JP2011207466A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve driveability by achieving a running characteristic on which the running environment or driving style of a vehicle is much more accurately reflected.SOLUTION: The vehicle control system that obtains an index indicating a running state of a vehicle on the basis of a vehicle parameter indicating a motion of the vehicle and then sets a running characteristic of the vehicle in accordance with the index includes a noise removal device that is configured to obtain the index on the basis of acceleration that has attenuated a fluctuating component that fluctuates due to a driver's unintended driving operation or the influence of a running road surface.

Description

  According to the present invention, vehicle behavior characteristics or acceleration / deceleration characteristics (hereinafter referred to as travel characteristics) such as power characteristics, steering characteristics, and suspension characteristics of the vehicle are adapted to the travel environment of the vehicle, the driver's preference and travel intention, and the like. The present invention relates to a vehicle control device configured as described above.

  The behavior of the vehicle, such as the vehicle speed and travel direction, changes as the driver performs acceleration / deceleration operations and steering. The relationship between the amount of operation and the amount of change in behavior is not only related to energy efficiency such as fuel efficiency but also to the vehicle. It is determined by characteristics such as required riding comfort, quietness, and power performance.

  On the other hand, the environment in which the vehicle travels varies, such as urban areas, highways, winding roads, uphill roads, downhill roads, etc., and the driver's preferences and driving intentions and impressions received from the driver's vehicles vary. . Therefore, when the driving environment or the driver is changed, the expected driving characteristics are not necessarily obtained, and as a result, so-called drivability may be deteriorated.

  In view of this, a vehicle has been developed that can manually select driving characteristics relating to vehicle behavior such as power characteristics (or acceleration characteristics) and suspension characteristics by operating a mode changeover switch. In other words, a switch mode can be used to switch between a sport mode with excellent acceleration and a slightly stiffer suspension, a normal mode with relatively slow acceleration and soft suspension characteristics, and an eco mode that prioritizes fuel economy. A vehicle configured for manual selection.

  Various devices configured to reflect driving orientation in vehicle behavior control have been proposed. According to this type of apparatus, it is not necessary to perform a switch operation and fine characteristics can be changed. One example thereof is described in Patent Document 1. The device described in Patent Document 1 is a driving force control device that uses a neurocomputer, and learns the relationship between acceleration with respect to accelerator stroke and vehicle speed as a required acceleration model, and reflects the model and the direction of travel. The throttle opening is calculated based on the deviation from the second reference acceleration model and the deviation between the second reference acceleration model and the standard first reference acceleration model.

  Further, Patent Document 2 discloses an apparatus configured to estimate the driving direction of a vehicle based on the output operation amount of the vehicle. The device described in Patent Document 2 determines the maximum value of the throttle valve opening as an output operation amount of the vehicle, and determines the maximum value of the throttle valve opening and a predetermined value from the time of occurrence of the maximum value of the throttle valve opening. When the deviation from the throttle valve opening after the lapse of time is larger than a preset judgment reference value, the estimation of the operation orientation based on the throttle valve opening is prohibited. Specifically, for example, it is determined whether there is a so-called tip-in operation that occurs due to a driver's habit or road condition where the accelerator pedal is suddenly opened and closed within a short time, and that the tip-in operation has been performed. When determined, driving-oriented estimation is prohibited.

  Further, Patent Document 3 is configured to detect road surface gradient (or vehicle gradient resistance) and filter the gradient value with a low-pass filter to prevent shift control hunting due to a slight change in gradient. In addition, a control device for a vehicle with a continuously variable transmission is described.

Japanese Patent Laid-Open No. 06-249007 Japanese Patent Laid-Open No. 10-77894 JP-A-8-28640

  The device described in Patent Document 1 is configured to change the driving direction or driving characteristics of the driver based on the longitudinal acceleration of the vehicle or based on the driver's accelerator operation. Therefore, by detecting or estimating the behavior of the acceleration of the vehicle, the driving direction of the driver can be estimated and reflected in the control of the vehicle behavior. However, for example, when a driving operation as in Patent Document 2 is performed, a change component of the acceleration of the vehicle due to the influence of such a driving operation is taken in as a so-called noise component, and as a result, driving orientation There is a possibility that the estimation accuracy of. Apart from this, for example, when driving on a road surface with large unevenness or a road surface with a change in slope, the change component of the acceleration of the vehicle due to the influence of the travel road surface is taken in as a so-called noise component, As a result, the driving-oriented estimation accuracy may be reduced. As described above, conventionally, there is still room for improvement in that the estimation accuracy of the driving direction of the driver is improved and the request and driving direction of the driver are accurately reflected in the driving characteristics.

  The present invention has been made against the background of the technical situation described above, and is a vehicle that can accurately reflect the driver's preference / running intention and the running situation of the vehicle on the running characteristics of the vehicle such as behavior and acceleration. The object is to provide a control device.

  In order to achieve the above object, according to the first aspect of the present invention, an index indicating a traveling state of the vehicle is obtained based on a vehicle parameter indicating the movement of the vehicle, and the traveling characteristic of the vehicle is set according to the index. The vehicle control device includes a noise removal device that obtains the index based on the vehicle parameter obtained by attenuating a fluctuation component that fluctuates due to an operation unintended by the driver or a state of the traveling road surface. This is a vehicle control device.

  According to a second aspect of the present invention, in the first aspect of the invention, the vehicle parameter includes a vehicle acceleration.

  A third aspect of the present invention is the vehicle control apparatus according to the first or second aspect, wherein the noise removing device includes a device for attenuating a noise component of a predetermined frequency of the fluctuation component.

  According to a fourth aspect of the present invention, in the first to third aspects of the invention, the noise removing device passes the fluctuation component through a low-pass filter having a predetermined frequency characteristic so that each fluctuation component is relatively high. A vehicle control device including a device for attenuating a noise component of a predetermined frequency belonging to a frequency band.

  According to a fifth aspect of the present invention, in the invention according to any one of the first to third aspects, the noise removal device passes the fluctuation component through a band-pass filter having a predetermined frequency characteristic, so that a predetermined frequency band of the fluctuation component is obtained. A control device for a vehicle, including a device for attenuating a noise component of a predetermined frequency belonging to the above.

  A sixth aspect of the present invention is the vehicle according to the fourth or fifth aspect, wherein the filter used in the noise removing device is the same as a filter used for control other than the noise removing device. It is a control device.

  The invention of claim 7 is the invention of claim 4 or 5, characterized in that the filter used in the noise removing device is different from a filter used for control other than the noise removing device. A control device for a vehicle.

  The invention of claim 8 is characterized in that, in the invention of claim 4 or 5, in the filter used in the noise removing device, the characteristics of the filter for the front-rear direction component and the characteristics of the filter for the lateral component differ. This is a vehicle control device.

  A ninth aspect of the present invention is the vehicle control device according to the fourth or fifth aspect, wherein the filter used in the noise removing device has different filter characteristics depending on a speed range of the vehicle. It is.

  According to the first aspect of the present invention, for example, when the index is obtained based on the vehicle parameter indicating the motion of the vehicle, such as the vehicle speed, the acceleration of the vehicle, or the rotational speed of the wheel, the vehicle parameter is caused by the state of the traveling road surface. The fluctuation component is attenuated. In other words, for example, a driver's hesitation that causes the accelerator pedal to be suddenly opened and closed within a short period of time or a driving operation such as a so-called tip-in operation that occurs due to road conditions, or unevenness on a road surface or a slope The fluctuation component of the vehicle parameter generated temporarily or instantaneously due to the change in the road surface condition such as the slope of the vehicle is removed. Therefore, it is possible to suppress the change in the vehicle parameter unintended by the driver from affecting the determination of the index, and as a result, the index more accurately reflects the actual behavior of the vehicle. be able to. As a result, it can be set as the vehicle of the driving | running | working characteristic suitable for driving environment, driving directions, etc., such as a driving | running route.

  According to the invention of claim 2, when the index is obtained based on the acceleration of the vehicle, the fluctuation component due to the driving operation of the driver of the acceleration is attenuated. In other words, for example, the acceleration fluctuation component temporarily or instantaneously generated due to the sudden opening / closing operation of the accelerator pedal or the so-called tip-in operation generated depending on the road condition within a short time is removed. Therefore, it is possible to suppress the change in acceleration unintended by the driver from affecting the determination of the index, and as a result, the index more accurately reflects the actual behavior of the vehicle. Can do. As a result, it can be set as the vehicle of the driving | running | working characteristic suitable for driving environment, driving directions, etc., such as a driving | running route.

  According to the invention of claim 3, the noise component of the predetermined frequency is attenuated among the fluctuation components of the acceleration that fluctuates due to the driving operation of the driver. In other words, the fluctuation component having a predetermined frequency is removed as a noise component. Therefore, it is possible to obtain an index that better reflects the actual behavior of the vehicle by removing the noise component of the acceleration that causes trouble when obtaining the index.

  According to the fourth aspect of the present invention, when the behavior characteristic of the vehicle is changed based on the acceleration of the vehicle, or when the acceleration of the vehicle is reflected in the behavior characteristic of the vehicle, it is temporarily caused by the driving operation of the driver. A fluctuation component of acceleration that is generated in a moment or moment, that is, a fluctuation component in a specific high frequency band that becomes noise is removed by a low-pass filter corresponding to the specific high frequency band. Therefore, it is possible to appropriately suppress a change in acceleration unintended by the driver, i.e., noise of fluctuation components, from affecting the determination of the indicator, and as a result, the indicator can be used to further improve the actual behavior of the vehicle. It can be accurately reflected.

  According to the fifth aspect of the present invention, when the behavior characteristic of the vehicle is changed based on the acceleration of the vehicle or when the acceleration of the vehicle is reflected in the behavior characteristic of the vehicle, it is caused by a change in the state of the traveling road surface. Thus, a fluctuation component of acceleration that is temporarily or instantaneously generated, that is, a fluctuation component of a specific frequency band that becomes noise is removed by a bandpass filter corresponding to the specific frequency band. Therefore, it is possible to appropriately suppress a change in acceleration unintended by the driver, i.e., noise of fluctuation components, from affecting the determination of the indicator, and as a result, the indicator can be used to further improve the actual behavior of the vehicle. It can be accurately reflected.

  Further, as in the invention of claim 6, the filter in the noise removing device may be the same as the filter of other devices, or these filters may be different from each other as in the invention of claim 7. .

  Further, as in the invention of claim 8, the filter characteristic in the noise removing device can be such that the removal characteristic of the front-rear direction component and the removal characteristic of the horizontal direction component are different from each other. As in the invention, the filter can have different characteristics in the speed range.

It is a block diagram which shows the procedure of the filter process implemented with respect to each acceleration detected in order to obtain | require instruction | indication SPI by the noise removal apparatus of this invention. It is a block diagram which shows the procedure of the filter process implemented with respect to each acceleration detected in order to obtain | require instruction | indication SPI with the noise removal apparatus of this invention, Comprising: It is the block diagram of the part following the block diagram of FIG. . It is a block diagram which shows the procedure of another filter process implemented with respect to each acceleration detected in order to obtain | require instruction | indication SPI by the noise removal apparatus of this invention. It is an example of the map used when setting the time constant of the transfer function in the filter process shown in the block diagram of FIG. It is a figure which plots and shows the detected value of a longitudinal acceleration and a lateral acceleration on a tire friction circle. It is a figure which shows an example of the change of instruction | indication SPI based on instantaneous SPI. It is a figure for demonstrating the condition of the time integration of the deviation of instantaneous SPI and instruction | indication SPI, and the reset of the integral value. It is a map which shows the relationship between instruction | indication SPI and a request | requirement maximum acceleration rate. It is a figure which added the demanded maximum acceleration rate based on directions SPI to the figure which shows the relationship between the vehicle speed and acceleration for every required number of rotations, and the figure which shows the procedure which calculates | requires final instruction | indication speed based on the figure. It is a figure which added the demanded maximum acceleration rate based on instruction | indication SPI to the figure which shows the relationship between the vehicle speed and acceleration for each gear stage, and a figure which shows the procedure which calculates | requires the last instruction | indication gear stage based on the figure. FIG. 5 is a block diagram of control for reflecting a corrected shift speed and a corrected driving force obtained based on an instruction SPI in a vehicle equipped with a stepped automatic transmission in shift control and engine output control. FIG. 11 is a block diagram of another control that reflects the corrected shift speed and the corrected driving force obtained based on the instruction SPI in the vehicle equipped with the stepped automatic transmission in the shift control and the engine output control. FIG. 10 is a block diagram of still another control for reflecting the corrected shift speed and the corrected driving force obtained based on the instruction SPI in the vehicle equipped with the stepped automatic transmission in the shift control and the engine output control. It is a block diagram of control in which the correction gear ratio and the correction assist torque obtained based on the instruction SPI are reflected in the steering characteristics. It is a block diagram of control in which the vehicle height, the corrected damping coefficient, and the corrected spring constant obtained based on the instruction SPI are reflected in the suspension characteristics. It is a figure which shows typically the vehicle which can be made into object by this invention.

  Next, the present invention will be described based on specific examples. The vehicle to be controlled in the present invention is a vehicle that accelerates / decelerates by a driver's operation and turns, and a typical example is an automobile using an internal combustion engine or a motor as a driving force source. An example of this is schematically shown in FIG. The vehicle 1 shown here is an automobile having four wheels, two front wheels 2 that are steering wheels and two rear wheels 3 that are drive wheels, and each of these four wheels 2 and 3 is a suspension device 4. Is attached to the vehicle body (not shown). The suspension device 4 is composed mainly of a spring and a shock absorber (damper), as is generally known, and FIG. 16 shows the shock absorber 5. The shock absorber 5 shown here is configured to cause a buffering action by utilizing the flow resistance of a fluid such as gas or liquid, and is configured so that the flow resistance can be changed to a large or small value by an actuator such as a motor 6. Yes. That is, when the flow resistance is increased, the vehicle body is unlikely to sink and a so-called hard feeling is obtained. As the behavior of the vehicle 1, the comfort feeling is reduced and the sporty feeling is increased. Note that the vehicle height can be adjusted by supplying and discharging pressurized gas to and from these shock absorbers 5.

  Each of the front and rear wheels 2 and 3 is provided with a brake device (not shown), and when the brake pedal 7 disposed in the driver's seat is depressed, the brake device operates to apply a braking force to the front and rear wheels 2 and 3. It is configured as follows.

  The driving force source of the vehicle 1 is a driving force source having a generally known configuration such as an internal combustion engine, a motor, or a combination thereof. FIG. 16 shows an example in which an internal combustion engine (engine) 8 is mounted. A throttle valve 10 for controlling the intake air amount is disposed in the intake pipe 9 of the engine 8. The throttle valve 10 is configured as an electronic throttle valve, and is opened and closed by an electrically controlled actuator 11 such as an electric motor or an electromagnetic valve, and the opening degree is adjusted. It is configured. The actuator 11 is configured to operate according to the depression amount of the accelerator pedal 12 disposed in the driver's seat, that is, the accelerator opening, and adjust the throttle valve 10 to a predetermined opening (throttle opening). ing.

  The relationship between the accelerator opening and the throttle opening can be set as appropriate. The closer the relationship between the two, the stronger the so-called direct feeling becomes, and the driving characteristics of the vehicle 1 become sporty. On the other hand, if the relationship between the accelerator opening and the throttle opening is set so that the throttle opening is relatively small with respect to the accelerator opening, the behavior characteristic or traveling characteristic of the vehicle 1 is It becomes a so-called mild feeling. When a motor is used as the driving force source, a current controller such as an inverter or a converter is provided in place of the throttle valve 10 to adjust the current according to the accelerator opening, and the current value relative to the accelerator opening. That is, the relationship, that is, the behavior characteristic or the running characteristic is appropriately changed.

  A transmission 13 is connected to the output side of the engine 8. The transmission 13 is configured to appropriately change the ratio between the input rotational speed and the output rotational speed, that is, the gear ratio. For example, a generally known stepped automatic transmission or belt-type continuously variable transmission is used. Or a toroidal-type continuously variable transmission. Therefore, the transmission 13 includes an actuator (not shown), and is configured to change the gear ratio stepwise (stepwise) or continuously by appropriately controlling the actuator.

  For the shift control in the transmission 13, a shift map in which the gear ratio is determined in advance corresponding to the state of the vehicle 1 such as the vehicle speed and the accelerator opening is prepared, and the shift control is executed according to the shift map. Alternatively, the target output is calculated based on the state of the vehicle 1 such as the vehicle speed and the accelerator opening, the target engine speed is obtained from the target output and the optimum fuel consumption line, and the shift control is performed so that the target engine speed is obtained. Executed.

  The fuel consumption priority control and the control for increasing the driving force can be selected for such basic shift control. The control that gives priority to fuel efficiency is control that executes an upshift at a relatively low vehicle speed or control that uses a relatively high speed gear ratio on a low vehicle speed side. On the other hand, the control for improving the driving force or the acceleration characteristic is a control for executing the upshift at a relatively high vehicle speed or a control for using a relatively low speed side gear ratio on the high vehicle speed side. These controls can be performed by switching the shift map, correcting the drive request amount, or correcting the calculated gear ratio.

  The vehicle 1 can be provided with a transmission mechanism such as a torque converter with a lock-up clutch between the engine 8 and the transmission 13 as necessary. The output shaft of the transmission 13 is connected to the rear wheel 3 via a differential gear 14 that is a final reduction gear.

  A steering device 15 that performs steering to change the direction of the front wheels 2 includes a steering linkage 17 that transmits the rotational operation of the steering wheel 16 to the left and right front wheels 2, and an assist mechanism 18 that assists the steering angle or steering force of the steering wheel 16. It has. The assist mechanism 18 includes an actuator (not shown) and is configured to be able to adjust the assist amount by the actuator. Specifically, by reducing the assist amount, the steering force and the actual turning force of the front wheel 2 are close to a one-to-one relationship, that is, the steering angle and the actual turning angle of the front wheel 2 are consequently obtained. Are close to a one-to-one relationship, and as a result, the so-called direct feeling of steering is increased, and the running characteristics of the vehicle 1 are so-called sporty.

  Although not specifically illustrated, the vehicle 1 is controlled by integrating the anti-lock brake system (ABS), the traction control system (TRC), and these systems as systems for stabilizing the behavior or posture. A vehicle stability control system (VSC) is provided. These systems are conventionally known, and reduce the braking force applied to the wheels 2 and 3 based on the deviation between the vehicle body speed and the wheel speed, or apply the braking force. By controlling the engine torque, the behavior of the vehicle 1 is stabilized by preventing or suppressing the locking and slipping of the wheels 2 and 3. In addition, a navigation system that can obtain data (ie, driving environment) related to the driving route and planned driving route, and a switch for manually selecting a driving mode such as a sports mode, a normal mode, and a low fuel consumption mode (eco mode). May be provided. Furthermore, you may provide the four-wheel drive mechanism (4WD) which can change driving characteristics, such as a climbing performance, acceleration performance, or turning characteristics.

  The vehicle 1 is provided with various sensors for obtaining data for controlling the engine 8, the transmission 13, the shock absorber 5 of the suspension device 4, the assist mechanism 18, the ABS, TRC or VSC described above. ing. For example, a wheel speed sensor 19 that detects the rotational speeds (wheel speeds) of the front and rear wheels 2 and 3, an accelerator opening sensor 20 that detects the amount of depression of the accelerator pedal 12, and an opening of the throttle valve 10 are detected. A throttle opening sensor 21, a brake opening sensor 22 that detects the depression amount of the brake pedal 7, an engine rotation speed sensor 23 that detects the rotation speed of the engine 1, and an output rotation speed sensor 24 that detects the output rotation speed of the transmission 13. , A steering angle sensor 25 that detects the steering angle of the steering wheel 16, a longitudinal acceleration sensor 26 that detects acceleration in the longitudinal direction (front-rear direction Gx) of the vehicle 1, and an acceleration in the lateral direction (left-right direction) of the vehicle 1. A lateral acceleration sensor 27 for detecting (lateral acceleration Gy), a yaw rate sensor 28 for detecting the yaw rate of the vehicle 1, and the gradient of the traveling road surface And provided the inclination angle sensor 36 for detecting. The acceleration sensors 26 and 27 can be used in common with the acceleration sensors used in the vehicle behavior control such as the ABS and VSC described above, or in the vehicle 1 equipped with the airbag, for the deployment control thereof. It can be shared with the acceleration sensor provided in the. Further, the longitudinal and lateral accelerations Gx and Gy are obtained by decomposing detection values detected by an acceleration sensor arranged at a predetermined angle (for example, 45 °) with respect to the longitudinal direction of the vehicle on a horizontal plane into longitudinal and lateral accelerations. It is good to get it. Further, the longitudinal and lateral accelerations Gx and Gy may be calculated based on the accelerator opening, the vehicle speed, the road load, the steering angle, and the like instead of being detected by the sensor. Note that the composite acceleration described later is not limited to acceleration including multiple components, such as acceleration including an acceleration component in the vehicle longitudinal direction and an acceleration component in the vehicle width direction (lateral direction), but only in the vehicle longitudinal direction. For example, acceleration in any one direction may be used.

  The various sensors 19 to 28 are configured to transmit a detection signal (data) to an electronic control unit (ECU) 29, and the electronic control unit 29 includes those data and data stored in advance. The calculation is performed according to the program, and the calculation result is output to each of the above-described systems or their actuators as a control command signal.

  As described above, the control device according to the present invention is configured to reflect the traveling state of the vehicle 1 in the behavior control of the vehicle 1. Here, the traveling state of the vehicle 1 is a state represented by longitudinal acceleration, lateral acceleration, yawing or rolling acceleration, or an acceleration obtained by combining these accelerations in a plurality of directions. That is, when the vehicle 1 is driven at a target speed or travels in a target direction, or when the behavior of the vehicle 1 is restored to the original state due to the influence of the driving environment such as the road surface. In general, acceleration in a plurality of directions occurs in the vehicle 1. Therefore, in consideration of this, it is considered that the traveling state of the vehicle 1 reflects the traveling environment and the driving orientation to some extent. Based on such a background, the present invention is configured to reflect the traveling state of the vehicle 1 in the behavior control of the vehicle 1.

  Further, the behavior of the vehicle 1 includes acceleration performance, turnability (turning performance), support rigidity by the suspension device 4 (that is, the degree of bump / rebound and the likelihood of occurrence), the degree of rolling and pitching, and the like. The control device according to the present invention is configured to change these traveling characteristics based on the traveling state as described above. In that case, the driving characteristics may be changed using the acceleration or the composite acceleration value in any direction as an example of the above driving state as it is, but in order to reduce the sense of incongruity, an index in which those values are corrected May be used.

As an example of the index, the sports degree SPI will be described. Here, the sporting degree SPI is an index indicating the driver's intention or the running state of the vehicle. The sporting degree SPI that can be adopted in the present invention is an index obtained by synthesizing accelerations (especially absolute values thereof) in a plurality of directions. An example is acceleration obtained by combining For example,
Instantaneous SPI = (Gx ² + Gy ² ) ^1/2 (1)
Is calculated by Here, the “instantaneous SPI” means a so-called physical quantity, which is an index that is calculated based on the acceleration obtained in each direction for each moment during traveling of the vehicle 1. Note that “every moment” means that each time an acceleration is detected and an instantaneous SPI calculation based on the acceleration is repeatedly executed at a predetermined cycle time.

  Of the longitudinal acceleration Gx used in the above arithmetic expression, at least one of acceleration-side acceleration or deceleration-side acceleration (that is, deceleration) may be normalized or weighted. That is, in a general vehicle, the acceleration on the deceleration side is larger than the acceleration on the acceleration side, but the difference is hardly perceived or recognized by the driver. Are recognized to occur almost equally. The normalization process is a process for correcting such a difference between the actual value and the driver's feeling. For the longitudinal acceleration Gx, the acceleration on the acceleration side is increased or the acceleration on the deceleration side is increased. It is a process to make it smaller.

  More specifically, it is a process of obtaining the ratio of the maximum values of the respective accelerations and multiplying the ratio by the acceleration on the acceleration side or the deceleration side. Alternatively, it is a weighting process for correcting the acceleration on the deceleration side with respect to the lateral acceleration. The point is that the longitudinal force and lateral force that can be generated by the tire are expressed by the tire friction circle, and at least any of the longitudinal force is positioned so that the maximum acceleration in each direction is located on the circumference of the predetermined radius. This is a process of performing correction such as weighting one of them. Therefore, by performing such normalization processing and weighting processing, the degree of reflection on the running characteristics of acceleration on the acceleration side and acceleration on the deceleration side is different. Therefore, as an example of the weighting process, the acceleration degree of acceleration in the deceleration direction acceleration before and after the vehicle and the acceleration direction acceleration before and after the vehicle is relative to the influence degree of acceleration in the deceleration direction. The acceleration in the deceleration direction and the acceleration in the acceleration direction may be weighted so as to increase.

  Thus, there is a difference between the actual value of acceleration and the driver's feeling depending on the direction of acceleration. For example, it is conceivable that there is such a difference between acceleration in the yawing direction and rolling direction and longitudinal acceleration. Therefore, in the present embodiment, the degree of reflection on the driving characteristics for each acceleration in different directions, in other words, the degree of change in the driving characteristics based on the acceleration in one direction, It can be configured to vary in degree.

  FIG. 5 shows an example in which the sensor value of the lateral acceleration Gy and the value of the longitudinal acceleration Gx subjected to the above normalization and weighting process are plotted on the tire friction circle. This is an example of running on a test course that simulates a general road. When the vehicle is decelerated greatly, the lateral acceleration Gy often increases, and the longitudinal acceleration Gx and the lateral acceleration Gy are generated along the tire friction circle. It can be seen that this is a general trend.

  In this embodiment, the instruction SPI is obtained from the instantaneous SPI. This instruction SPI is an index used for the control for changing the running characteristics, and increases immediately for an increase in the instantaneous SPI that is the basis of the calculation, and on the contrary, for an decrease in the instantaneous SPI. The index is configured to decrease with a delay. In particular, the present invention is configured to lower the instruction SPI due to the establishment of a predetermined condition. FIG. 6 shows the change in the instruction SPI obtained based on the change in the instantaneous SPI. In the example shown here, the instantaneous SPI is indicated by the value plotted in FIG. 5 above, whereas the instruction SPI is set to the maximum value of the instantaneous SPI until a predetermined condition is satisfied. The previous value is maintained. That is, in the present invention, the instruction SPI is configured to be an index that changes rapidly on the increase side and relatively slowly on the decrease side.

  More specifically, in the time zone from the start of control in FIG. 6 to the period T1, for example, when the vehicle makes a braking turn, the instantaneous SPI obtained by the change in the acceleration increases or decreases, but the instantaneous SPI exceeding the previous maximum value Since the SPI occurs prior to the establishment of the predetermined condition described above, the instruction SPI increases stepwise. On the other hand, at time t2 or time t3, the instruction SPI is lowered because a condition for lowering is satisfied, for example, when the vehicle shifts from turning acceleration to linear acceleration. The condition for reducing the instruction SPI in this way is that, in essence, a state where it is considered that holding the instruction SPI at a previous large value does not match the driver's intention is established. It is comprised so that it may be materialized as a factor.

  That is, in a state where holding the instruction SPI at a previous large value does not match the driver's intention, the difference between the held instruction SPI and the instantaneous SPI generated therebetween is relatively large. And the state is continuing. Accordingly, when the driver accelerates the deceleration slowly without lowering the instruction SPI depending on the instantaneous SPI caused by the operation such as temporarily releasing the accelerator pedal 12 by the driver, such as when turning acceleration control is performed, The condition for lowering the instruction SPI is established when a state where the instantaneous SPI resulting from an operation such as continuously releasing the accelerator pedal is lower than the instruction SPI for which the instantaneous SPI is maintained continues for a predetermined time. ing.

  Thus, the instruction SPI reduction start condition can be the duration of the state in which the instantaneous SPI is below the instruction SPI. In addition, in order to more accurately reflect the actual running state in the instruction SPI, it is instructed that the time integral value (or cumulative value) of the deviation between the retained instruction SPI and the instantaneous SPI reaches a predetermined threshold value. It can be set as the SPI reduction start condition. The threshold value may be set as appropriate by performing a driving experiment or simulation according to the driver's intention. If the latter integral value is used, the instruction SPI is reduced in consideration of the deviation and time between the instruction SPI and the instantaneous SPI, so that the change in the driving characteristics more accurately reflects the actual driving state or behavior. Control becomes possible.

  In the example shown in FIG. 6, the holding time of the instruction SPI until reaching the time point t2 is longer than the holding time of the instruction SPI until reaching the time point t3. This is because it is configured to perform. That is, the instruction SPI is increased to a predetermined value and held at the end of the time period of the above-described period T1, and then the instantaneous SPI is increased and further maintained at time t1 before the above-described decrease start condition is satisfied. The deviation integrated value between the instruction SPI and the instantaneous SPI is equal to or less than a predetermined value. The predetermined value may be set as appropriate by performing a driving experiment or simulation according to the driver's intention, or by taking into account the calculation error of the instantaneous SPI.

  Thus, the fact that the instantaneous SPI is close to the retained instruction SPI means that the acceleration / deceleration state and / or the turning state or the state that caused the instantaneous SPI that is the basis of the retained instruction SPI has occurred. It means that In other words, even if a certain amount of time has elapsed from when the instruction SPI is increased to the value held, the instantaneous SPI is retained because the traveling state approximates the traveling state before that time has elapsed. Even in a state below the designated instruction SPI, the establishment of the above-described decrease start condition is delayed, and the instruction SPI is held at the previous value. The control or processing for the delay is performed by resetting the integrated value (cumulative value) of the elapsed time described above or the integrated value of the deviation between the instruction SPI and the instantaneous SPI described above, and integrating the elapsed time or integrating the deviation. It may be performed by restarting, or reducing the integrated value or the integrated value by a predetermined amount, or interrupting the integration or integration for a predetermined time.

  FIG. 7 is a time chart for explaining the timing of integration of the deviation between the instruction SPI and the instantaneous SPI and the resetting thereof. Note that the area of the hatched portion in FIG. 7 corresponds to the deviation integral value. In the time chart of FIG. 7, the integral value is reset at time t11 when the difference between the instantaneous SPI and the instruction SPI becomes equal to or less than the predetermined value Δd, and the integration of the deviation is started again. Therefore, even if the duration during which the instruction SPI is held at a predetermined value becomes longer, the lowering start condition is not satisfied, so the instruction SPI is maintained at the previous value. Then, after the integration is resumed, when the instantaneous SPI becomes a value larger than the immediately preceding instruction SPI, the instruction SPI is updated to a large value corresponding to the instantaneous SPI and held, and the above-mentioned deviation integral value is reset.

  When it is configured to determine the condition for starting the lowering control of the instruction SPI based on the integrated value, the degree or gradient of the lowering of the instruction SPI may be varied. The integral value described above is a value obtained by time integration of the deviation between the retained instruction SPI and the instantaneous SPI. Therefore, if the deviation is large, the integral value reaches a predetermined value in a short time, and the above condition is satisfied. On the other hand, when the deviation is small, the integral value described above reaches a predetermined value over a relatively long time, and the instruction SPI lowering control start condition is satisfied.

  Therefore, for example, the degree or gradient of the decrease in the instruction SPI may be varied according to the length of the elapsed time until the condition for starting the control to decrease the instruction SPI as described above is satisfied. If the instruction SPI lowering control start condition is satisfied in a short time, the decrease in the instantaneous SPI with respect to the retained instruction SPI is large, and the instruction SPI is greatly deviated from the driver's intention at that time. It will be. Therefore, in such a case, the instruction SPI is lowered at a large rate or a large gradient. On the contrary, if the time until the above-described instruction SPI lowering control start condition is satisfied is relatively long, the instantaneous SPI decreasing width with respect to the stored instruction SPI is small and held. It cannot be said that the instructed SPI is significantly different from the intention of the driver at that time. Therefore, in such a case, the instruction SPI is slowly lowered at a small rate or a small gradient. By doing so, it is possible to quickly and accurately correct the deviation between the instruction SPI for setting the travel characteristics and the driver's intention, and to set the travel characteristics of the vehicle 1 that are suitable for the travel state.

  The above-mentioned instruction SPI represents the traveling state of the vehicle 1, which includes the traveling environment such as the road surface gradient, the presence / absence of corners, the curvature thereof, and the driving direction of the driver. This is because the acceleration of the vehicle 1 changes depending on the state of the traveling road, and the acceleration / deceleration / steering operation is performed by the driver depending on the state of the traveling road, and further, the acceleration changes due to the operation. The control device according to the present invention is configured to use the instruction SPI for controlling the running characteristics of the vehicle 1.

  Further, the traveling characteristics in the present invention include acceleration characteristics, steering characteristics, suspension characteristics, sound characteristics, and the like. These characteristics include the control characteristics of the throttle valve 10, the transmission characteristics of the transmission 13, and the suspension device 4 described above. The damping characteristics of the shock absorber 5 and the assist characteristics of the assist mechanism 18 are appropriately set by changing the actuators provided respectively. The general tendency of the change in the running characteristic is a change in the characteristic that enables so-called sporty running as the instruction SPI is larger.

  As an example of such a change in travel characteristics, an example in which the acceleration of the vehicle 1 is changed according to the instruction SPI will be described with reference to FIG. In other words, this is an example in which the required maximum acceleration rate is obtained in correspondence with the instruction SPI set as described above. In FIG. 8, the required maximum acceleration rate defines a marginal driving force. For example, the required maximum acceleration rate of 100% is a state that enables the maximum acceleration that the vehicle 1 can generate, For the transmission 13, the speed ratio at which the engine speed is maximized or the largest speed ratio (the speed ratio on the lowest vehicle speed side) is set. Further, for example, the required maximum acceleration rate of 50% is a state in which half the maximum acceleration that can be generated by the vehicle 1 is possible, and an intermediate gear ratio is set for the transmission 13.

  The example shown in FIG. 8 is configured such that the required maximum acceleration rate increases as the instruction SPI increases. The basic characteristics shown by the solid line in FIG. 8 are obtained by calculating the relationship between the command SPI and the required maximum acceleration rate based on the data obtained by actually running the vehicle 1, and running and simulation by the actual vehicle. And modified as appropriate. When a characteristic line is set on the side where the required maximum acceleration rate is increased with respect to this basic characteristic, the acceleration of the vehicle 1 can be instantaneously increased, so that a so-called sporty running characteristic or acceleration characteristic is obtained. On the other hand, when the characteristic line is set on the side where the required maximum acceleration rate becomes smaller, the acceleration of the vehicle 1 can be instantaneously reduced, and so-called comfort driving characteristics or acceleration characteristics are obtained. These adjustments (that is, adaptation or tuning) may be appropriately performed according to the merchantability required for the vehicle 1. The basic characteristic is that the required maximum acceleration rate is set to 0 when the instruction SPI is greater than 0. The driving characteristic is set or changed for a very low speed driving state such as traffic jam or garage entry. This is because it is not reflected in the control.

  The control when changing the acceleration characteristic by reflecting the required maximum acceleration rate on the transmission characteristic of the transmission 13 will be described. In a vehicle 1 in which a continuously variable transmission is mounted as the transmission 13 or a hybrid vehicle in which the engine speed can be controlled by a motor, an engine that calculates the target output based on the vehicle speed and the requested drive amount and achieves the target output. It is controlled so as to be the rotational speed. FIG. 9 shows the relationship between the vehicle speed and acceleration for each required rotational speed, and the required maximum acceleration rate obtained from the instruction SPI based on FIG. 8 described above is added thereto. For example, when the required maximum acceleration rates of 100% and 50% are added, a thick solid line in FIG. 9 is obtained. Therefore, the rotational speed represented by the line passing through the intersection of the line indicating the required maximum acceleration obtained from the instruction SPI and the line indicating the vehicle speed at the current time point becomes the required rotational speed.

  The vehicle 1 including the transmission 13 as described with reference to FIG. 16 described above includes a basic shift map in order to control the gear ratio to be set by the transmission 13. For the continuously variable transmission, the shift map is a map in which the gear ratio is set according to the vehicle speed and the engine speed. Using this map, the engine speed obtained from a predetermined vehicle speed and gear ratio is a so-called normal (normal mode) speed. The so-called normal mode rotational speed and the rotational speed (so-called sports mode rotational speed) obtained from FIG. 9 are compared (rotational speed arbitration), and the rotational speed with the larger value is selected. So-called Max Select. The rotation speed thus selected is designated as the final target value, that is, the final target rotation speed. In the continuously variable transmission, this means that the speed change control is performed with the speed ratio on the low vehicle speed side (a gear ratio with a large value) as a target. As a result, the maximum driving force or engine braking force increases as the gear ratio increases, and the behavior control of the vehicle 1 becomes agile, so-called sporty characteristics, or the driving direction of the driver or the condition of the driving path, etc. The characteristics are suitable for the driving environment. Note that such control for the vehicle 1 equipped with a continuously variable transmission is executed when a mode selection switch is installed and, for example, a sports mode is selected by the switch, and when it is not selected. You may comprise so that control may be prohibited.

  On the other hand, when the transmission 13 is a stepped transmission, control is performed as shown in FIG. In the shift control of the stepped transmission, a target shift stage is determined, and a control command signal is output to the actuator of the transmission 13 so as to set the shift stage. Therefore, if the relationship between the vehicle speed and the acceleration for each gear stage is shown, it will be as shown in FIG. 10, and lines for required maximum accelerations of 100% and 50% will be added as required maximum acceleration rates determined from the instruction SPI. And the thick solid line in FIG. Therefore, the gear stage represented by the line of the gear position closest to the intersection of the line indicating the requested maximum acceleration obtained from the instruction SPI and the line indicating the current vehicle speed is the target gear position.

  When control by the control device according to the present invention is being executed, the target shift speed obtained in the above FIG. 10 and the target shift speed (for example, accelerator operation and vehicle speed based on a shift map prepared in advance) The gear ratio determined based on the gear ratio is compared (gear adjustment), and the gear position on the low vehicle speed side with a large gear ratio is selected. The so-called minimum is selected. The shift stage selected in this way is designated as the final gear stage. In the stepped transmission, this means that the shift control is performed with the target shift speed on the low vehicle speed side (a large gear ratio). As a result, the maximum driving force or engine braking force increases as the gear ratio increases, and the behavior control of the vehicle 1 becomes agile, so-called sporty characteristics, or the driving direction of the driver or the condition of the driving path, etc. The characteristics are suitable for the driving environment. In addition, you may comprise so that such control about the vehicle 1 carrying a stepped transmission may be performed when a mode selection switch is mounted and what is called a sport mode is selected by the switch. .

  Next, when the control device according to the present invention is applied to a vehicle 1 that uses an internal combustion engine as a driving force source and is equipped with a stepped transmission, correction of the gear position and driving force and control of the change in traveling characteristics associated therewith are performed. Will be described. FIG. 11 shows an example in which the target shift speed and the target engine torque are obtained from the required driving force. In the basic configuration, first, the required driving force is calculated from the vehicle speed and the accelerator opening (block B1). Since the required driving force is determined by the weight of the vehicle body, the power performance applied to the vehicle 1, etc., the calculation in the block B1 provides a map in which the required driving force is determined according to the vehicle speed and the accelerator opening. Then, the required driving force is obtained based on the map. Then, based on the required driving force, a gear stage (gear stage) is calculated (block B2).

  The shift control of the stepped transmission is performed based on a shift diagram in which the shift speed region or the upshift line and the downshift line are set using the vehicle speed and the required driving force as parameters. This calculation is performed based on a shift diagram prepared in advance. The required shift speed thus obtained is output as a control command signal to the shift control device (ECT) B3, and shift control in the transmission 13 is executed. When a lockup clutch (LU) is provided in the power transmission path of the vehicle 1, it is determined whether the lockup clutch is engaged or released based on a map prepared in advance, and the engagement / release is performed. A command signal for controlling is also output.

  On the other hand, the required engine torque is calculated based on the required driving force determined in the block B1 and the actual gear position in the transmission 13 (block B4). That is, since the engine speed is determined based on the shift speed and the vehicle speed, the required engine torque can be calculated based on the engine speed and the required driving force. Then, the engine (ENG) 8 is controlled so as to generate the engine torque obtained as described above (block B5). Specifically, the throttle opening is controlled.

  As described above, in the control device according to the present invention, when the longitudinal acceleration Gx, the lateral acceleration Gy, or the combined acceleration obtained by synthesizing these is large, the instruction SPI increases, and the required maximum acceleration increases accordingly. The required maximum acceleration is reflected in the shift control as described with reference to FIG. 10, and the shift speed obtained based on the instruction SPI in the sport mode is lower than the shift speed in the normal mode. If so, the gear position on the low vehicle speed side becomes the final command shift speed. Since the basic configuration described with reference to FIG. 11 performs shift control in the normal mode, if the final command shift speed based on the command SPI is a shift speed on the lower vehicle speed side, this is used. Captured in the block B2 and set as the required shift speed. As a result, a relatively large gear ratio is obtained, so that the instantaneous acceleration is increased as the running characteristic of the vehicle 1.

  Further, in order to obtain acceleration characteristics according to the instruction SPI, the power output from the engine 8 may be increased or decreased. The control is obtained by inputting the correction driving force to the block B1 and the basic configuration described above. The required driving force is increased or decreased by the corrected driving force. The corrected driving force may be configured to be obtained based on the above-described instruction SPI. For example, the relationship between the instruction SPI and the correction driving force is determined by experiment or simulation, and this is prepared as data in the form of a map or the like, and the data such as the instruction SPI and the correction driving force map obtained during traveling is obtained. The correction driving force may be obtained from the above.

  The example shown in FIG. 12 is an example in which the shift speed (gear speed) and the required driving force are obtained in parallel from the vehicle speed and the accelerator opening. As described above, the gear ratio of the stepped transmission is controlled on the basis of a shift diagram in which a gear stage or an upshift line and a downshift line are set according to the vehicle speed and the accelerator opening. Therefore, on the one hand, the gear position is calculated based on the vehicle speed and the accelerator opening (block B11), and on the other hand, the required driving force is calculated based on the vehicle speed and the accelerator opening (block B12). The calculation of the required driving force is the same as the calculation in the block B1 shown in FIG.

  The requested shift speed determined in block B11 is transmitted to a shift control device (ECT) B13, and shift control in the transmission 13 is executed. When a lockup clutch (LU) is provided in the power transmission path of the vehicle 1, it is determined whether the lockup clutch is engaged or released based on a map prepared in advance, and the engagement / release is performed. A command signal for controlling is also output.

  On the other hand, the required engine torque is calculated based on the required driving force determined in the block B12 and the actual shift speed in the transmission 13 (block B14), and the engine is generated so as to generate the engine torque thus determined. (ENG) 8 is controlled (block B15). The control in the block B14 is the same as the control in the block B4 shown in FIG. 11, and the control in the block B15 is the same as the control in the block B5 shown in FIG.

  Even in the case of the configuration shown in FIG. 12, if the final command shift speed based on the command SPI is a shift speed on the lower vehicle speed side, this is taken in the block B11 and set as the required shift speed. As a result, since a relatively large gear ratio is set, acceleration is increased as a running characteristic of the vehicle 1. Further, the correction driving force corresponding to the instruction SPI is input to the block B12, and the required driving force obtained by the basic configuration described above is increased or decreased by the correction driving force.

  The example shown in FIG. 13 is an example in which the transmission 13 and the engine 8 are independently controlled based on the vehicle speed and the accelerator opening. That is, the shift speed is calculated based on the vehicle speed and the accelerator opening (block B21), the required shift speed determined by the calculation is transmitted to the shift control device (ECT) B22, and the shift control in the transmission 13 is performed. Executed. These controls are the same as the controls in block B11 and block B13 shown in FIG.

  On the other hand, the throttle opening is calculated based on the accelerator opening (block B23), and the engine 8 is controlled according to the required throttle opening (block B24). When an electronic throttle valve is provided, the relationship between the accelerator opening and the required throttle opening is generally non-linear. When the accelerator opening is relatively small, the accelerator opening When the change amount of the throttle opening is small with respect to the change amount and the accelerator opening is relatively large, the change amount of the accelerator opening and the change amount of the throttle opening are close to a one-to-one relationship.

  Even in the case of the configuration shown in FIG. 13, if the final command shift speed based on the command SPI is a shift speed on the lower vehicle speed side, this is fetched in the block B21 and set as the required shift speed. As a result, since a relatively large gear ratio is set, acceleration is increased as a running characteristic of the vehicle 1. Further, the corrected throttle opening corresponding to the instruction SPI is input to the block B23, and the required throttle opening obtained by the basic configuration described above is increased or decreased by the corrected throttle opening. In other words, when the instruction SPI becomes high, the output characteristics of the driving source with respect to the accelerator may be changed (for example, the output characteristics are increased).

  As described above, in the control device according to the present invention, acceleration / deceleration occurs when the accelerator pedal 12 is depressed to accelerate, the brake pedal 7 is depressed to decelerate, or the steering wheel 16 is rotated to turn. When the composite acceleration increases based on the intention such as turning or turning, the instruction SPI immediately increases according to the increase of the composite acceleration. As the instruction SPI increases, the marginal driving force increases, the required acceleration is generated instantaneously, and so-called sporty running characteristics can be achieved. And since the above-mentioned operation by the driver is usually executed to perform traveling according to the traveling environment such as the gradient of the traveling path, the above-mentioned change in traveling characteristics reflects the driving orientation and traveling environment. It will be a thing.

  For example, when approaching an uphill road, the vehicle 1 moves in a direction opposite to the direction in which the gravitational acceleration acts, so the longitudinal acceleration sensor 26 outputs a value larger than the value corresponding to the actual acceleration. Therefore, the instantaneous SPI becomes larger during acceleration than when traveling on a flat road with no inclination. Accordingly, since the instruction SPI increases, the acceleration characteristic of the vehicle 1 is changed in a direction in which the acceleration force increases. Therefore, a relatively large driving force can be obtained on the uphill road. On the other hand, on the downhill road, the longitudinal acceleration sensor 26 outputs a value smaller than the value corresponding to the actual acceleration, so the instantaneous SPI becomes relatively small during deceleration. However, when the brake operation is performed so as to suppress the increase in the vehicle speed on the downhill road, the gravitational acceleration is added to the acceleration accompanying the brake operation, so the output value of the longitudinal acceleration sensor 26 becomes relatively large, and as a result, the instantaneous SPI increases. At the same time, the acceleration characteristic is changed in the direction in which the maximum acceleration force increases, and a relatively large engine braking force can be obtained. Therefore, a special acceleration / deceleration operation for traveling on an uphill road and traveling on a downhill road becomes unnecessary or alleviated, and drivability is further improved. Further, it is possible to reduce or eliminate so-called uphill / downhill control such as prohibiting or limiting a generally known gear ratio on the high vehicle speed side.

  Further, in the control device according to the present invention, in changing the running characteristics of the vehicle 1 based on the accelerations in a plurality of directions, the influence on the degree of acceleration generation or the magnitude of the acceleration, or the driving feeling and behavior of the driver. May vary depending on the direction of acceleration. In view of this, in the control device according to the present invention, the degree of change in travel characteristics based on acceleration in a predetermined direction (in other words, how the travel characteristics are reflected) is made different from acceleration in other directions. Therefore, it is possible to more accurately change the running characteristics based on the acceleration in a plurality of directions.

  In the above specific example, when the vehicle 1 starts traveling, acceleration in either the front, rear, left, or right direction occurs, and the instruction SPI increases accordingly. On the other hand, since the decrease in the instruction SPI is relatively delayed, the instruction SPI and the required maximum acceleration rate associated therewith increase according to the elapsed time and the travel distance after the start of traveling, and the so-called sporty degree can be increased. .

  Further, the factors that affect the driving characteristics of the vehicle 1 and determine the driving characteristics are not only the acceleration characteristics by controlling the speed ratio described above, but also the output characteristics of the engine torque with respect to the accelerator operation, the steering angle or the steering force. Steering characteristics that are the relationship of the turning angle of the front wheels 2, vibration damping characteristics by the suspension device 4 or their spring constants, turning characteristics (turning performance) based on the torque distribution rate for the front and rear wheels in a four-wheel drive vehicle, etc. is there. The control device according to the present invention can be configured to change each of these characteristics based on an index obtained from acceleration. For example, in accordance with the above-described instruction SPI, the output responsiveness of the engine 8 is made appropriate, that is, the increase rate of the throttle opening is made appropriate, and the assist torque by the assist mechanism 18 of the steering device 15 is made appropriate. The so-called direct feeling is made appropriate, the gear ratio in the steering device 15 is made appropriate, and the torque distribution amount for the rear wheel 3 is made appropriate so that the turning performance is made appropriate. Such control for changing each characteristic can be performed by changing the output characteristic of the actuator provided in each mechanism.

  Furthermore, the control device according to the present invention is used not only when changing the acceleration characteristic or power characteristic of the vehicle 1 but also when changing the steering characteristic or suspension characteristic, which is one of the traveling characteristics of the vehicle 1. Can do. FIG. 14 is a block diagram for explaining control for changing the steering characteristic based on the above-described instruction SPI. For example, an electric power steering mechanism (EPS) using a variable gear ratio steering gear (VGRS gear) is illustrated. This is shown schematically. A rack 30 that moves back and forth in the width direction (lateral direction) of the vehicle 1 in response to the steering force is provided, and the gear of the VGRS gear unit 31 is engaged with the rack 30. A VGRS actuator 32 for changing the gear ratio is attached to the VGRS gear unit 31. An EPS gear motor 33 is provided to assist (assist) the movement of the rack 30 in the steered direction. Further, a gear ratio calculation unit 34 for changing the gear ratio between the rack 30 and the VGRS gear unit 31 by outputting a command signal to the VGRS actuator 32 and the torque to be output by the EPS gear motor 33 (applied to the rack 30). An assist torque calculation unit 35 that calculates a thrust) and outputs it as a command signal is provided. As these transmission power steering mechanism and each calculation unit, those having a conventionally known configuration can be used.

  Detection values of the vehicle speed, steering angle, and steering torque are input to each of the arithmetic units 34 and 35 as data. These data can be obtained from various sensors provided according to each. In addition, the correction gear ratio is input to the gear ratio calculation unit 34 as data. The correction gear ratio is a gear ratio for correcting the command signal for the VGRS actuator 32, and is configured to be set to a value corresponding to the above-described instruction SPI. Specifically, a map that defines the correction gear ratio corresponding to the instruction SPI may be prepared in advance, and the correction gear ratio may be obtained from the map. The relationship between the instruction SPI and the correction gear ratio can be appropriately determined as necessary.

  On the other hand, in addition to the vehicle speed, steering angle, and steering torque, corrected assist torque is input to the assist torque calculator 35 as data. The correction assist torque is a torque for correcting the command signal for the EPS gear motor 33, and is configured to be set to a value corresponding to the instruction SPI described above. Specifically, a map that defines the correction assist torque corresponding to the instruction SPI is prepared in advance, and the assist torque may be obtained from the map. The relationship between the instruction SPI and the correction assist torque can be appropriately determined as necessary.

  Therefore, when configured as shown in FIG. 14, the gear ratio in the VGRS unit 31 is changed according to the magnitude of the instruction SPI obtained based on the acceleration generated in the vehicle 1, and the steering force is assisted. The torque to be changed is changed.

  Further, the example shown in FIG. 15 is an example of control for changing the suspension characteristics based on the above-described instruction SPI, and includes a vehicle height by a variable suspension mechanism (not shown), a vibration damping coefficient, and It is the example comprised so that a spring constant might be controlled. In FIG. 15, a calculation unit 40 is provided for calculating the vehicle height, the vibration damping coefficient, and the required value of the spring constant. The calculation unit 40 is configured mainly by a microcomputer as an example, and performs a calculation using input data and data stored in advance, so that a required vehicle height, a required damping coefficient, and a required spring are calculated. It is configured to obtain a constant. Examples of the data are vehicle speed, detection signal of right front wheel (FR) height control sensor, detection signal of left front wheel (FL) height control sensor, detection signal of right rear wheel (RR) height control sensor, left rear wheel (RL) Height control sensor detection signal, right front wheel (FR) vertical G (acceleration) sensor detection signal, left front wheel (FL) vertical G (acceleration) sensor detection signal, right rear wheel (RR) vertical G (acceleration) ) Sensor detection signal, left rear wheel (RL) vertical G (acceleration) sensor detection signal, etc. are input as data. These are the same as conventionally known apparatuses.

  In the example shown in FIG. 15, the corrected vehicle height, the corrected damping coefficient, and the corrected spring constant are input as data for controlling suspension characteristics. The corrected vehicle height is data for correcting the vehicle height according to the above-described instruction SPI. For example, a map that defines the corrected vehicle height corresponding to the instruction SPI is prepared in advance, and the corrected vehicle height is determined based on the map. It can be configured to determine the length.

  The correction attenuation coefficient is data for correcting the attenuation coefficient in a device or mechanism that performs a vibration attenuation action such as a shock absorber. For example, a map that defines a correction attenuation coefficient corresponding to the instruction SPI is prepared in advance. A correction attenuation coefficient can be obtained by a map.

  The correction spring constant is the same, and is a data for correcting the spring constant in the suspension device 4. For example, a map in which a correction spring constant corresponding to the instruction SPI is defined is prepared in advance, and the correction spring constant is determined based on the map. It can be configured as desired. The correction spring constant is set to a larger value as the instruction SPI is larger, and the suspension device 4 is set to a so-called hard feeling characteristic.

  The calculation unit 40 performs calculation using each of the data described above, outputs the calculated requested vehicle height length to the vehicle height control unit 41 as a control command signal, and sets the vehicle height according to the instruction SPI. Configured to control. Specifically, when the instruction SPI is relatively large, the vehicle height is controlled to be relatively low. The calculation unit 40 is configured to output the required attenuation coefficient obtained as a result of the calculation to the attenuation coefficient control unit 42 as a control command signal and control the attenuation coefficient according to the instruction SPI. Specifically, when the instruction SPI is relatively large, the attenuation coefficient is controlled to be relatively large. Further, the calculation unit 40 is configured to output the required spring constant obtained as a result of the calculation as a control command signal to the spring constant control unit 43, and to control the damping spring constant according to the instruction SPI. Specifically, when the instruction SPI is relatively large, the spring constant is controlled to be relatively large.

  Thus, the control device according to the present invention changes the suspension characteristic, which is an example of the traveling characteristic, according to the control index such as the instruction SPI obtained based on the instantaneous acceleration (particularly the longitudinal acceleration Gx and the lateral acceleration Gy), Suspension characteristics suitable for the traveling state of the vehicle 1 can be set. As a result, in the case of so-called smooth running where the longitudinal and / or lateral acceleration is relatively small, the suspension characteristic becomes a so-called soft feeling characteristic and the riding comfort is improved, and the longitudinal and / or lateral acceleration is also increased. When a relatively large so-called agile driving is required, the suspension characteristic becomes a so-called hard feeling characteristic, and drivability is improved.

  As described above, in the control device according to the present invention, the traveling characteristics of the vehicle 1 can be changed by accurately reflecting the traveling environment and the driving direction, and thereby the drivability of the vehicle 1 can be improved. On the other hand, when the driving direction is estimated based on the combined acceleration of the vehicle 1 in order to reflect the traveling environment and driving direction in the behavior control of the vehicle 1 as described above, for example, driving that is not intended by the driver. If the combined acceleration of the vehicle 1 changes momentarily or temporarily due to an operation or traveling on a rough road with a large unevenness or a steep slope, the amount of change in the combined acceleration May be taken in as a so-called noise component. As a result, there is a possibility that the driving orientation according to the driver's intention can be accurately estimated, that is, the instruction SPI as described above cannot be set appropriately. Therefore, when determining the instantaneous SPI for setting the instruction SPI, the control device according to the present invention particularly detects an acceleration sensor value or sensor in order to remove a noise component caused by a driving operation not intended by the driver. A filter process is performed on the calculated value normalized based on the value, and an instantaneous SPI is calculated based on the combined acceleration subjected to the filter process.

Specifically, as shown in the block diagrams of FIGS. 1 and 2, first, based on the operation amount (accelerator opening) of the accelerator pedal 12, a so-called static which becomes a reference in the later-described filtering process is used. A reference acceleration Gx _acc is calculated as the longitudinal acceleration (block B31). Similarly, based on the operation amount (brake opening degree) of the brake pedal 7, a reference deceleration Gx _{dec is used} as a so-called static front-rear deceleration (that is, negative acceleration) that becomes a reference in the later-described filter processing. Is calculated (block B32).

In addition, it is preferable to use what was normalized as described above for at least one of the reference acceleration Gx _acc and the reference deceleration Gx _dec calculated here. That is, as described above, in a general vehicle, acceleration on the deceleration side (that is, deceleration) is larger than acceleration on the acceleration side. Therefore, here, a normalization process for correcting the reference acceleration Gx _acc to increase its value is performed.

Filter processing is performed on each of the calculated reference acceleration Gx _acc and reference deceleration Gx _dec . That is, for the reference acceleration Gx _acc , for example, the following transfer function f (s) = 1 / (1 + s · T ₂₁ )
(Block B33). Here, T ₂₁ is a predetermined time constant in consideration of response characteristics of the engine 8 such as a response delay of the engine 8 to the accelerator operation by the driver. For example, the rotation speed of the engine 8 as shown in FIG. It can be determined from the map shown constant T ₂₁ when set in accordance with.

For the reference deceleration Gx _dec , for example, the following transfer function f (s) = 1 / (1 + s · T ₂₂ )
(Block B34). Here, T ₂₂ is a time constant predetermined by considering the response characteristics of the brake system, such as a response delay of the brake system to the brake pedal operation by the driver.

As described above, when the driver suddenly performs an accelerator operation or a brake operation, the reference acceleration Gx _acc and the reference deceleration Gx _dec have a large fluctuation component instantaneously or temporarily, that is, a relatively high frequency fluctuation. Noise that is a component occurs. On the other hand, as described above, the reference acceleration Gx _acc and the reference deceleration Gx _dec are filtered by a low-pass filter (in other words, a high cut filter), resulting in a rough accelerator operation or brake operation by the driver. Thus, it is possible to remove a high-frequency noise component in the longitudinal acceleration.

Then, the temporary target value Gx ^* of the longitudinal acceleration is calculated from the acceleration and deceleration filtered as described above (block B35). That is,
Gx ^* = Gx _acc -Gx _dec
As shown, the filter processing value of the reference deceleration Gx _dec is subtracted from the filter processing value of the reference acceleration Gx _acc to calculate the provisional target value Gx ^* of the longitudinal acceleration.

On the other hand, based on the steering angle of the steering wheel 16, a reference lateral acceleration Gy _yaw is calculated as a so-called static lateral acceleration that becomes a reference in the filtering process (block B36). This reference lateral acceleration Gy _yaw is, for example,
Gy _yaw = G _δ ^r (0) · (1 + T _r · s) / (1 + 2 · ζ · s / ω _n + s ² / ω _n ) (2)
Is calculated by

In the above equation (2), ω _n is a natural frequency in the secondary vibration system of the vehicle 1, ζ is a damping coefficient, G _δ ^r (0) is a frequency transfer function, and T _r is a time constant. The inertial mass of the vehicle 1 is m, the yaw inertia radius is k, the vehicle speed is V, the wheelbase is l, the distance between the vehicle center of gravity and the front wheel axle is l _f , and the distance between the vehicle center of gravity and the front wheel axle is When the distance is l _r , the cornering power of the front wheel 2 is K _f , the cornering power of the rear wheel 3 is K _r , and the stability factor indicating the steering stability of the vehicle 1 is A, the above natural frequency ω _n is
ω _n = {2 · (K _f + K _r ) / (m · V)} · (l _f · l _r / k ² ) ^1/2 · (1 + A · V ² ) ^1/2
And the damping coefficient ζ is
ζ = {1 + k ² / (l _f · l _r )} / [2 · {k ² / (l _f · l _r )} ^1/2 · (1 + A · V ² ) ^1/2 ]
Furthermore, the frequency transfer function G _δ ^r (0) is
G _δ ^r (0) = {1 / (1 + A · V ² )} · V / l
And the time constant T _r is
T _r = m · l _f · V / (2 · l · K _r )
It becomes.

Then, with respect to the reference lateral acceleration Gy _yaw calculated by the above equation (2), for example, the following transfer function f (s) = 1 / (1 + s · T ₂₃ )
(Block B37), and the filtered lateral acceleration is set as the lateral acceleration provisional target value Gy ^* . Here, T ₂₃ is a time constant predetermined by considering the response characteristics of the steering device 15, such as a response delay of the steering system 15 for steering operation by the driver.

As in the case of the reference acceleration Gx _acc and the reference deceleration Gx _dec described above, when a steering operation unintended by the driver is performed, the reference lateral acceleration Gy _yaw has a large fluctuation component, that is, a relative fluctuation momentarily or temporarily. In this case, noise that is a fluctuation component of high frequency is generated. On the other hand, as described above, the high frequency in the lateral acceleration generated due to the steering operation unintended by the driver by performing the filtering process with the low-pass filter (in other words, the high cut filter) on the reference lateral acceleration Gy _yaw. Noise components can be removed.

If is thus determined provisional target value Gy ^* of the provisional target value Gx ^* and lateral acceleration of the longitudinal acceleration, for each of the provisional target value Gy ^* of the provisional target value Gx ^* and lateral acceleration thereof longitudinal acceleration, Further, the target value Gx ^* _filt of the longitudinal acceleration and the target value Gy ^* _{filt of the} lateral acceleration are obtained by performing the filtering process.

That is, as shown in FIG. 2, the following transfer function f (s) = 1 / (1 + s · T ₂₄ ) is further _added to the longitudinal acceleration target value Gx ^* _filt .
(Block B38), and the filtered longitudinal acceleration is set as the longitudinal acceleration target value Gx ^* _filt . Here, T ₂₄ is a time constant determined in consideration of the pitching resonance frequency with respect to the behavior of the vehicle 1 in the pitching direction.

On the other hand, the following transfer function f (s) = 1 / (1 + s · T ₂₅ ) is further applied to the temporary target value Gy ^* of the lateral acceleration.
(Block B39), the filtered lateral acceleration is set as a lateral acceleration target value Gy ^* _filt . Here, T ₂₅ is a time constant determined in consideration of the rolling resonance frequency with respect to the behavior of the vehicle 1 in the rolling direction.

The vehicle 1 has resonance frequencies in the pitching direction and the rolling direction that are unique to the vehicle 1 according to the vehicle body rigidity of the vehicle 1, the damping characteristics of the suspension device 4, or the response characteristics of the steering device 15. As described above, when traveling in the sport mode, the characteristics of the suspension device 4 are set to be hard, and the responsiveness of the steering device 15 is enhanced. Therefore, for example, when an accelerator operation, a brake operation, or a steering operation unintended by the driver is performed, resonance in the pitching direction or rolling direction becomes a noise component, and the longitudinal acceleration or lateral acceleration of the vehicle 1 is relatively high. Occurs in the frequency band. On the other hand, as described above, the temporary target values Gx ^* and Gy ^* of the longitudinal acceleration and the lateral acceleration are subjected to the filter processing by the low-pass filter (in other words, the high cut filter) in consideration of the pitching resonance frequency and the rolling resonance frequency. Thus, it is possible to remove high-frequency noise components during running in the sport mode.

Then, the instantaneous SPI in this invention is calculated from the longitudinal acceleration target value Gx ^* _filt and the lateral acceleration target value Gy ^* _filt obtained as described above (block B40). Specifically, by substituting the target value Gx ^* _{filt for} the longitudinal acceleration and the target value Gy ^* _filt for the lateral acceleration into the longitudinal acceleration Gx and the lateral acceleration Gy in the above equation (1), respectively. Instantaneous SPI can be determined. That is, the instantaneous SPI is instantaneous SPI = (Gx ^* _filt ² + Gy ^* _filt ² ) ^1/2 (3)
Is calculated by Then, based on the instantaneous SPI calculated from the target values Gx ^* _filt and Gy ^* _{filt of} each acceleration from which the noise component has been removed by the filtering as described above, the instruction SPI in the present invention is similar to the above-described content. Desired.

  Next, as a countermeasure against a case where the acceleration of the vehicle 1 changes momentarily or temporarily due to a change in the road surface condition during traveling, and the change in acceleration is taken in as a noise component. The noise component removal will be described. As described above, in the control device according to the present invention, the traveling characteristics of the vehicle 1 can be changed by accurately reflecting the traveling environment and the driving orientation, and thereby the drivability of the vehicle 1 can be improved. On the other hand, when the driving direction is estimated based on the acceleration of the vehicle 1 in order to reflect the traveling environment and the driving direction in the behavior control of the vehicle 1 as described above, If the acceleration of the vehicle 1 changes instantaneously or temporarily due to traveling on a steep slope, the change in the acceleration may be taken in as a so-called noise component. As a result, there is a possibility that the driving orientation according to the driver's intention can be accurately estimated, that is, the instruction SPI as described above cannot be set appropriately. Therefore, in the control device described below, when obtaining the instantaneous SPI for setting the instruction SPI, in particular, in order to remove a noise component generated due to a change in the road surface state during traveling, an acceleration is required. The vehicle parameter indicating the motion of the vehicle 1 such as the acceleration obtained from the output values of the sensors 26 and 27 and the wheel speed sensor 19 is subjected to a filter process using a bandpass filter that removes noise in a specific frequency band. An instantaneous SPI is calculated based on the vehicle parameters.

Specifically, as shown in the block diagram of FIG. 3, first, the differential value dvx of the output value of the wheel speed sensor 19 is calculated, and the differential value dvx is subjected to filtering (block). B41). Specifically, for example, the following transfer function f (s) = 1 / (1 + s · T ₁ ) with respect to the differential value dvx.
Filter processing by a low-pass filter represented by Here, T ₁ is a predetermined time constant in consideration of, for example, power transmission characteristics in the drive system from the output shaft of the engine 8 to the rear wheels 3 shown in FIG.

Further, the output value Gxsens of the longitudinal acceleration sensor 26 is obtained, and the output value Gxsens is subjected to filter processing (block B42). Specifically, for example, the following transfer function f (s) = T ₁ / (1 + s · T ₁ ) with respect to the output value Gxsens of the longitudinal acceleration sensor 26.
Filter processing using a high-pass filter represented by

  As described above, the vehicle 1 is equipped with the longitudinal acceleration sensor 26, and the longitudinal acceleration of the vehicle 1 can be obtained from the output value of the longitudinal acceleration sensor 26. When the vehicle 1 travels on a slope, a low-frequency fluctuation component of the longitudinal acceleration occurs as compared with the case where the vehicle 1 travels on a flat road.

  Therefore, when the output value of the longitudinal acceleration sensor 26 is directly adopted as the longitudinal acceleration of the vehicle 1, depending on the gradient of the road surface on which the vehicle 1 travels as in the above case, the low longitudinal acceleration frequency that is not normally assumed is assumed. The fluctuation component may occur as a so-called noise component. On the other hand, by passing the output value Gxsens of the longitudinal acceleration sensor 26 through a high-pass filter (in other words, a low cut filter) as described above, a fluctuation component in a specific low frequency band of the output value Gxsens can be removed as noise. it can. The specific low frequency band from which noise is removed by the high-pass filter may be appropriately set according to the magnitude of the road gradient detected by the inclination angle sensor 36, for example.

The provisional target value Gx ^* of the longitudinal acceleration is calculated from the differential value dvx of the output value of the wheel speed sensor 19 and the output value Gxsens of the longitudinal acceleration sensor 26, each filtered as described above (block B43). That is,
Gx ^* = dvx ^* + Gxsens ^*
As shown by a filtered value of the differential values DVX of the wheel speed sensors 19 output values DVX ^*, is added and the filtered value Gxsens ^* output value Gxsens of the longitudinal acceleration sensor 26, the provisional target value of the longitudinal acceleration Gx ^* Is calculated. By adding the thus the derivative value filtering values DVX DVX ^* output value filtering value Gxsens Gxsens ^*, to compensate for the deviation of the gain and phase between the output value Gxsens the differential value DVX Can do.

Further, a filtering process is further performed on the provisional target value Gx ^* of the longitudinal acceleration calculated as described above (block B44). Specifically, for example, the following transfer function f (s) = 1 / (1 + s · T ₃ ) with respect to the provisional target value Gx ^* of the longitudinal acceleration.
And the filtered longitudinal acceleration is set as the target value Gx ^* _filt of the longitudinal acceleration. Here, T ₃ is noise or due to unevenness of the road surface, a time constant predetermined by considering the noise contained in the output value Gxsens of the longitudinal acceleration sensor 26.

That is, as described above, when the road surface on which the vehicle 1 travels is large, the acceleration of the vehicle 1 fluctuates momentarily or temporarily, and the fluctuation component is captured as a high-frequency noise component. There is. In addition, a noise component inevitably included in the output value Gxsens of the longitudinal acceleration sensor 26 may be taken in due to the sensor configuration. On the other hand, the temporary target value Gx ^* of the longitudinal acceleration calculated from the filtered value dvx ^* of the differential value dvx ^* and the filtered value Gxsens ^* of the output value Gxsens as described above is further reduced by a low-pass filter (in other words, a high cut filter). ), A fluctuation component in a specific high frequency band of the temporary target value Gx ^* of the longitudinal acceleration can be removed as noise.

On the other hand, the output value Gysens of the lateral acceleration sensor 27 is obtained, and the output value Gysens is subjected to filter processing (block B45). Specifically, for example, the following transfer function f (s) = 1 / (1 + s · T ₄ ) with respect to the output value Gysens of the lateral acceleration sensor 27.
And the filtered lateral acceleration is set as a lateral acceleration target value Gy ^* _filt . Here, T ₄ is a time constant determined in consideration of noise included in the output value Gysens of the lateral acceleration sensor 27.

  That is, as in the case of the output value Gxsens of the longitudinal acceleration sensor 26 described above, a high-frequency noise component inevitably included in the output value Gysens of the lateral acceleration sensor 27 may be taken in due to the sensor configuration. . On the other hand, by passing the output value Gysens of the lateral acceleration sensor 27 through a low-pass filter (in other words, a high cut filter) as described above, fluctuation components in a specific high frequency band of the output value Gysens of the lateral acceleration sensor 27 are converted into noise. As can be removed.

Then, the instantaneous SPI in the present invention is calculated from the target value Gx ^* _filt of the longitudinal acceleration and the target value Gy ^* _filt of the lateral acceleration obtained as described above (block B46). Specifically, by substituting the target value Gx ^* _{filt for} the longitudinal acceleration and the target value Gy ^* _filt for the lateral acceleration into the longitudinal acceleration Gx and the lateral acceleration Gy in the above equation (1), respectively. Instantaneous SPI can be determined. That is, the instantaneous SPI is instantaneous SPI = (Gx ^* _filt ² + Gy ^* _filt ² ) ^1/2 (4)
Is calculated by Then, based on the instantaneous SPI calculated from the target values Gx ^* _filt and Gy ^* _{filt of} each acceleration from which the noise component has been removed by the filtering as described above, the instruction SPI in the present invention is similar to the above-described content. Desired.

  The filter processing described above can take various forms. For example, the filter for the lateral acceleration component of the acceleration components and the filter for the longitudinal acceleration component may have the same or stronger filter characteristics. Here, the strength of the filter refers to the degree to which the waveform component of the input signal is reduced by processing. The stronger the filter, the more the input signal is processed so that the waveform of the output signal approaches flat. For example, a configuration may be adopted in which the filter characteristic for the lateral acceleration component is stronger than the filter characteristic for the longitudinal acceleration component. According to such a configuration, it functions effectively in a traveling environment in which the noise component in the lateral direction is larger than that in the front-rear direction. For the longitudinal acceleration component, the filter characteristic of the acceleration component in the braking direction may be made stronger than the filter characteristic of the acceleration component on the acceleration side (positive in the traveling direction). According to such a configuration, the control response of the brake functions effectively in a vehicle that is more sensitive than the control response of the drive source.

  The acceleration filter used to generate the instruction SPI may be a filter common to other controls using acceleration, or may be different. For example, acceleration is also used in other controls such as ABS, traction control control (slip suppression control), and sideslip suppression control (for example, VSC), but the first filter having stronger filter characteristics than the first filter used in those controls. The instruction SPI may be generated with the acceleration processed by the second filter. Here, if the filter characteristic is strong, it has a characteristic that a response delay occurs. However, according to the above configuration, the noise removal function suitable for the sporting degree and the noise removal function and response required for other controls Can be suitably achieved. In generating the instruction SPI, processing may be performed by the first filter prior to the second filter processing.

  Further, the same filter may be used regardless of the speed, or filters having different filter characteristics may be used depending on the speed range. For example, a filter characteristic that is stronger in the low speed range may be used. According to such a structure, it can control suitably in the low speed area from the start which is easy to produce the influence of rough driving or a road surface.

  As described above, according to the control device of the present invention, the instruction SPI obtained as an index indicating the traveling state of the vehicle 1 is relatively larger in the direction in which the acceleration of the vehicle 1 is increased than in the direction in which the acceleration is decreased. It can be changed quickly. The instruction SPI can be accurately reflected in the behavior control of the vehicle 1.

  Further, according to the control device of the present invention, the instruction SPI is based on vehicle parameters of the vehicle 1, for example, acceleration in a plurality of directions of the vehicle 1, specifically, longitudinal acceleration and lateral acceleration of the vehicle 1. It is obtained and reflected in the behavior control of the vehicle 1. More specifically, the operating state of the actuator that controls the output of the engine 8, the actuator that executes the shift control of the transmission 13, the actuator that controls the operation of the suspension device 4, the actuator that controls the operation of the steering device 15, or the like. The operating characteristics are changed based on the longitudinal acceleration and the lateral acceleration of the vehicle 1, and the traveling characteristics of the vehicle 1 are changed.

  Since the vehicle 1 does not travel by receiving only longitudinal acceleration, but travels by receiving lateral acceleration, acceleration in the turning direction, or the like, the combined acceleration in these multiple directions is used as the vehicle parameter of the vehicle 1. By reflecting this in the instruction SPI, the instruction SPI can better reflect the actual behavior of the vehicle 1. Therefore, it is possible to set the travel characteristics that better reflect the actual behavior of the vehicle 1.

  Furthermore, according to the control device of the present invention, when the instruction SPI is obtained based on the vehicle parameters of the vehicle 1, for example, the longitudinal acceleration and the lateral acceleration of the vehicle 1, the fluctuation components of the longitudinal acceleration and the lateral acceleration are attenuated. Be made. Specifically, for example, a fluctuation component of acceleration that is temporarily or momentarily generated due to, for example, a driving operation not intended by the driver, that is, a fluctuation component of high-frequency acceleration that becomes noise is removed by a low-pass filter. The In addition, the fluctuation component of a large acceleration temporarily or instantaneously generated due to the change in the condition of the running road surface, for example, the unevenness of the road surface becomes large, or the road surface changes from a flat road to a steep slope. That is, a fluctuation component in a specific frequency band that becomes noise is removed by a low-pass filter and / or a high-pass filter. Therefore, it is possible to appropriately suppress the change in acceleration unintended by the driver from affecting the determination of the instruction SPI. As a result, the instruction SPI can more accurately reflect the actual behavior of the vehicle 1.

  In addition, the instruction | indication SPI in this invention is a parameter at the time of changing what is called the operation characteristic and driving | running | working characteristic of a vehicle. For example, in the operation characteristics of the vehicle, control such as control amount and control speed of an actuator (for example, a motor, an engine, a transmission, a brake device, an electric power steering device, etc.) for an operation element (for example, steering, accelerator, brake, etc.) Includes characteristics. Further, the running characteristics of the vehicle include control characteristics of actuators (for example, active stabilizers, active suspensions, etc.) at locations related to running that are controlled based on a predetermined command value. Further, in FIG. 6 described above, when the instruction SPI is increased, an example in which the instantaneous SPI is quickly increased to the new maximum value is shown. However, the instruction SPI may be increased stepwise or may be gradually increased. Good.

  Further, the control by the control device of the present invention as described above can be combined with the prior art. For example, the control according to the present invention can be performed by applying a conventional technique such as a neurocomputer or a neural network in the apparatus described in Patent Document 1 described above to the control technique of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Front wheel, 3 ... Rear wheel, 4 ... Suspension device, 5 ... Shock absorber, 6 ... Motor, 7 ... Brake pedal, 8 ... Internal combustion engine (engine), 10 ... Throttle valve, 11 ... Actuator, 12 DESCRIPTION OF SYMBOLS ... Accelerator pedal, 13 ... Transmission, 15 ... Steering mechanism, 16 ... Steering wheel, 17 ... Steering linkage, 18 ... Assist mechanism, 19 ... Wheel speed sensor, 20 ... Accelerator opening sensor, 21 ... Throttle opening sensor, 22 DESCRIPTION OF SYMBOLS ... Brake opening sensor, 23 ... Engine speed sensor, 24 ... Output speed sensor, 25 ... Steering angle sensor, 26 ... Longitudinal acceleration sensor, 27 ... Lateral acceleration sensor, 28 ... Yaw rate sensor, 29 ... Electronic control unit (ECU) ), 36: Tilt angle sensor

Claims (9)

In a vehicle control apparatus, an index indicating a traveling state of the vehicle is obtained based on a vehicle parameter indicating a movement of the vehicle, and a traveling characteristic of the vehicle is set according to the index.
A vehicle control device comprising: a noise removing device that obtains the index based on the vehicle parameter obtained by attenuating a fluctuation component that fluctuates due to a state of a traveling road surface.   The vehicle control device according to claim 1, wherein the vehicle parameter includes an acceleration of the vehicle.   The vehicle control device according to claim 1, wherein the noise removing device includes a device that attenuates a noise component of a predetermined frequency of the fluctuation component.   The noise removing device includes a device that attenuates a noise component of a predetermined frequency belonging to a relatively high frequency band of the fluctuation component by passing the fluctuation component through a low-pass filter having a predetermined frequency characteristic. The vehicle control device according to any one of claims 1 to 3.   The noise removal device includes a device that attenuates a noise component of a predetermined frequency belonging to a predetermined frequency band of the fluctuation component by passing the fluctuation component through a band-pass filter having a predetermined frequency characteristic. Item 4. The vehicle control device according to any one of Items 1 to 3.   The vehicle control device according to claim 4 or 5, wherein the filter used in the noise removal device is the same as a filter used for control other than the noise removal device.   The vehicle control device according to claim 4 or 5, wherein the filter used in the noise removal device is different from a filter used for control other than the noise removal device.   6. The vehicle control device according to claim 4, wherein in the filter used in the noise removing device, a characteristic of a filter for a front-rear direction component and a characteristic of a filter for a horizontal direction component are different.   The vehicle control device according to claim 4 or 5, wherein the filter used in the noise removing device has different filter characteristics depending on a speed range of the vehicle.

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