECU (control means). The ECU 10 includes a known microcomputer, and includes a memory 11, a CPU 12, a required acceleration setting means (request value setting means) 13, a target acceleration setting means (target value setting means) 14, and an acceleration command value setting means (command) Value setting means) 15.

  An accelerator pedal input amount sensor 3, a brake pedal input amount sensor 4, and a vehicle speed sensor 5 are connected to an input port (not shown) of the ECU 10, and signals indicating the detection results of the sensors 3, 4, 5 are sent to the ECU 10. Entered.

  The accelerator pedal input amount sensor 3 detects a driver input amount to an accelerator pedal (not shown). Specifically, the accelerator pedal input amount sensor 3 detects an accelerator opening (accelerator depression amount). When the driver's input amount (input value) to the accelerator pedal changes, a vehicle motion (movement in the front-rear direction) in which the acceleration applied to the driver changes with the change occurs. Depending on the driving environment (for example, road gradient), the acceleration applied to the driver may not change even if the input amount to the accelerator pedal changes. The brake pedal input amount sensor 4 detects a driver input amount to a brake pedal (not shown). In the present embodiment, the brake pedal input amount sensor 4 detects a pedaling force that acts on the brake pedal. The brake pedal is connected to a master cylinder that converts the operating force applied to the brake pedal into the pressure of the brake fluid (working fluid) (hereinafter simply referred to as “hydraulic pressure”). 4 detects the master cylinder pressure which is the hydraulic pressure of the master cylinder. When the driver's input amount (input value) to the brake pedal changes, a vehicle motion (movement in the front-rear direction) in which the acceleration applied to the driver changes with the change occurs. As in the case of the accelerator pedal, the acceleration applied to the driver may not change depending on the driving environment even if the input amount to the brake pedal changes. The vehicle speed sensor 5 detects the traveling speed of the vehicle.

  The ECU 10 controls the driving force of the vehicle based on the acceleration command value set by the acceleration command value setting means 15. Specifically, the ECU 10 is connected to the engine 2, the automatic transmission 6, and the brake device 7, and the engine 2, the automatic transmission 6, and the brake device so that the actual acceleration becomes an acceleration command value. 7 is controlled. The ECU 10 outputs a command value to the engine 2, the automatic transmission 6, and the brake device 7 with reference to a predetermined map in accordance with the acceleration command value.

  The vehicle 1 includes a by-wire actuator and can be controlled by an accelerator-by-wire and a brake-by-wire. The ECU 10 is electrically connected to a throttle control actuator that controls a throttle valve (not shown) of the engine 2 and can arbitrarily control the opening of the throttle valve regardless of the accelerator opening. The ECU 10 sets the engine output torque command value from the acceleration command value set by the acceleration command value setting means 15 and controls the throttle control actuator so that the output torque commanded in the engine 2 is realized. .

  The ECU 10 is electrically connected to a brake actuator (not shown) that controls the brake hydraulic pressure supplied to the brake device 7, and can control the brake hydraulic pressure regardless of the master cylinder pressure. The ECU 10 sets the target brake hydraulic pressure from the acceleration (deceleration) command value set by the acceleration command value setting means 15 and controls the brake actuator so that the target brake hydraulic pressure is realized.

  The automatic transmission 6 is electrically connected to the ECU 10 and is controlled by the ECU 10. The ECU 10 sets the target gear ratio or target gear stage of the automatic transmission 6 from the acceleration command value set by the acceleration command value setting means 15 and outputs the target gear ratio or target gear stage to the automatic transmission 6. . The automatic transmission 6 performs a shift so as to realize the target gear ratio or the target gear stage output by the ECU 10.

  The requested acceleration setting means 13 sets a requested acceleration, which is the acceleration currently requested by the driver. The required acceleration setting means 13 is based on the accelerator opening detected by the accelerator pedal input amount sensor 3, the master cylinder pressure detected by the brake pedal input amount sensor 4, and the vehicle speed detected by the vehicle speed sensor 5. Calculate the required acceleration. For example, the requested acceleration setting means 13 calculates the acceleration requested by the driver (plus-side acceleration) based on the accelerator opening and the vehicle speed. The requested acceleration setting means 13 calculates a deceleration (minus-side acceleration) requested by the driver based on the master cylinder pressure.

  The target acceleration setting means 14 sets a target value for acceleration. The target acceleration setting means 14 is configured to be able to perform a logic operation for deriving a result evaluated as optimum based on a given target task (running condition). The target acceleration setting means 14 sets the target acceleration (target driving force) by the logic calculation.

  FIG. 3 is a diagram showing an example of the transition of the target acceleration (target driving force) set by the target acceleration setting means 14. The target acceleration setting means 14 of the present embodiment has the best fuel efficiency in a range satisfying the condition by a preset logic calculation when the goal point and the arrival time T at the goal point are set. Calculate the evaluated acceleration pattern. The target acceleration setting unit 14 sets a transition (target locus) of the target acceleration based on the calculated acceleration pattern.

  The acceleration command value setting means 15 adjusts the required acceleration and the target acceleration based on the Weber-Fechner rule, and sets the acceleration command value. The acceleration command value setting means 15 is unaware of whether the driver notices a change in stimulus for the acceleration (driving force) calculated based on the Weber-Fechner law and the sensory amount corresponding to the temporal change in acceleration (jerk). Set the amount of change at the border (discrimination threshold of the sensory amount). A guard value is set for each of acceleration and jerk based on the set discrimination threshold. The acceleration command value setting means 15 sets the acceleration command value so as to bring the actual acceleration closer to the target acceleration while performing the guard process of the acceleration and the temporal change of the acceleration with the guard value.

  FIG. 1 is a time chart showing the temporal transition of the acceleration command value set by the acceleration command value setting means 15.

  In FIG. 1, reference numeral 101 indicates a target acceleration set by the target acceleration setting means 14. Reference numeral 102 indicates the required acceleration set by the required acceleration setting means 13. Reference numeral 103 indicates a positive guard value, and reference numeral 104 indicates a negative guard value. The plus side guard value 103 and the minus side guard value 104 are set by the acceleration command value setting means 15. Reference numeral 105 denotes an acceleration command value set by the acceleration command value setting means 15 as a result of arbitration.

  The plus-side guard value 103 indicates whether the driver notices the difference (change) between the sensory amount corresponding to the acceleration and the sensory amount corresponding to the requested acceleration 102 on the plus side of the acceleration with respect to the requested acceleration 102. This is the guard value set as the acceleration at the boundary (positive discrimination threshold). The positive guard value 103 is set as follows, for example.

Assuming that the current required acceleration (102) is R and the sensory amount corresponding to the required acceleration R is X, the sensory amount X is expressed by the logarithm of the required acceleration R as shown in [Equation 1] below. Further, the following [Equation 2] is derived from [Equation 1].

Here, the sense amount X has a range in which the driver cannot recognize (perceive) the difference in the sense amount X (hereinafter, referred to as “non-perceptible range”) on each of the plus side and the minus side. The non-perceptible range (first range) is determined based on, for example, an experimental fit result. Assuming that the maximum value of the non-perceptible range (the positive discrimination threshold) is +3.5 dB, the relationship between the sensory amount (left side) and the positive guard value R ′ (103) at the positive discrimination threshold is the following [numerical value] 3]. [Expression 4] is derived from [Expression 3].

プラス側ガード値Ｒ’（１０３）は、上記［数５］から導かれる下記［数６］により求めることができる。すなわち、知覚不能範囲の最大値が＋３．５ｄＢである場合、プラス側ガード値Ｒ’（１０３）は、要求加速度Ｒの約１．４９倍の値に設定される。

The following [Equation 5] is obtained from [Equation 3] and [Equation 4].

The plus side guard value R ′ (103) can be obtained by the following [Equation 6] derived from the above [Equation 5]. That is, when the maximum value of the non-perceptible range is +3.5 dB, the plus side guard value R ′ (103) is set to a value about 1.49 times the required acceleration R.

  Similarly, the minus side guard value 104 can be obtained based on the minimum value (minus side discrimination threshold) of the imperceptible range. In other words, the acceleration command value setting means 15 is a predetermined acceleration range (predetermined range, sign in FIG. Function as range setting means for setting A).

  Next, a jerk guard value, which is a jerk guard value, will be described. In vehicle motion, it is necessary to consider the temporal change (jerk) of acceleration. For this reason, the threshold of the temporal change dX / dt [dB / s] of the sensory amount, which is a boundary between whether the driver notices or does not notice the time series change of the stimulus (jerk acceleration), is considered. The acceleration command value setting means 15 is a positive jerk guard value that is a jerk guard value when the acceleration is increased, and a negative jerk guard value that is a jerk guard value when the acceleration is decreased. Set each. The plus side jerk guard value is obtained, for example, as described below.

The temporal change dX / dt of the sensory amount has a non-perceptible range in which the driver does not notice the difference. That is, even if the temporal change is increased or decreased within the perceptible range with respect to the temporal change dX / dt of the sensory amount X corresponding to the required acceleration, the driver does not notice the increase or decrease. The non-perceptible range in the temporal change of the sensory amount is determined based on the result of the experiment and the like, similarly to the non-perceptible range of the sensory amount. When the maximum value of the non-perceptible range (plus time series discrimination threshold) is +3.5 [dB / s], the sensory amount X [dB] is (X + 3.5) [dB] after 1 second. Even if a jerk is added, the driver cannot recognize the jerk addition. The jerk correction amount upper limit J1 [m / s ³ ], which is the jerk conversion value of the plus side time-series discrimination threshold, is obtained from the following [Equation 7] using the above [Equation 6]. That is, when the positive time-series discrimination threshold is +3.5 [dB / s], the jerk correction amount upper limit value J1 is set to a value that increases the acceleration approximately 0.49 times the required acceleration R per second. The

  Similarly, the jerk correction amount lower limit J2 that is the jerk conversion value of the minus time series discrimination threshold is obtained based on the minimum value (minus time series discrimination threshold) of the non-perceptible range in the temporal change of the sensory quantity. Can do. The jerk correction amount upper limit value J1 and the jerk correction amount lower limit value J2 are set by the acceleration command value setting means 15. In other words, the acceleration command value setting means 15 determines the acceleration in which the difference from the requested acceleration 102 when compared with the logarithmic change rate is within the perceptible range (second range) in a predetermined temporal change. It functions as range setting means for setting a predetermined change speed range that is a range of the change speed.

  Next, the transition of acceleration when the driving force control of the present embodiment is performed will be described with reference to FIG.

  In the present embodiment, a guard process using the plus side guard value 103 and the minus side guard value 104 is performed on the acceleration command value 105. The guard process restricts the acceleration command value 105 from being set to an acceleration larger than the plus guard value 103 and the acceleration command value 105 from being set to an acceleration smaller than the minus guard value 104. The In other words, the acceleration command value 105 is set to a value within a range A in which the upper limit value is the plus guard value 103 and the lower limit value is the minus guard value 104.

  There is also a limit on jerk, which is a temporal change in the acceleration command value 105. If the current acceleration command value 105 is smaller than the target acceleration 101, the acceleration command value setting means 15 increases the acceleration command value 105 so as to approach the target acceleration 101 as indicated by reference numeral 105a. To go. The upper limit value of jerk when the acceleration command value 105 is increased in this way is a value obtained by adding the jerk correction amount upper limit value J1 to the temporal change (jerk acceleration) of the requested acceleration 102 (plus side jerk guard value). ). In other words, the inclination α of the acceleration command value 105 is limited to an inclination corresponding to a value obtained by adding the jerk correction amount upper limit value J1 to the jerk of the required acceleration 102.

  For example, as indicated by reference numeral 102a, the gradient α of the acceleration command value 105a when the temporal change of the required acceleration 102 is 0 (the required acceleration 102 changes at a constant value) is the jerk correction amount upper limit value J1. The corresponding slope. That is, when the acceleration command value 105 is increased toward the plus-side guard value 103 while the required acceleration 102 changes at a constant value, the acceleration command value 105 corresponds to the jerk correction amount upper limit value J1. It will be increased with the slope. As a result, the vehicle can be accelerated so as to lead to a locus close to the target acceleration 101 without causing the driver to feel the difference between the jerk requested by the driver and the actual jerk.

  The acceleration command value setting means 15 guards the acceleration command value 105 with the plus-side guard value 103 when the acceleration command value 105 reaches the plus-side guard value 103, as indicated by reference numeral 105c.

  On the other hand, as indicated by reference numeral 105 b, when the current acceleration command value 105 is larger than the target acceleration 101, the acceleration command value setting means 15 decreases the acceleration command value 105 so as to approach the target acceleration 101. I will let you. In this way, the lower limit value of the jerk when the acceleration command value 105 is decreased, that is, the negative jerk guard value is obtained by adding the jerk correction amount lower limit value J2 (negative value) to the jerk of the requested acceleration 102. The value is limited. In other words, the slope β of the acceleration command value 105 is limited to a slope corresponding to a value obtained by adding the jerk correction amount lower limit J2 to the jerk of the required acceleration 102. For example, as indicated by reference numeral 102b, the slope β of the acceleration command value 105b when the temporal change in the required acceleration 102 is 0 is a slope corresponding to the jerk correction amount lower limit J2. That is, the acceleration command value 105 decreases with a slope corresponding to the jerk correction amount lower limit J2.

  The acceleration command value setting means 15 guards the acceleration command value 105 with the minus-side guard value 104 when the acceleration command value 105 reaches the minus-side guard value 104, as indicated by reference numeral 105d.

  As described above, the acceleration command value 105 is guarded by the plus side guard value 103 and the minus side guard value 104, respectively, and the jerk of the acceleration command value 105 is the plus side jerk guard value and the minus side jerk guard value. By being guarded at each, it is possible to bring the actual acceleration closer to the target acceleration set on the vehicle side while suppressing the driver from feeling uncomfortable. In other words, it is possible to guide to the target locus set by the target acceleration setting means 14 without a sense of incongruity (as if the vehicle is traveling along the locus desired by the driver).

  In the present embodiment, the jerk correction amount upper limit value J1 and the jerk correction amount lower limit value J2 are variably set according to the temporal change in the required acceleration. As will be described below with reference to FIG. 4, the gains for the jerk correction amounts J1 and J2 are adjusted according to the temporal change in the required acceleration. When the change in required acceleration with time is large, the driver becomes insensitive to jerk. In other words, the driver wants a large change in acceleration, and there is a certain difference between the temporal change in acceleration (request amount) corresponding to the driver's operation amount and the actual change in acceleration over time. However, it is considered that it is difficult for the driver to notice the difference and to feel uncomfortable even if the driver is guided with a more aggressive guidance gradient with respect to the target acceleration. Therefore, in the present embodiment, when the temporal change in the required acceleration is large, the gain with respect to the jerk correction amount upper limit value J1 and the jerk correction amount lower limit value J2 is compared with the case where the temporal change in the required acceleration is small. Is set as a large value. In other words, the non-perceptible range (second range) of the temporal change in acceleration is expanded.

  FIG. 4 is a diagram illustrating an example of the relationship between the driver operation input change amount and the time-series discrimination threshold gain. Here, the amount of change in the driver operation input is the magnitude (absolute value) of the temporal change (jerk) of the requested acceleration, and is based on the detection results of the accelerator pedal input amount sensor 3 and the brake pedal input amount sensor 4. Calculated. A large amount of change in the driver operation input means that the driver performs a certain amount of operation of the accelerator pedal or brake pedal (depression amount or treading force) in a shorter time. Indicates a driver's request to change

  As described above, the time-series discrimination threshold indicates an upper limit value or a lower limit value of a non-perceptible range in which the driver does not notice the increase or decrease of jerk. The time series discrimination threshold gain is a gain for variably setting the time series discrimination threshold, and is a predetermined time series discrimination threshold reference value (plus side time series discrimination threshold reference value or minus side time series discrimination threshold). A value obtained by multiplying the reference value) by the time series discrimination threshold gain is set as the time series discrimination threshold. The jerk correction amount upper limit value J1 and the jerk correction amount lower limit value J2 become variable according to the time series discrimination threshold being set to be variable. The time series discrimination threshold is obtained by the following equation (2).

    Time-series discrimination threshold = Time-series discrimination threshold reference value x Time-series discrimination threshold gain (2)

  As shown in FIG. 4, when the driver operation input change amount is large, the time-series discrimination threshold gain is set as a larger value than when the driver operation input change amount is small. First, in the region R1 where the driver operation input change amount is the smallest, the time-series discrimination threshold gain is set to 1 or a value close to 1 as indicated by the arrow Y1. That is, the time series discrimination threshold reference value or a value in the vicinity of the time series discrimination threshold reference value is set as the time series discrimination threshold. The time-series discrimination threshold reference value is a value that the driver does not notice the difference in jerk even when the driver does not require a change in acceleration or a small change in acceleration, such as in a steady state. Is set. Thereby, it can guide to the locus of the target acceleration set on the vehicle side, without giving a driver a sense of incongruity.

  In the region R2 where the driver operation input amount is slightly large (small acceleration / deceleration state), as shown by the arrow Y2, the time series discrimination threshold gain is gradually increased as the driver operation input change amount increases. The small acceleration / deceleration state indicates a state where the accelerator pedal or the brake pedal is gradually depressed. As described above, when the temporal change in the required acceleration 102 is a weak jerk value, the time-series discrimination threshold gain is set to a large value as compared with the steady state. By increasing the time-series discrimination threshold gain according to the increase in the driver operation input change amount, the driver notices the difference in jerk (difference between the jerk of the requested acceleration 102 and the jerk of the acceleration command value 105). It can guide to the locus of target acceleration 101 set on the vehicle side, suppressing. In addition, even if the driver notices a difference in jerk, the time-series discrimination threshold gain in the small acceleration / deceleration state is not large, but is guided to the locus of the target acceleration 101 at a level that feels smooth. Is set to be able to.

  In the region R3 in the large acceleration / deceleration state where the driver operation input amount is the largest (the demand for jerk is even greater), as shown by the arrow Y3, compared to the steady state (Y1) and the small acceleration / deceleration state (Y2) The time series discrimination threshold gain is set to a large value. Further, in the large acceleration / deceleration state, the time series discrimination threshold gain is increased with a large slope with respect to the increase in the driver operation input change amount as compared with the steady state (Y1) and the small acceleration / deceleration state (Y2). . This is because in a large acceleration / deceleration state, the driver rarely notices a change in jerk. Thereby, in the large acceleration / deceleration state, the acceleration command value 105 is induced toward the target acceleration 101 with a considerably large jerk (gradient). A predetermined upper limit is set for the time-series discrimination threshold gain.

  As described above, considering the ease of driver's awareness of changes in jerk, the time series discrimination threshold is variably set according to the amount of change in driver operation input, thereby suppressing the driver from feeling uncomfortable. Meanwhile, an arbitration result is obtained in which the actual acceleration (acceleration command value 105) is brought close to the target acceleration value 101 set by the control device. For example, when an acceleration pattern that is evaluated to have the best fuel efficiency is set as the target acceleration 101 as in the present embodiment, the setting is made while suppressing the driver from feeling uncomfortable and improving the fuel efficiency to the maximum. The traveling control to arrive at the finished goal point becomes possible.

  Next, the operation of this embodiment will be described with reference to FIG. FIG. 5 is a flowchart showing the operation of the present embodiment. This control flow is determined in advance when a control mode in which the fuel consumption to the goal point is optimized is set based on the goal point and the target arrival time T at the goal point. It is executed every control cycle time [s].

  First, in step S10, the ECU 10 determines whether or not the previous value outAcc_last of the arbitration result acceleration is smaller than the target acceleration targetAcc. Here, the previous value outAcc_last of the arbitration result acceleration is a value set as the acceleration command value 105 when this control flow was executed last time. The target acceleration targetAcc indicates the target acceleration 101 at the current time or current position set by the target acceleration setting means 14. In this step, it is determined whether the target acceleration targetAcc is in the acceleration side or the deceleration side from the previous value outAcc_last of the arbitration result acceleration.

  When the target acceleration targetAcc is in the acceleration side region from the previous value outAcc_last of the arbitration result acceleration (step S10-Y), the acceleration command value 105 is corrected to the acceleration side value so as to approach the target acceleration targetAcc. (Steps S20 to S40). On the other hand, if the target acceleration targetAcc is not in the acceleration side region from the previous value outAcc_last of the arbitration result acceleration (step S10-N), the acceleration command value 105 is set to the deceleration side value so as to approach the target acceleration targetAcc. Correction is performed (steps S50 to S70). As a result of the determination in step S10, if the previous value outAcc_last of the arbitration result acceleration is smaller than the target acceleration targetAcc (step S10-Y), the process proceeds to step S20. If not (step S10-N), the process proceeds to step S10. Proceed to S50.

  In step S20, the ECU 10 adds the acceleration based on the control period time to the previous value outAcc_last of the arbitration result acceleration, and determines whether the arbitration result acceleration outAcc after the addition exceeds the target acceleration targetAcc. Is done. More specifically, the acceleration command value setting means 15 of the ECU 10 is obtained by multiplying the previous value outAcc_last of the arbitration result acceleration by multiplying the sum of the driver request jerk driverReq_J and the jerk correction amount upper limit value p_dB / s by the control cycle time. Is calculated (arbitration result acceleration outAcc). Here, the driver request jerk driverReq_J is calculated by the requested acceleration setting means 13 and indicates a temporal change in the requested acceleration 102. Further, the jerk correction amount upper limit value p_dB / s is calculated as a product of the plus-side time-series discrimination threshold reference value and the time-series discrimination threshold gain. Next, it is determined whether or not the value calculated by the acceleration command value setting means 15 is larger than the target acceleration targetAcc. As a result of the determination, if an affirmative determination is made (step S20-Y), the process proceeds to step S30, and if not (step S20-N), the process proceeds to step S40.

  In step S30, the acceleration command value setting means 15 sets the target acceleration targetAcc as the arbitration result acceleration outAcc. When step S30 is executed, the process proceeds to step S80.

  In step S40, the acceleration command value setting means 15 sets the arbitration result acceleration outAcc. The acceleration command value setting means 15 obtains an arbitration result obtained by adding a value obtained by multiplying the previous value outAcc_last of the arbitration result acceleration by the sum of the driver request jerk driverReq_J and the jerk correction amount upper limit p_dB / s to the control period time. Set as acceleration outAcc. When step S40 is executed, the process proceeds to step S80.

  When a negative determination is made in step S10 and the process proceeds to step S50, in step S50, the ECU 10 subtracts the acceleration based on the control period time from the previous value outAcc_last of the arbitration result acceleration, and the arbitration result after the subtraction. It is determined whether or not the acceleration outAcc is lower than the target acceleration targetAcc. More specifically, the acceleration command value setting means 15 of the ECU 10 is obtained by multiplying the previous value outAcc_last of the arbitration result acceleration by multiplying the sum of the driver request jerk driverReq_J and the jerk correction amount lower limit m_dB / s by the control cycle time. Is calculated (arbitration result acceleration outAcc). Next, it is determined whether or not the value calculated by the acceleration command value setting means 15 is smaller than the target acceleration targetAcc. As a result of the determination, if an affirmative determination is made (step S50-Y), the process proceeds to step S60, and if not (step S50-N), the process proceeds to step S70.

  In step S60, the target acceleration targetAcc is set as the arbitration result acceleration outAcc by the acceleration command value setting means 15. When step S60 is executed, the process proceeds to step S80.

  In step S70, the acceleration command value setting means 15 sets the arbitration result acceleration outAcc. The acceleration command value setting means 15 obtains an arbitration result obtained by adding a value obtained by multiplying the previous value outAcc_last of the arbitration result acceleration by the sum of the driver request jerk driverReq_J and the jerk correction amount lower limit m_dB / s to the control period time. Set as acceleration outAcc. When step S70 is executed, the process proceeds to step S80.

  In step S80, the acceleration command value setting means 15 performs a guard process for the arbitration result acceleration outAcc. The acceleration command value setting means 15 outputs, as the arbitration result acceleration outAcc, a value obtained by performing the guard processing on the arbitration result acceleration outAcc within the acceleration range in which the upper limit value is the plus guard value p_dB and the lower limit value is the minus guard value m_dB. In this guard process, when the arbitration result acceleration outAcc is larger than the plus side guard value p_dB, the plus side guard value p_dB is set as the arbitration result acceleration outAcc. On the other hand, when the arbitration result acceleration outAcc is smaller than the negative guard value m_dB, the negative guard value m_dB is set as the arbitration result acceleration outAcc. The ECU 10 executes driving force control of the vehicle based on the set arbitration result acceleration outAcc. When step S80 is executed, this control flow is returned.

  According to the driving force control of this embodiment, unlike the conventional driving force control, unlike the acceleration control based on the map in which the accelerator opening and the target acceleration correspond one-to-one, the real time according to the change rate of the required acceleration. The acceleration command value is set by the above calculation. For this reason, the degree of freedom of control is high, and it is possible to guide to a desired locus within the maximum range in which the driver does not feel uncomfortable while satisfying the driver's request to the maximum.

  In each of the embodiments including the present embodiment, the “item relating to the vehicle motion in which the acceleration applied to the driver changes” is the vehicle longitudinal acceleration, and the driving force of the vehicle is controlled based on the acceleration command value. However, the “acceleration applied to the driver”, “item relating to vehicle motion in which acceleration changes”, and “vehicle control based on the item” are not limited to this. For example, the vehicle control device of the present embodiment may be applied to vehicle control performed based on items related to vehicle motion in which the acceleration applied to the driver is lateral or vertical acceleration, and the acceleration changes. As an example, yaw control (turning control) can be cited as control based on an item relating to vehicle motion in which lateral acceleration applied to the driver changes. In the case of yaw control, a driver's required value for an item (for example, yaw rate) related to vehicle motion in which the lateral acceleration changes is set based on the steering angle or the like.

(Second Embodiment)
A second embodiment will be described with reference to FIGS. 6 and 7. In the second embodiment, only differences from the first embodiment will be described.

  The driving force control of the present embodiment differs from the driving force control of the first embodiment in that the priority of the target acceleration 101 on the vehicle side in the arbitration of the acceleration according to the difference between the target vehicle speed and the actual vehicle speed. Is to make them different. In the first embodiment, the time-series discrimination threshold corresponding to jerk is variable. In this embodiment, in addition to this, the discrimination threshold corresponding to acceleration is also variable. When the difference between the target vehicle speed and the actual vehicle speed is large, not only the jerk correction amount upper limit value p_dB / s and the jerk correction amount lower limit value m_dB / s but also the guard values p_dB and m_dB are relaxed. Thereby, it is suppressed that a preset target (for example, arrival time at the goal point) is largely removed.

  FIG. 6 is a diagram illustrating an example of the target acceleration and the target vehicle speed set by the target acceleration setting unit 14. In FIG. 6, (a) shows acceleration and (b) shows vehicle speed.

  Reference numeral 111 denotes a target acceleration set by the target acceleration setting means 14, and reference numeral 112 denotes a driver's requested acceleration. Reference numeral 113 indicates a target vehicle speed set by the target acceleration setting means 14. Reference numeral 114 indicates the actual vehicle speed. The target acceleration setting means 14 of this embodiment sets the target vehicle speed 113 and sets the acceleration pattern of the target acceleration 111 so as to realize the target vehicle speed 113. Note that even if a large difference occurs between the target vehicle speed 113 and the actual vehicle speed 114, the actual vehicle speed 114 is not taken into consideration, and the target acceleration 111 and the requested acceleration 112 are adjusted to obtain an acceleration command value. This is the vehicle speed when is set.

  As indicated by the requested acceleration 112, when the driver continues to request an acceleration different from the target acceleration 111, an “integral value of acceleration differences” “difference between the target vehicle speed 113 and the actual vehicle speed 114” Δv occurs. As a result, there is a possibility that the “arrival time at the goal point” which is a condition for generating the target locus cannot be satisfied. In order to suppress this problem, when a difference between the target vehicle speed 113 and the actual vehicle speed 114 occurs to some extent, the guidance that gives priority to the suppression of the uncomfortable feeling is shifted to the guidance that gives priority to following the target acceleration 111.

  Specifically, the forced induction gain described below with reference to FIG. 7 is set for each of the discrimination threshold and the time-series discrimination threshold. The discrimination threshold and the time series discrimination threshold are calculated by the following equations (3) and (4), respectively. Note that the discrimination threshold reference value is a change in the sense amount that is a boundary between whether the driver notices or does not notice the difference from the requested acceleration, and is set, for example, in the same manner as the discrimination threshold in the first embodiment. Can do. Further, the time-series discrimination threshold reference value is a threshold for the change rate of the sensory amount that becomes a boundary between whether the driver notices or does not notice the difference from the required jerk. The time-series discrimination threshold reference value may be a constant value (for example, the time-series discrimination threshold reference value of the first embodiment), or a variably set value (for example, the time series in the first embodiment). It may be a time-series discrimination threshold reflecting the discrimination threshold gain.

    Discrimination threshold = Discrimination threshold reference value x Forced induction gain (3)

    Time-series discrimination threshold = Time-series discrimination threshold reference value x Forced induction gain (4)

  FIG. 7 is a diagram illustrating an example of the relationship between the difference between the target vehicle speed and the actual vehicle speed and the forced induction gain. In FIG. 7, the horizontal axis indicates the absolute value of the difference between the target vehicle speed and the actual vehicle speed (hereinafter simply referred to as “vehicle speed difference”), and the vertical axis indicates the forced induction gain.

  As shown in FIG. 7, in the region where the vehicle speed difference is large, the forced induction gain is set to a larger value than in the region where the vehicle speed difference is small. First, in the region R4 where the vehicle speed difference is the smallest, as shown by the arrow Y4, the forced induction gain is set to 1 or near 1. As a result, when the vehicle speed difference is small, the discrimination threshold is set to the discrimination threshold reference value itself or a value near the discrimination threshold reference value, and the time series discrimination threshold is set to the time series discrimination threshold reference value itself or the time. It is set to a value in the vicinity of the series discrimination threshold reference value. That is, when the vehicle speed difference is small, priority is given to suppression of giving the driver a sense of incongruity and guidance to the target acceleration is made.

  In the region R5 where the vehicle speed difference is slightly large, as shown by the arrow Y5, the forced induction gain is gradually increased as the vehicle speed difference increases. The boundary between the region R4 in which the vehicle speed difference is small and the region R5 in which the vehicle speed difference is slightly large is a predetermined value, and when the vehicle speed difference exceeds the predetermined value, the forced induction gain increases beyond 1. Thereby, the plus side guard value p_dB and the minus side guard value m_dB are relaxed to the acceleration side and the deceleration side, respectively, than the acceleration at the boundary where the driver notices or does not notice the difference from the requested acceleration. In other words, the acceleration command value during acceleration is set to a value larger than the upper limit value at which the driver is not aware of the difference from the requested acceleration, and the acceleration command value during deceleration is determined by the driver. It will be set to a value smaller than the lower limit value that does not notice the difference. In other words, when the vehicle speed difference exceeds the predetermined value, an acceleration command value is set in an expanded acceleration range (enlarged range) wider than the predetermined acceleration range, instead of the predetermined acceleration range of the first embodiment. In addition, the expanded acceleration range is expanded as the vehicle speed difference increases.

  The jerk correction amount upper limit value p_dB / s and the jerk correction amount lower limit value m_dB / s are greater than the jerk correction amount when the driver notices or does not notice the difference from the driver request jerk. Each is relaxed. In other words, the jerk during acceleration is set to a value that is larger than the upper limit that the driver does not notice the difference from the driver request jerk, and the jerk during deceleration is the lower limit that the driver does not notice the difference from the driver request jerk. Will be set to a smaller value. In other words, when the vehicle speed difference exceeds the predetermined value, instead of the predetermined change speed range of the first embodiment, the acceleration is changed so that the acceleration is changed at a change speed in an enlarged change speed range wider than the predetermined change speed range. The command value is set. Moreover, the expansion change speed range is expanded as the vehicle speed difference is larger.

  In this way, the acceleration and jerk are allowed to exceed the range that is not noticed by the driver (the non-perceptible range), and the target value is set by setting the acceleration command value with the acceleration and the jerk exceeding the non-perceptible range. It is suppressed that the actual vehicle speed 114 greatly deviates from the vehicle speed 113. As a result, it is possible to prevent a predetermined target (arrival time at the goal point) from being largely removed. Further, although the acceleration and jerk exceed the range that is not noticed by the driver, the degree of exceeding the acceleration and jerk is relatively small, so that the driver feels uncomfortable.

  In the region R6 where the vehicle speed difference is the largest, as shown by the arrow Y6, the forced induction gain is set to a larger value compared to the other regions R4 and R5. Thereby, the follow-up to the target acceleration targetAcc is given priority over the other regions R4 and R5. Further, in the region R6 where the vehicle speed difference is the largest, the forced induction gain is increased with a large inclination with respect to the increase in the vehicle speed difference compared to the other regions R4 and R5. In other words, as the vehicle speed difference increases, the priority of following the target acceleration targetAcc increases, and the acceleration and jerk are set far beyond the range not noticed by the driver. Thereby, it is suppressed that the vehicle speed difference continues to increase, that is, the deviation from the preset target (arrival time at the goal point) continues to increase. The upper limit is set for the forced induction gain so that the deviation of the acceleration from the required acceleration or the deviation of the jerk from the driver request jerk does not become too large. The upper limit of the forced induction gain is set by, for example, a matching experiment based on the degree of uncomfortable feeling given to the driver.

  According to this embodiment, when the vehicle speed difference is small, priority is given to suppression of a sense of discomfort, and when the vehicle speed difference becomes large, priority is given to following the target acceleration. As a result, it is possible to construct a cooperation / guidance system that achieves both guidance with less discomfort to the target acceleration and suppression of greatly removing the target vehicle speed.

  Note that the forced induction gain may be further variably set according to the degree of priority given to the target by which the target acceleration targetAcc is calculated by the driver. When the driver gives priority to the realization of the target (arrival time), it is considered that the driver is allowed even if he / she feels “operated feeling” or the like as compared with the case where the driver does not. For example, if the vehicle has priority setting means (buttons, switches, etc.) for inputting the degree of priority on the arrival time at the goal point and the priority of the arrival time set by the driver is high, the forced induction gain is set. A large value may be used.

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

  In the second embodiment, when the vehicle speed difference, which is the absolute value of the difference between the target vehicle speed and the current vehicle speed, is large, the acceleration and jerk may exceed the range that is not noticed by the driver (unperceivable range). Although permitted, the present invention is not limited to the case where the current vehicle speed difference is large, and the acceleration and jerk guard values may be relaxed according to the predicted vehicle speed difference. For example, as described below, in the driving force control of a vehicle based on the traveling environment, the difference between the target vehicle speed and the predicted vehicle speed is large, and exceeds a limit vehicle speed (such as an upper limit vehicle speed) set according to the traveling environment. In this case, priority can be given to following the target acceleration.

  As an example of driving force control based on the driving environment, it is conceivable to loosen the acceleration or jerk guard value in corner control when it is predicted that the tire load ratio exceeds a predetermined value.

  The corner control is executed instead of the driving force control based on the target locus of acceleration that satisfies the arrival time T at the goal point, or in addition to the driving force control based on the target locus. In corner control, the target acceleration setting means 14 sets the target vehicle speed and target acceleration trajectory during corner driving based on the road alignment (corner R or the like) ahead of the vehicle. Moreover, the target acceleration setting means 14 sets the upper limit vehicle speed at the time of cornering based on the tire load factor at the time of cornering. The tire burden rate can be, for example, a friction circle usage rate. The upper limit vehicle speed is based on the front corner R as the maximum speed at which the resultant force of the braking / driving force and the lateral force applied to the tire during corner traveling does not exceed a predetermined allowable range (allowable usage rate) in the friction circle. Is set.

  The target acceleration setting means 14 predicts the vehicle speed at the time of cornering from the current traveling state (vehicle speed, required acceleration, etc.), and the predicted vehicle speed exceeds the upper limit vehicle speed (the difference in vehicle speed between the target vehicle speed and the predicted vehicle speed is In the case of exceeding a predetermined value), the degree of control intervention (priority for following the target acceleration) is increased. In this case, the degree of follow-up to the target acceleration may be increased as the predicted vehicle speed during corner traveling greatly exceeds the upper limit vehicle speed.

  This suppresses traveling in the corner with a high tire load factor, in other words, entering the corner with insufficient deceleration.

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

  In each of the above embodiments, the transition of the target acceleration is set as the target locus. In the present embodiment, in addition to or instead of this, a target travel locus is set. Here, the traveling locus includes information regarding a route on which the vehicle will travel. That is, in the present embodiment, a target of a travel locus including a route (which position on the road the vehicle is going to travel) and a transition of acceleration during traveling is set. In the following description, the set target of the travel locus is referred to as a target travel locus.

  In the present embodiment, not only the vehicle is guided to the target longitudinal acceleration change, but also the travel route of the vehicle is guided to the target route, as in the above embodiments. The vehicle according to the present embodiment includes a steer-by-wire system that can arbitrarily control the steering angle (output steering angle) regardless of the steering angle (input steering angle). The steer-by-wire system corrects the driver operation toward the target travel path. Specifically, an output rudder angle corresponding to the steering angle of the steering wheel operated by the driver (hereinafter referred to as “driver requested rudder angle”) travels along the target travel locus (toward the target travel locus). When the output rudder angle is different from the output rudder angle (hereinafter referred to as “target rudder angle”), the command value of the output rudder angle is corrected so as to approach the target rudder angle.

  In the correction of the command value of the output steering angle, the driver requested lateral G that is lateral G (lateral acceleration) when traveling at the driver requested steering angle, and the control requested lateral G that is lateral G when traveling at the target steering angle. Are calculated respectively. For the driver request lateral G, a discrimination threshold for the sensory amount for the lateral G (stimulus) and a time-series discrimination threshold for the sensory amount for the lateral G change rate (stimulus) are set. The sense amount of the lateral G that is actually applied to the driver is within the discrimination threshold range with respect to the sense amount corresponding to the driver requested lateral G, and the sense amount to the change speed of the lateral G that is actually applied to the driver is The command value of the output steering angle is determined so that the sensory amount corresponding to the change speed of the driver request lateral G is within the time series discrimination threshold range. Thereby, it is possible to guide the actual travel locus to the target travel locus while suppressing the driver from feeling uncomfortable.

  Conventionally, guidance assistance control to the center of the road as represented by LKA (Lane Keeping Assist) has existed, but the driver's discomfort characteristic is not considered in those controls, and the contents of the control system center Met. In the present embodiment, the control system is targeted while taking into account the driver's discomfort by applying the driver discomfort characteristic to the lateral (steering angle) control and combining the steer-by-wire system. Operate to the ideal line (trajectory). As a result, it is possible to provide natural and efficient assistance in accordance with the driver's feeling. Note that, in parallel with the control of the output steering angle, the control of the driving force of the vehicle that is guided to the transition of the target longitudinal acceleration is executed. However, the contents can be the same as those in the above-described embodiments. Is omitted. Further, the control of the output steering angle of the present embodiment may be executed without executing the control of the driving force of the vehicle that is guided by the transition of the target longitudinal acceleration.

  FIG. 8 is a block diagram showing a schematic configuration of the third embodiment of the vehicle control apparatus according to the present invention. As shown in FIG. 8, the vehicle 1 includes a steering angle sensor 21, a yaw rate sensor 22, and a camera 23. The steering angle sensor 21 detects a steering angle of a steering wheel (not shown). The yaw rate sensor 22 detects the yaw rate of the vehicle 1. The camera 23 detects information on the traveling direction (front) of the vehicle 1 and captures an image in front of the vehicle 1. The image information captured by the camera 23 is image-processed, and information on lane markings that divide the lane in which the vehicle 1 travels, presence / absence of intersections, increase / decrease in lanes, vehicles and objects existing forward or diagonally forward, etc. Detected.

  The vehicle 1 also includes a steering assist device 24. The steering assist device 24 is a so-called EPS (Electronic Power Steering) and a VGRS (Variable Gear Ratio Steering). That is, the steering assist device 24 can assist the operation of the steering wheel with the electric motor, and can change the steering angle and the steering speed of the front wheels with respect to the input of the steering wheel. Thereby, the vehicle 1 of the present embodiment can be guided to the target travel locus.

The ECU 30 of the present embodiment includes a required value setting unit 16 instead of the required acceleration setting unit 13 of each of the above embodiments. The request value setting means 16 sets a driver's request value. The requested value setting means 16 sets a driver requested lateral G, which is a lateral G requested by the driver, in addition to the longitudinal acceleration requested by the driver. Based on the steering angle (input steering angle) detected by the steering angle sensor 21 and the current vehicle speed, the request value setting means 16 estimates the driver request lateral G from the following [Equation 8]. Here, when calculating the driver requested lateral G, the steering angle of the front wheels corresponding to the input steering angle (the input amount of the driver to the steering wheel) detected by the steering angle sensor 21 as the steering angle δ of [Equation 8]. The value of δ (output rudder angle) is used. The stability factor Kh is a value indicating the turning characteristic or the steering stability of the vehicle 1, and is set in advance together with the wheel base l.

また、円運動の基本式で、円運動における力の釣り合い式は、下記［数１０］で表され、円運動における自転を表す式は、下記［数１１］で示される。

The above [Equation 8] can be derived using the equation of motion at the time of steady circle turning as shown below. First, the relationship between the steering angle δ and the yaw rate γ in steady circle turning is expressed by the following [Equation 9].

In addition, a basic equation of circular motion, a balance equation of force in circular motion is represented by the following [Equation 10], and an equation representing rotation in circular motion is represented by the following [Equation 11].

From [Equation 9], [Equation 10], and [Equation 11], [Equation 8] can be derived as shown in [Equation 12] below.

  Further, the ECU 30 includes a target value setting unit 17 instead of the target acceleration setting unit 14 of each of the above embodiments. The target value setting means 17 sets the target travel locus and the required value on the vehicle side for the lateral acceleration. This target travel locus includes target values of acceleration and speed in the front-rear direction and a target of a route that the vehicle 1 will travel from now on. In other words, the target travel locus includes the coordinate value of each point on the target route when the vehicle 1 travels, and the target value of acceleration and speed at each point. The target value setting means 17 is a target rudder angle when the vehicle 1 is guided to the target travel locus based on the set target travel locus, and a lateral G that acts on the vehicle 1 when traveling at the target rudder angle. The control request side G is set.

  The ECU 30 includes a command value setting unit 18 instead of the acceleration command value setting unit 15 of each of the above embodiments. The command value setting means 18 not only sets a command value for acceleration in the longitudinal direction of the vehicle 1 but also sets a command value for the output steering angle δ. The command value setting means 18 sets the command value of the output steering angle δ based on the arbitration result between the driver request lateral G and the control request lateral G.

  Here, a method for setting the target travel locus will be described. The target travel trajectory is set as a travel trajectory that is mathematically and mechanically optimal based on the travel environment of the vehicle 1, the state quantity of the vehicle 1, the constraint conditions regarding the vehicle 1 and the travel environment, and the like. The traveling environment is road alignment, curvature, gradient, and the like of the road on which the vehicle 1 is going to travel. The state quantity of the vehicle 1 is, for example, a running resistance, a mass of the vehicle 1, a coefficient of friction between the driving wheel and the road surface, and the like.

  The target travel locus is an optimization function using nonlinear programming, SCGRA (Sequential Conjugate Gradient Restoration Algorithm), etc. using a vehicle model in which the characteristics of the vehicle 1 to be prioritized are converted into an evaluation function and the vehicle 1 is kinematically modeled. By solving, it is obtained as a traveling locus of the vehicle 1 that optimizes (maximum or minimum) the evaluation function. For example, when an arrival time T at a goal point is set and an acceleration pattern evaluated to have the best fuel efficiency is calculated within a range that satisfies the condition, the tire load ratio when traveling with the acceleration pattern is the highest. The trajectory obtained by solving the optimization problem to be reduced is set as the target travel trajectory. Specifically, the sum along the travel locus for the tire force generated by the tire when the vehicle 1 travels along the travel locus is taken as the evaluation function, and the travel locus that minimizes the evaluation function is the target travel locus. It is said.

  The characteristics of the vehicle 1 to be optimized are not limited to the tire load ratio, but the vehicle 1 passing speed (maximum is a target) in a predetermined section, the stability of the vehicle 1 (for example, the roll moment is minimized), and the like. There may be. Moreover, the line of the target travel locus may be set regardless of the vehicle speed. For example, a line that travels in the center of the lane may be set as the target travel locus.

  Further, for example, information in the surrounding environment of the vehicle 1 may be detected by using a navigation device using GPS (Global Positioning System) as a traveling environment information detection unit. In this case, the navigation device allows the ECU 30 to detect the current position of the host vehicle and the surrounding environment (for example, road information) at the current position of the host vehicle. When the ECU 30 acquires information on the surrounding environment of the vehicle 1 detected by the traveling environment information detection unit, the generation accuracy of the target traveling locus targeted during the traveling of the vehicle 1 can be improved.

  FIG. 9 is a time chart showing an example of temporal transition of the lateral G (lateral acceleration) when the command value for the output steering angle δ is set by the command value setting means 18.

  In FIG. 9, reference numeral 201 indicates the control request side G set by the target value setting means 17. Reference numeral 202 denotes the driver request side G set by the request value setting means 16. Reference numeral 203 denotes a plus side lateral G guard value, and reference numeral 204 denotes a minus side lateral G guard value. Here, in the lateral G (lateral acceleration), the plus side is one side in the lateral direction of the vehicle 1, for example, acting toward the right side when facing the traveling direction when the vehicle 1 moves forward. The lateral acceleration to be performed can be the lateral G on the plus side. The minus side of the lateral G is the lateral acceleration directed toward the other side of the vehicle 1 in the lateral direction, and in the above example, the lateral acceleration acting toward the left side when facing the traveling direction when the vehicle 1 moves forward. Becomes the lateral G on the minus side.

  Reference numeral 205 denotes a transition of the lateral G as a result of the arbitration by the command value setting means 18 (hereinafter referred to as “arbitration result lateral G”), and a command for the output steering angle δ corresponding to the transition of the lateral G. Value is set. The command value setting means 18 arbitrates between the driver request side G and the control request side G based on the Weber-Fechner rule, and actually does not perceive the difference between the driver request side G and the driver request side G. The lateral G (the lateral G command value) acting on the vehicle and the driver is determined. The plus side lateral G guard value 203 and the minus side lateral G guard value 204 indicate whether or not the driver notices a change in the stimulus with the driver requested lateral G on the plus side and the minus side from the driver requested lateral G, respectively. The lateral G of the border (corresponding to the discrimination threshold). The method of setting the discrimination threshold and the plus side lateral G guard value 203 and the minus side lateral G guard value 204 is the same as the method of setting the discrimination threshold and guard value of the longitudinal acceleration of the vehicle 1 in the above embodiments. can do.

Further, the command value setting means 18 determines whether or not the driver notices the difference in stimulation between the driver requested lateral G change speed and the actual lateral G change acceleration with respect to the lateral G change speed (lateral jerk). Set the upper and lower limits of the lateral jerk correction amount (corresponding to the time-series discrimination threshold) at the boundary. The jerk conversion value of the time-series discrimination threshold when the lateral G is increased (the lateral G change speed is changed to the plus side with respect to the driver requested lateral G change speed) is set to the lateral jerk correction amount upper limit J3 [m / S ³ ] and the jerk conversion value of the time-series discrimination threshold when the lateral G is decreased (the lateral G change speed is changed to the minus side with respect to the driver requested lateral G change speed). Let it be the amount lower limit value J4 [m / s ³ ]. Even if the lateral jerk is increased or decreased between the lateral jerk correction amount lower limit J4 and the lateral jerk correction amount upper limit J3 with respect to the change speed of the driver requested lateral G (driver requested lateral jerk), Jerk changes are not recognized.

  The upper limit value of the lateral jerk when the lateral G is increased is a value obtained by adding the lateral jerk correction amount upper limit value J3 to the temporal change (driver requested lateral jerk) of the driver requested lateral G (202) (plus side lateral jerk) Guard value). Further, the lower limit value of the lateral jerk when the acceleration is decreased, that is, the negative lateral jerk guard value is limited to a value obtained by adding the lateral jerk correction amount lower limit value J4 (negative value) to the driver requested lateral jerk. .

  The lateral jerk correction amount upper limit value J3 and the lateral jerk correction amount lower limit value J4 are variably set according to the temporal change of the driver request lateral G (202). When the temporal change in the driver requested lateral G (202) is large, the driver desires a large change in the lateral G, so the lateral G is moved toward the control requested lateral G (201) with a more aggressive guidance gradient. Even if it is changed, the driver is unlikely to feel uncomfortable. Therefore, in the present embodiment, when the temporal change in the driver requested lateral G (202) is large, the lateral jerk correction amount upper limit is compared with the case in which the temporal change in the driver requested lateral G (202) is small. The absolute values of the value J3 and the lateral jerk correction amount lower limit J4 are set to large values. For example, in the same way as the time series discrimination threshold gain (see FIG. 4) of the first embodiment, the time series discrimination threshold gain that becomes a large value when the temporal change of the driver request lateral G (202) is large is time series. By multiplying the reference value of the discrimination threshold, the time series discrimination threshold can be made variable, and as a result, the lateral jerk correction amount upper limit value J3 and the lateral jerk correction amount lower limit value J4 can be made variable.

  When the current mediation result side G (205) is smaller than the control request side G (201), the command value setting means 18 approaches the control request side G (201) as indicated by reference numeral 205a. Next, the mediation result side G (205) is increased. The upper limit value of the lateral jerk at this time is limited to the plus side lateral jerk guard value. When the arbitration result lateral G (205) reaches the plus side lateral G guard value 203 as indicated by reference numeral 205c, the command value setting means 18 uses the plus side lateral G guard value 203 as the mediation result lateral G (205). ).

  On the other hand, when the arbitration result lateral G (205) is larger than the control request lateral G (201), the command value setting means 18 approaches the control requested lateral G (201) as indicated by reference numeral 205b. The mediation result side G (205) is decreased. The lower limit value of the lateral jerk at this time is limited to the negative side jerk guard value. When the arbitration result lateral G (205) reaches the minus side lateral G guard value 204 as indicated by reference numeral 205d, the command value setting means 18 uses the minus side lateral G guard value 204 as the mediation result lateral G (205). ).

  The command value setting means 18 sets a command value for the output steering angle δ based on the mediation result side G (205). Specifically, the command value of the output steering angle δ is set by the above [Equation 8] based on the arbitration result side G (205) and the current vehicle speed V of the vehicle 1. The steering assist device 24 replaces the output steering angle δ corresponding to the driver input detected by the steering angle sensor 21 with the actual output steering angle δ of the output steering angle δ set by the command value setting means 18. The steering angle of the front wheels is controlled so as to be a command value. Thus, when the vehicle 1 is guided to the target travel locus, the lateral G that actually acts (arbitration result lateral G (205)) is the difference between the plus side lateral G guard value 203 and the minus side lateral G guard value 204. And the actual change speed of the lateral G acting between the plus side jerk guard value and the minus side jerk guard value makes the driver feel uncomfortable (operated feeling) Can be suppressed. In other words, it is possible to guide to the target travel locus (route) set by the target value setting means 17 without a sense of incongruity (as if the vehicle is traveling along the travel locus desired by the driver).

  Next, the operation of this embodiment will be described with reference to FIG. FIG. 10 is a flowchart showing the operation of this embodiment. This control flow is executed every predetermined control cycle time [s] when a control mode for performing guidance support to a target travel locus where a predetermined index is optimum is executed.

  First, in step S110, the ECU 30 determines whether or not the previous value outLatAcc_last of the arbitration result lateral acceleration is smaller than the control request lateral acceleration (lateral G) targetLatAcc. Here, the previous value outLatAcc_last of the arbitration result lateral acceleration is a value set as the arbitration result lateral G (205) when this control flow was executed last time. The control request lateral acceleration targetLatAcc is estimated by the target value setting means 17 from the target steering angle on the control side and the current vehicle speed. The target value setting means 17 compares the current position / posture of the vehicle 1 with the target travel locus (X, Y), calculates a target rudder angle for convergence to the target travel locus, and calculates the calculated target rudder angle and Based on the current vehicle speed, the control required lateral acceleration targetLatAcc is estimated by the above [Equation 8]. As a result of the determination in step S110, if it is determined that the previous value outLatAcc_last of the arbitration result lateral acceleration is smaller than the control request lateral acceleration targetLatAcc (step S110-Y), the process proceeds to step S120; In step S110-N), the process proceeds to step S150.

  In step S120, the ECU 30 adds the lateral acceleration based on the control period time to the previous value outLatAcc_last of the arbitration result lateral acceleration, and the arbitration result lateral acceleration outLatAcc after the addition exceeds the control request lateral acceleration targetLatAcc. It is determined whether or not. Specifically, a value obtained by multiplying the previous value outLatAcc_last of the arbitration result lateral acceleration by the sum of the driver requested lateral jerk driverReq_LatJ and the lateral jerk correction amount upper limit p_dB / s and the control period time (the mediation result lateral Acceleration outLatAcc) is calculated. When it is determined that the arbitration result lateral acceleration outLatAcc is greater than the control request lateral acceleration targetLatAcc (step S120-Y), the process proceeds to step S130. Otherwise (step S120-N), the process proceeds to step S140. move on.

  In step S130, the command value setting means 18 sets the control request lateral acceleration targetLatAcc as the arbitration result lateral acceleration outLatAcc. When step S130 is executed, the process proceeds to step S180.

  In step S140, the arbitration result lateral acceleration outLatAcc is set by the command value setting means 18. The command value setting means 18 is obtained by adding a value obtained by multiplying the previous value outLatAcc_last of the arbitration result lateral acceleration by the sum of the driver request lateral jerk driverReq_LatJ and the lateral jerk correction amount upper limit p_dB / s to the control period time. Set as the lateral acceleration outLatAcc of the arbitration result. When step S140 is executed, the process proceeds to step S180.

  When a negative determination is made in step S110 and the process proceeds to step S150, in step S150, the ECU 30 subtracts the lateral acceleration based on the control period time from the previous value outLatAcc_last of the arbitration result lateral acceleration, and after the subtraction It is determined whether the arbitration result lateral acceleration outLatAcc is lower than the control request lateral acceleration targetLatAcc. The command value setting means 18 calculates a value obtained by adding a value obtained by multiplying the previous value outLatAcc_last of the arbitration result lateral acceleration by the sum of the driver requested lateral jerk driverReq_LatJ and the lateral jerk correction amount lower limit m_dB / s and the control period time. To do. If it is determined that the calculated value is smaller than the control request lateral acceleration targetLatAcc (step S150-Y), the process proceeds to step S160, and if not (step S150-N), the process proceeds to step S170.

  In step S160, the command value setting means 18 sets the control request lateral acceleration targetLatAcc as the arbitration result lateral acceleration outLatAcc. When step S160 is executed, the process proceeds to step S180.

  In step S170, the command value setting means 18 sets the arbitration result lateral acceleration outLatAcc. The command value setting means 18 is obtained by adding a value obtained by multiplying the previous value outLatAcc_last of the arbitration result lateral acceleration by the sum of the driver request lateral jerk driverReq_LatJ and the lateral jerk correction amount lower limit m_dB / s to the control period time. Set as the lateral acceleration outLatAcc of the arbitration result. When step S170 is executed, the process proceeds to step S180.

  In step S180, the command value setting means 18 performs a guard process for the arbitration result lateral acceleration outLatAcc. The command value setting means 18 sets the arbitration result lateral acceleration outLatAcc in the lateral acceleration range where the upper limit value is the positive lateral acceleration (lateral G) guard value p_dB and the lower limit value is the negative lateral acceleration (lateral G) guard value m_dB. The value subjected to the guard processing is determined as the arbitration result lateral acceleration outLatAcc. The command value setting means 18 sets the command value of the output steering angle δ by the above [Equation 8] based on the determined arbitration result lateral acceleration outLatAcc. The command value of the output steering angle δ is output to the steering assist device 24, and the steering angle δ is controlled by the steering assist device 24. When step S180 is executed, the control flow is returned.

  According to the present embodiment, it is possible to manage the friction circle considering not only the vertical direction (front-rear direction) but also the horizontal direction. For example, even if the driver steers the steering wheel too much, the actual rudder angle δ should be smaller than the output rudder angle δ corresponding to the driver's input, resulting in excessive friction circle usage. Can be suppressed.

  In the present embodiment, the case where the steering angle δ of the front wheel of the vehicle 1 is controlled has been described, but the wheel whose steering angle is controlled is not limited to the front wheel. For example, the present embodiment can be applied to a vehicle that can control the steering angles of the front wheels and the rear wheels.

(Modification of the third embodiment)
A modification of the third embodiment will be described. In the third embodiment, when it is desirable to increase the degree of guidance to the target travel locus, the guard for lateral acceleration or lateral jerk may be loosened. For example, if an obstacle is found on the road shoulder and it is determined that approach to the target travel path that does not give the driver a sense of incongruity (operated feeling) cannot be avoided, the target travel By increasing the degree of guidance to the trajectory, the approach to the obstacle can be suppressed. Specifically, the route in the target travel locus is set to a route that can travel while avoiding approaching an obstacle. This route is set based on the result of specifying the position of the host vehicle (absolute position, relative position with an obstacle, etc.) based on information acquired from GPS, radar, or the like. For example, the target route is set so that the distance between the obstacle and the host vehicle when the vehicle approaches the obstacle while traveling (when passing the side of the obstacle) is equal to or greater than a predetermined distance. . When the vehicle 1 is guided to this target travel locus, if the driver's requested lateral G is given priority and the degree of control intervention is reduced within a range that does not give the driver a sense of incongruity, the vehicle 1 may become too close to the obstacle. There is sex.

  In this modification, the degree of control intervention is variably set based on the distance between the target travel position and the actual travel position of the host vehicle (or the position where the host vehicle will travel). Here, the target travel position is a target position of the vehicle 1 set by the ECU 30, and may be, for example, a point on the route set as the target travel locus, and the control request side G toward the target travel locus. May be a point on the guidance route when the vehicle 1 is to be guided at the output steering angle δ corresponding to (with the highest degree of control intervention). That is, the target travel position is a passing position of the vehicle 1 that is set as a route that can avoid an approach with an obstacle. The actual travel position is the actual position of the vehicle 1, and the position where the host vehicle will travel is the vehicle after a predetermined time when traveling in the current travel state (such as the output steering angle δ). 1 predicted position. In the following description, the actual travel position of the host vehicle and the position where the host vehicle will travel are collectively referred to as “actual travel position”. The actual traveling position is calculated based on the GPS and radar information.

  The calculated distance between the actual travel position and the target travel position is calculated as, for example, the minimum value of the distance between the actual travel position and the target travel path, or the minimum value of the distance between the actual travel position and the guidance route. Can be done. If this distance is large, it can be determined that there is a high possibility of being too close to the obstacle, so that the degree of control addition is increased.

  In this case, the plus side lateral G guard value 203 is a value on the plus side of the lateral acceleration corresponding to the discrimination threshold, and the minus side lateral G guard value 204 is a value on the minus side of the lateral acceleration corresponding to the discrimination threshold. Temporarily changed. Also, the positive side jerk guard value is a value on the plus side of the lateral jerk corresponding to the time series discrimination threshold, and the minus side jerk guard value is a value on the minus side of the lateral jerk corresponding to the time series discrimination threshold. Temporarily changed.

  Specifically, the same forced induction gain as that in the second embodiment is introduced to the lateral acceleration discrimination threshold and the lateral jerk time-series discrimination threshold, respectively. FIG. 11 is a diagram illustrating an example of the relationship between the distance between the target travel position and the actual travel position and the forced induction gain. A reference value is provided for each of the discrimination threshold and the time series discrimination threshold, and values obtained by multiplying the respective reference values by a forced induction gain are set as the discrimination threshold and the time series discrimination threshold. The discrimination threshold reference value is a value that becomes a boundary whether the driver notices or does not notice the difference from the required lateral acceleration, and is, for example, the same value as the discrimination threshold of the third embodiment. Further, the time-series discrimination threshold reference value is a value that becomes a boundary of whether or not the difference from the lateral jerk requested by the driver is noticed. For example, the same value as the time-series discrimination threshold of the third embodiment is used. It is. As shown in FIG. 11, in the region where the distance between the target travel position and the actual travel position is large, the forced induction gain is set as a large value compared to the region where the distance is small.

  In the region R7 where the distance is the shortest, the forced induction gain is set to 1 or in the vicinity of 1, as indicated by the arrow Y7. In the region R8 where the distance is slightly larger, as shown by the arrow Y8, the forced induction gain is gradually increased as the distance increases. When the forced induction gain is greater than 1, a lateral acceleration command value (arbitration result lateral G) is set in the enlarged range. Further, the command value of the lateral acceleration is set so that the lateral acceleration is changed at the changing speed in the enlarged changing speed range. In the region R9 where the distance is the largest, as shown by the arrow Y9, the forced induction gain is set to the largest value as compared with the other regions R7 and R8. In other words, the larger the distance, the larger the enlargement range and the enlargement change speed. Accordingly, priority is given to following the target travel locus (target route) as compared with the other regions R7 and R8. In the region indicated by R9, the forced induction gain is increased with a large inclination with respect to the increase in the distance. As a result, when the distance is large and the possibility of approaching an obstacle is high, the degree of control intervention is greatly increased. As a result, the vehicle 1 can be driven while effectively approaching the obstacle. It should be noted that the correction for increasing the degree of control intervention by the forced guidance gain is preferably performed only when the actual travel position is on the obstacle side of the path of the target travel locus.

  In addition, when the driver steers the steering wheel too much, guidance to the target travel locus that does not give the driver a sense of discomfort (operated feeling) should be avoided. If it is determined that it is not possible, the degree of guidance to the target travel locus may be increased.

  Further, when the driver is allowed to increase the degree of guidance to the target travel locus, the guard for lateral acceleration or lateral jerk may be loosened. For example, when the vehicle is provided with priority setting means (buttons, switches, etc.) for inputting the degree of priority for driving to lower the tire burden ratio, and the priority for reducing the tire burden ratio set by the driver is high, Guards for acceleration and lateral jerk can be relaxed. In this case, by setting a forced induction gain similar to that in the second embodiment to the discrimination threshold and the time series discrimination threshold, it is possible to loosen the guard for the lateral acceleration and the lateral jerk.

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

  In the third embodiment, the arbitration element between the driver's required value and the control-side required value is only the lateral acceleration. In addition, in this embodiment, the yaw rate is also adjusted and the output steering angle is adjusted. A command value for δ is determined. Although it is possible to construct and establish cooperative control between the driver and the control system with the dimension of the lateral acceleration alone, the driver should feel the dimension of the yaw rate in addition to the lateral acceleration. Therefore, considering the driver's uncomfortable feeling, ideally the dimension of the yaw rate cannot be ignored. The sensory characteristics of the yaw rate are not necessarily the same as the sensory characteristics of the lateral acceleration, and the values of the discrimination threshold and time-series discrimination threshold are not always the same as those at the time of lateral acceleration adjustment. It is necessary to provide an arbitration element of the next dimension.

  The command value setting means 18 of the ECU 30 of the present embodiment has an arbitration function based on the sensory characteristics of the yaw rate in addition to the lateral acceleration arbitration function described in the third embodiment. Furthermore, both the mediation result of the lateral acceleration and the mediation result of the yaw rate are weighted, and mediation based on the weighting is performed. In this way, by considering not only the lateral acceleration but also the dimension of the yaw rate, it is possible to construct a lateral cooperative control that can be operated and guided to the target travel locus while further reducing the driver's uncomfortable feeling. . In other words, it is possible to construct a natural lateral cooperation system that is closer to the driver sense characteristic.

  In the present embodiment, the request value setting unit 16 has a function of estimating a driver request yaw rate that is a yaw rate requested by the driver, in addition to the function of the request value setting unit 16 of the third embodiment. The required value setting means 16 is based on the output steering angle δ corresponding to the steering angle detected by the steering angle sensor 21 (the input amount of the driver to the steering wheel) and the current vehicle speed V according to the above [Equation 9]. Estimate the requested yaw rate.

  The target value setting unit 17 has a function of estimating a control request yaw rate that is a yaw rate requested by the control side, in addition to the function of the target value setting unit 17 of the third embodiment. The target value setting means 17 estimates the control request yaw rate by the above [Equation 9] based on the target rudder angle for convergence to the target travel locus and the current vehicle speed V.

  The command value setting unit 18 sets a discrimination threshold and a time series discrimination threshold for the driver request yaw rate estimated by the request value setting unit 16. The discrimination threshold is a boundary value in a range in which the driver cannot recognize the difference in the sensory amount from the driver request yaw rate in the sensory amount with respect to the yaw rate, and is set on the plus side and the minus side, respectively. The time-series discrimination threshold is a boundary value in the range in which the driver cannot recognize the difference between the sensory change rate with respect to the driver requested yaw rate in the sensory change rate with respect to the yaw rate, and is set to the plus side and the minus side, respectively. Is done. The time series discrimination threshold is variably set according to the change speed of the driver request yaw rate. For example, when the absolute value of the change rate of the driver request yaw rate is large, the difference between the plus side time series discrimination threshold and the minus side time series discrimination threshold is increased as compared with the case where the absolute value is small.

  The setting method of the discrimination threshold and the time series discrimination threshold for the driver request yaw rate can be the same as the setting method of the discrimination threshold and the time series discrimination threshold for the driver request side G. The command value setting means 18 sets the guard value for the yaw rate on the plus side and the minus side of the driver requested yaw rate in accordance with the discrimination threshold for the driver requested yaw rate. The command value setting means 18 sets a guard value for the change rate of the yaw rate on the plus side and the minus side with respect to the change rate of the driver request yaw rate, according to the time-series discrimination threshold relating to the driver request yaw rate.

  The command value setting means 18 adjusts the driver request yaw rate and the control request yaw rate within the range of the guard value of the yaw rate and the guard value of the change rate of the yaw rate. Specifically, the yaw rate of the arbitration result is changed from the driver requested yaw rate to the control requested yaw rate within the range of the guard value of the yaw rate. The change rate of the yaw rate at this time is a change rate within the range of the guard value of the change rate of the yaw rate. The command value setting means 18 calculates the output steering angle δ by the above [Equation 9] based on the yaw rate of the arbitration result and the current vehicle speed V, and the calculated output steering angle δ is the output steering angle δ_yawRate of the yaw rate arbitration result. Set as.

  Similarly to the third embodiment, the command value setting unit 18 sets the arbitration result lateral acceleration outLatAcc, and sets the steering angle δ corresponding to the arbitration result lateral acceleration outLatAcc as the output steering angle δ_latAcc of the lateral G arbitration result. To do.

  The command value setting means 18 performs final arbitration using a weighting coefficient from the output steering angle δ_latAcc of the lateral G arbitration result and the output steering angle δ_yawRate of the yaw rate arbitration result, and sets the final output steering angle δ_out by the following equation (5). . In the following equation (5), w_latAcc is a weighting factor for lateral G arbitration, w_yawRate is a weighting factor for yaw rate arbitration, and the total of the weighting factor w_latAcc for lateral G arbitration and the weighting factor w_yawRate for yaw rate arbitration is 1. Is set.

  δ_out = (δ_latAcc × w_latAcc) + (δ_yawRate × w_yawRate) (5)

  The output steering angle δ_latAcc of the lateral G arbitration result and the output steering angle δ_yawRate of the yaw rate arbitration result are integrated by the above equation (5) to determine the final output steering angle δ_out. The determined final output steering angle δ_out is output to the steering assist device 24 as a command value for the output steering angle δ.

  Here, the weighting factor w_latAcc for the lateral G arbitration and the weighting factor w_yawRate for the yaw rate arbitration can be set based on, for example, the relationship between the driver's sense amount for the lateral acceleration and the driver's sense amount for the yaw rate. For example, when the output steering angle δ is changed by a predetermined amount, if the change in the driver's sense amount with respect to the lateral acceleration is larger than the change in the driver's sense amount with respect to the yaw rate, the weighting factor w_latAcc for the lateral G arbitration Can be set to a value smaller than the weighting factor w_yawRate for yaw rate arbitration. That is, it is possible to make the weighting coefficient for the item in which the driver easily feels a change in the lateral acceleration and the yaw rate to a relatively small value. When the weighting factor is set in this way, the driver's uncomfortable feeling can be further reduced. Further, the weighting factor w_latAcc for the lateral G arbitration and the weighting factor w_yawRate for the yaw rate arbitration may be constant values or set variably. For example, the weighting factor may be variable according to the running state such as the vehicle speed V.

  Thus, in this embodiment, the arbitration result lateral acceleration outLatAcc (lateral acceleration command value) and the arbitration result yaw rate (yaw rate command value) are set, and the lateral G arbitration result corresponding to the arbitration result lateral acceleration outLatAcc. And the output steering angle δ_yawRate of the yaw rate arbitration result corresponding to the yaw rate of the arbitration result are further arbitrated to determine the final output steering angle δ_out. By considering not only the lateral acceleration but also the dimension of the yaw rate, it is possible to operate and guide to the target travel locus while further reducing the driver's discomfort.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Engine 3 Accelerator pedal input amount sensor 4 Brake pedal input amount sensor 5 Vehicle speed sensor 10 ECU
11 Memory 12 CPU
DESCRIPTION OF SYMBOLS 13 Request acceleration setting means 14 Target acceleration setting means 15 Acceleration command value setting means 16 Request value setting means 17 Target value setting means 18 Command value setting means 21 Steering angle sensor 22 Yaw rate sensor 23 Camera 24 Steering assist device 101 Target acceleration 102 Request acceleration 103 Positive guard value 104 Negative guard value 105 Acceleration command value 201 Control request lateral G
202 Driver request side G
203 Positive lateral G guard value 204 Negative lateral G guard value 205 Mediation result lateral G
J1 Jerk correction amount upper limit J2 Jerk correction amount lower limit J3 Lateral jerk correction amount upper limit J4 Lateral jerk correction amount lower limit
targetAcc Target acceleration
driverReq_J Driver request jerk
p_dB / s Upper limit of jerk correction
m_dB / s Jerk correction lower limit
p_dB Positive guard value
m_dB Negative guard value
outAcc Arbitration result acceleration
outAcc_last The previous value of the acceleration of the arbitration result
time Control cycle

Claims (8)

A target value setting means for setting a target value of an item relating to vehicle motion in which acceleration applied to the driver changes based on at least one of the driving environment or preset driving conditions;
Request value setting means for setting the driver's request value for the item based on an input value that is input by the driver and causes a vehicle motion in which an acceleration applied to the driver changes with the change, and
A predetermined range that is a range of the item in which a difference from the required value when compared with a logarithmic value is within a predetermined first range, and the required value when compared with a change rate of the logarithmic value Range setting means for setting a predetermined change speed range that is a range of the change speed of the item, the difference of which falls within a predetermined second range;
Command value setting means for setting the command value of the item so that the item approaches the target value within the predetermined range and the change speed of the item is within the predetermined change speed range;
Control means for controlling the vehicle based on the command value,
The vehicle control apparatus according to claim 2, wherein the second range is variably set according to a change speed of the required value. The vehicle control device according to claim 1,
Said 1st range and said 2nd range are each set as a range which the said driver cannot recognize the difference with the said request value. The vehicle control device according to claim 1 or 2,
When the absolute value of the change rate of the required value is large, the second range is expanded as compared with the case where the absolute value of the change rate of the required value is small. In the vehicle control device according to any one of claims 1 to 3,
The item is acceleration in the longitudinal direction of the vehicle,
The said control means controls the driving force of the said vehicle based on the said command value. The vehicle control apparatus characterized by the above-mentioned. In the vehicle control device according to any one of claims 1 to 3,
The item is at least one of a lateral acceleration of the vehicle or a yaw rate of the vehicle,
The said control means controls the steering angle of the said vehicle based on the said command value. The vehicle control apparatus characterized by the above-mentioned. In the vehicle control device according to any one of claims 1 to 4,
The target value setting means is for presetting a temporal transition of the target value,
When the magnitude of the difference between the target vehicle speed corresponding to the temporal transition of the target value and the actual vehicle speed exceeds a predetermined value, or is predicted to exceed the predetermined value, In place of the predetermined range, the command value is set in an expansion range wider than the predetermined range, or in place of the predetermined change speed range, the change speed in an expansion change speed range wider than the predetermined change speed range. A vehicle control device that executes at least one of setting the command value so as to change an item. The vehicle control device according to any one of claims 1 to 3,
The target value setting means is for presetting a temporal transition of the target value,
It is predicted that the distance between the target travel position of the vehicle corresponding to the temporal transition of the target value and the actual travel position exceeds a predetermined value, or exceeds the predetermined value. In this case, the command value is set in an expansion range wider than the predetermined range instead of the predetermined range, or an expansion change speed range wider than the predetermined change speed range is replaced instead of the predetermined change speed range. At least one of setting the command value so as to change the item at a changing speed is executed. The vehicle control device according to claim 6 or 7,
The enlargement range when the command value is set in the enlargement range, and the enlargement change speed range when the command value is set to change the item at the change speed of the enlargement change speed range, The vehicle control device is characterized in that the size is increased as the size is larger than the predetermined value.

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