JP2012051395A - Vehicle control system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control system that can improve satisfaction and driveability of a driver, by preventing or suppressing control delay in control by preventing or suppressing control delay in carrying out control, while more exactly reflecting traveling environment of vehicle and taste/travel intent of the driver to the control characteristic of the behavior of the vehicle.SOLUTION: The vehicle control system is constituted to obtain an index based on a traveling state of the vehicle, and change traveling characteristics of the vehicle according to the index. The control system includes: a traveling characteristics controller (steps S1, S2 and S6) which sets a target characteristics to be targeted based on the index when changing the traveling characteristics and controls the actual traveling characteristics to follow the target characteristics; and the target characteristic corrector (steps S3, S4, S5 and S6) to correct the target characteristics or the index to make the target characteristics may approach the actual travel characteristics, if the gap between the target characteristic and the actual traveling characteristics is large.

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 control device configured as follows.

  The behavior of the vehicle, such as the vehicle speed and direction of travel, 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, 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 from urban areas, highways, winding roads, uphill roads, downhill roads, and the impression that the driver receives from the vehicle depends on the driver's preference (orientation) and the type of vehicle. There are various. 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 is capable of manually selecting travel characteristics relating to vehicle behavior such as power characteristics (or acceleration characteristics) and suspension characteristics by operating a mode changeover switch. For example, a sport mode with excellent acceleration and a slightly stiff suspension, a normal mode with relatively slow acceleration and soft suspension characteristics, or an eco mode that prioritizes fuel economy Is a vehicle that is configured to be selected by a switch operation.

  Furthermore, 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.

Japanese Patent Laid-Open No. 06-249007

  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. Specifically, the throttle valve is opened and closed and the engine output is controlled to control the driving force of the vehicle. 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, there is still room for improvement in order to improve the driver's satisfaction and drivability by accurately reflecting the driver's intentions and preferences to control the driving characteristics of the vehicle.

  The present invention has been made paying attention to the above technical problem, and more accurately reflects the driving environment of the vehicle and the driver's preference and driving intention by the control characteristics of the behavior of the vehicle, and the control delay in the control. It is an object of the present invention to provide a vehicle control device that can improve or improve driver satisfaction and drivability.

  In order to achieve the above object, the invention according to claim 1 is directed to a vehicle control device configured to obtain an index based on a traveling state of the vehicle and to change a traveling characteristic of the vehicle according to the index. A target characteristic to be set when changing the driving characteristic is set based on the index, and a driving characteristic control means for controlling the target characteristic to follow the actual driving characteristic; the target characteristic and the actual characteristic Vehicle having a target characteristic correction means for correcting the target characteristic or the index so that the target characteristic approaches the actual driving characteristic when the deviation from the driving characteristic is large. It is a control device.

  The invention according to claim 2 is the invention according to claim 1, wherein the target characteristic correcting means is configured such that the difference between the target characteristic and the actual running characteristic is larger than a preset threshold value, or the target characteristic. The vehicle control device includes means for executing the correction when the ratio of the actual running characteristics to the vehicle is smaller than a preset threshold value.

  The invention according to claim 3 is the invention according to claim 1 or 2, further comprising means for detecting an operating state of the braking device of the vehicle, wherein the running characteristic includes an output rotational speed of a driving force source of the vehicle. The target characteristic includes a target rotational speed that is a target when the output rotational speed is changed, and the target characteristic correcting means is configured to detect the target at the end of the braking after the braking by the braking device. When the difference between the rotational speed and the actual output rotational speed is greater than a preset threshold value, or when the ratio of the actual output rotational speed to the target rotational speed is smaller than a preset threshold value, the correction is performed. A vehicle control device including means for executing the vehicle.

  According to a fourth aspect of the present invention, in the third aspect of the present invention, the target characteristic correction unit is configured to reduce the braking period relative to the change in the target rotational speed during the braking period from the start of the braking to the end of the braking. A control apparatus for a vehicle, comprising: means for executing the correction when the ratio of the change in the actual output rotational speed is smaller than a preset threshold value.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the index is a composite acceleration obtained by combining a longitudinal acceleration component in the longitudinal direction of the vehicle and a lateral acceleration component in the axle direction of the vehicle. The vehicle control device includes an index obtained based on the above.

  According to a sixth aspect of the present invention, in the fifth aspect of the present invention, in the fifth aspect of the present invention, the indicator changes the degree of change in the running characteristic based on the change in the acceleration direction of the longitudinal acceleration component to the change in the deceleration direction of the longitudinal acceleration component. The vehicle control device includes an index obtained by obtaining a larger value than the degree of change in the running characteristics based on the vehicle.

  The invention according to claim 7 is the invention according to claim 5 or 6, wherein the indicator indicates the degree of change in the running characteristic based on the change in the longitudinal acceleration component, and the running characteristic based on the change in the lateral acceleration component. This is a vehicle control device characterized by including an index obtained by making it larger than the degree of the change.

  According to the first aspect of the present invention, first, for example, to set the running characteristics of the vehicle including the power characteristics, the steering characteristics or the suspension characteristics based on the running conditions of the vehicle such as the acceleration of the vehicle and the driving operation of the driver. And the driving characteristics of the vehicle are changed according to the index. Therefore, the driving characteristics of the vehicle can accurately reflect the actual behavior of the vehicle, the driver's preference, driving intention, and the like. When the vehicle travel characteristics are changed as described above, the target characteristics are set as the target travel characteristics to be targeted or the required travel characteristics required based on the index, and the actual travel is set to the target characteristics. Control is performed so that the characteristics follow. At this time, when the difference between the target characteristic and the actual travel characteristic is large, the index or the target characteristic itself is corrected, and the target characteristic is set to a value closer to the actual travel characteristic. Therefore, at the time of execution of control for changing the vehicle travel characteristics based on the index, it is possible to prevent or suppress a control delay due to a large difference between the target characteristics and the actual travel characteristics. Satisfaction and drivability can be improved.

  According to the second aspect of the present invention, when the vehicle driving characteristic is obtained based on the index, the degree of deviation between the target characteristic and the actual driving characteristic is obtained, and the predetermined threshold value is set in advance. If it exceeds, the index or the target characteristic itself is corrected. In other words, when the difference between the target characteristic and the actual driving characteristic is larger than a predetermined threshold value, or when the ratio of the actual driving characteristic to the target characteristic is smaller than the predetermined threshold value, the target characteristic is more actual driving characteristic. The index or the target characteristic is corrected so as to be a value close to. Therefore, it is possible to appropriately prevent or suppress a control delay due to a large difference between the target characteristic and the actual traveling characteristic when executing the control for changing and setting the traveling characteristic of the vehicle based on the index.

  According to the invention of claim 3, when the output rotational speed of the driving force source of the vehicle is changed as the running characteristic of the vehicle, the target rotational speed and the actual output rotational speed at the end of braking by the braking device of the vehicle The degree of deviation between the target rotational speed and the actual output rotational speed is determined based on the difference between the two or the ratio of the actual output rotational speed to the target rotational speed. When the vehicle is braked, acceleration (deceleration) is generated in the vehicle due to the braking, so the index becomes large, and as a result, the target rotational speed becomes higher than before the acceleration is increased by braking. Be changed. At this time, the actual output rotational speed is increased so as to follow the target rotational speed. However, if the degree of deviation between the target rotational speed and the actual output rotational speed is large, the actual output rotational speed is changed. Because of this unavoidable control delay, the actual output rotational speed may increase with a delay against the driver's intention even after the end of braking. Therefore, when the degree of deviation between the target rotational speed and the actual output rotational speed is large at the end of braking, that is, when the difference between the target rotational speed and the actual output rotational speed is greater than a predetermined threshold, or the target rotational speed When the ratio of the actual output rotational speed to is smaller than a predetermined threshold value, the index or the target rotational speed is corrected so that the target rotational speed becomes a value closer to the actual output rotational speed. Therefore, it is possible to prevent or suppress the unintended increase in the output rotational speed due to the large degree of deviation between the target rotational speed and the actual output rotational speed at the end of braking.

  According to the invention of claim 4, when judging the degree of deviation between the target output speed and the actual output speed based on the ratio of the actual output speed to the target speed, By paying attention to the change in the rotation speed during the period until the end, control to change the output rotation speed of the driving force source based on the target rotation speed appropriately corrected, preventing overcorrection and undercorrection. It can be carried out. As a result, it is possible to more appropriately prevent or suppress a control delay due to a large difference between the target rotational speed and the actual output rotational speed.

  According to the invention of claim 5, the index for setting the running characteristics of the vehicle is obtained based on the acceleration of the vehicle. In other words, the index for setting the running characteristics of the vehicle is changed based on the acceleration generated in the vehicle or the acceleration predicted to occur in the vehicle. The acceleration is a combination of the longitudinal acceleration component in the longitudinal direction of the vehicle and the lateral acceleration component in the vehicle axle direction (lateral direction), and is a combined acceleration in which all the longitudinal acceleration and lateral acceleration of the vehicle are combined. It is not limited, and may be longitudinal acceleration or lateral acceleration. Therefore, for example, when the longitudinal acceleration in the acceleration direction associated with the accelerator operation is large, or when the longitudinal acceleration in the deceleration direction due to the brake operation is large, the lateral acceleration is large due to the steering angle or the vehicle speed when steered being fast. In some cases, the driving characteristics are set so that the agile behavior can be performed. In addition to this, in the present invention, the content of the driving operation by the driver, such as an accelerator operation, a brake operation, or steering, which causes acceleration in the vehicle is reflected in the change or setting of the indicator. Therefore, the driving characteristics of the driver, that is, the driver's intention with respect to the driving state are well reflected in the driving characteristics of the vehicle, and as a result, the driving characteristics of the vehicle become what the driver expects or expects, and drivability is improved. Can be made.

  According to the sixth aspect of the present invention, the change in the running characteristic of the vehicle, which is changed based on the change in the longitudinal acceleration component in the acceleration direction, among the accelerations that are the basis for obtaining the index indicating the running state of the vehicle. The degree is made larger than the degree of change in the running characteristics of the vehicle that is changed based on the change in the longitudinal acceleration component in the deceleration direction. For example, the index is obtained by weighting the longitudinal acceleration component in the acceleration direction more heavily than the longitudinal acceleration component in the deceleration direction. As for the longitudinal acceleration of the vehicle, the acceleration component in the deceleration direction is usually more likely to be generated than the acceleration component in the acceleration direction, and the control responsiveness is also improved. Therefore, by obtaining the index by weighting the longitudinal acceleration component in the acceleration direction with respect to the acceleration component in both the acceleration and deceleration directions as described above, the characteristics of the acceleration component in the acceleration direction and the acceleration component in the deceleration direction are obtained. According to the difference, the index can be set accurately and accurately.

  According to the seventh aspect of the invention, the degree of change in the running characteristics of the vehicle, which is changed based on the change in the longitudinal acceleration component, of the acceleration that is the basis for obtaining the index is the change in the lateral acceleration component. The degree of change in the running characteristics of the vehicle is changed based on the above. For example, the index is obtained by weighting the longitudinal acceleration component more than the lateral acceleration component. As for the longitudinal acceleration of the vehicle, the lateral acceleration component is usually more easily generated than the longitudinal acceleration component, and the control responsiveness is enhanced. Therefore, by calculating the index by weighting the longitudinal acceleration component as described above, it is possible to accurately and accurately set the index in accordance with the characteristic difference between the longitudinal acceleration component and the lateral acceleration component. it can.

It is a flowchart which shows notionally an example of the control performed with the control apparatus which concerns on this invention. It is a figure which shows the first half part of the flowchart for demonstrating the specific example of the control performed with the control apparatus which concerns on this invention. It is a figure which shows the intermediate part of the flowchart. It is a figure which shows the latter half part of the flowchart. 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 the instruction | indication sports degree based on an instantaneous sports degree. It is a figure for demonstrating the condition of the time integration of the deviation of an instantaneous sporting degree and an instruction | indication sports degree, and the reset of the integral value. It is a figure which shows typically the vehicle which can be made into object by this invention.

  The control device as a specific example of the present invention is configured to obtain an index based on the traveling state of the vehicle and to change the traveling characteristics of the vehicle according to the index. The traveling state includes, for example, longitudinal and lateral accelerations, combined acceleration obtained by combining these accelerations, accelerator operation amount, brake operation amount, steering wheel operation amount, degree of yawing, yaw rate, and the like. Of these, the acceleration is not limited to the longitudinal acceleration, but may be an acceleration including the lateral acceleration. More specifically, a combined acceleration obtained by combining the longitudinal acceleration and the lateral acceleration may be employed. By doing in this way, not only the behavior of the vehicle by the accelerator operation and the brake operation, but also the behavior accompanying the steering can be reflected better in the running characteristics. The acceleration may be a so-called actual acceleration detected by a sensor, or may be an acceleration estimated based on an accelerator operation amount or a brake operation amount. The above driving characteristics include behavior such as vehicle power characteristics, acceleration characteristics, braking characteristics, turning characteristics (or turning performance) by steering, or suspension characteristics (support characteristics or damper characteristics) of a vehicle body by a suspension mechanism. It is the characteristic regarding.

  In the present invention, the above-described acceleration is reflected in the index, and the index basically indicates the preference or driving orientation of the driver appearing as the acceleration, in other words, the so-called sports degree. Therefore, although the index is based on the acceleration, it does not change in conjunction with the acceleration. In addition, since the index changes as the acceleration changes, the index becomes large when the acceleration (including the absolute value of acceleration; the same applies hereinafter) is large, and conversely becomes small when the acceleration is small. It is usual to configure.

  In addition to the above-described acceleration, the control device according to the present invention is configured to change the indicator according to the content of the operation for driving by the driver and change the driving characteristics of the vehicle. The operation is basically an operation that changes the acceleration acting on the vehicle. For example, an accelerator that changes the output of a driving force source such as an engine or the transmission gear ratio by changing the amount of depression of an accelerator pedal. These include an operation, a brake operation for changing the braking force, and a steering operation for changing the turning amount of the vehicle. The contents of the operation are the operation amount and the operation speed.

  Next, the present invention will be described more specifically. First, a vehicle that can be a subject of the present invention is a vehicle that accelerates / decelerates and turns by a driver's operation, and a typical example thereof is an automobile that uses an internal combustion engine or a motor as a driving force source. . An example of this is shown in a block diagram in FIG. The vehicle 1 shown here is a vehicle provided with four wheels, two front wheels 2 that are steering wheels and two rear wheels 3 that are drive wheels. 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. 8 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 the vehicle feels so hard that the comfort of the vehicle 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 7. For example, when the brake pedal 8 disposed in the driver's seat is depressed, the brake device 7 operates to apply braking force to the front and rear wheels 2 and 3. Is configured to give.

  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. 8 shows an example in which an internal combustion engine (engine) 9 is mounted. A throttle valve 11 for controlling the intake air amount is disposed in the intake pipe 10 of the engine 9. The throttle valve 11 is configured as an electronic throttle valve, and is configured to be opened and closed by an electrically controlled actuator 12 such as a motor, and the opening degree is adjusted. . And this actuator 12 is comprised so that it may operate according to the depression amount of the accelerator pedal 13 arrange | positioned at a driver's seat, ie, accelerator opening, and adjusts the throttle valve 11 to 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 more so-called direct feeling becomes stronger and the driving characteristics of the vehicle become sporty. On the contrary, if the characteristic is set so that the throttle opening becomes relatively small with respect to the accelerator opening, the running characteristic of the vehicle 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 11 to adjust the current according to the accelerator opening, and the current value relative to the accelerator opening. The relationship, that is, the running characteristics are appropriately changed.

  A transmission 14 is connected to the output side of the engine 9. The transmission 14 is configured to appropriately change the ratio between the input rotation speed and the output rotation 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 14 includes an actuator (not shown), and is configured to change the gear ratio stepwise (stepwise) or continuously by appropriately controlling the actuator. Specifically, the gear shift control is prepared in advance by preparing a gear shift map in which the gear ratio is determined in accordance with the vehicle state such as the vehicle speed and the accelerator opening, and executing the gear shift control according to the gear shift map or the vehicle speed. The target output is calculated based on the vehicle state such as the accelerator opening 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 executed so that the target engine speed is obtained.

  Such shift control is also configured such that control with priority on fuel consumption and control that increases driving force can be selected. Control that prioritizes fuel efficiency is control that performs upshifting at a relatively low vehicle speed or control that uses a relatively high speed gear ratio on the low vehicle speed side, and control that improves driving force or acceleration characteristics, This is a control for executing an upshift at a relatively high vehicle speed or a control for using a relatively low speed side gear ratio on a high vehicle speed side. Such control can be performed by switching the shift map, correcting the drive request amount, or correcting the calculated gear ratio. A transmission mechanism such as a torque converter with a lock-up clutch can be provided between the engine 9 and the transmission 14 as necessary. The output shaft of the transmission 14 is connected to the rear wheel 3 via a differential gear 15 that is a final reduction gear.

  The steering mechanism 16 that steers the front wheels 2 will be described. A steering linkage 18 that transmits the rotational operation of the steering wheel 17 to the left and right front wheels 2 is provided, and an assist mechanism 19 that assists the steering angle or steering force of the steering wheel 17. Is provided. The assist mechanism 19 includes an actuator (not shown), and is configured so that the assist amount by the actuator can be adjusted appropriately.

  Although not specifically illustrated, the vehicle 1 described above includes an anti-lock brake system (ABS), a traction control system, and a vehicle that integrates and controls these systems as a system for stabilizing behavior or posture. A stability control system (VSC) or the like is provided. These systems are generally known, and reduce the braking force applied to the wheels 2 and 3 based on the deviation between the vehicle speed and the wheel speed, or apply the braking force, and further together with these. By controlling the engine torque, it is configured to prevent or suppress the locking and slipping of the wheels 2 and 3 to stabilize the behavior of the vehicle. In addition, a navigation system that can obtain data (ie, driving environment) related to the driving path and planned driving path, and a driving mode such as a sports mode, a normal mode, and a low fuel consumption mode (eco mode) for manually selecting. A switch may be provided, and furthermore, a four-wheel drive mechanism (4WD) capable of changing traveling characteristics such as climbing performance, acceleration performance, or turning ability may be provided.

  Various sensors are provided for obtaining data for controlling the engine 9, the transmission 14, or the shock absorber 5 of the suspension device 4, the assist mechanism 19, the above-described systems (not shown), and the like. For example, a wheel speed sensor 20 for detecting the rotational speeds of the front and rear wheels 2 and 3, an accelerator opening sensor 21 for detecting the depression amount (or depression angle) of the accelerator pedal 13, and the depression amount of the brake pedal 8 (or Brake switch sensor 22 for detecting the depression angle), that is, the operating state of the brake device 7, a throttle opening sensor 23 for detecting the opening of the throttle valve 11, and a driving force source, that is, an engine speed sensor for detecting the output speed of the engine 9. 24, an output shaft rotational speed sensor 25 for detecting the rotational speed of the output shaft of the transmission 14, a steering angle sensor 26 for detecting a steering angle (or steering amount) of the steering mechanism 16, and a longitudinal acceleration (Gx) of the vehicle 1 are detected. The lateral acceleration sensor 27 detects lateral acceleration (lateral acceleration Gy) of the vehicle 1 in the lateral direction (lateral direction). Sensor 28, such as a yaw rate sensor 29 for detecting the yaw rate of the vehicle 1 is provided. Each of the acceleration sensors 27 and 28 can be used in common with an acceleration sensor used in vehicle behavior control such as the anti-lock brake system (ABS) or the vehicle stability control system (VSC). In a vehicle equipped with an airbag, it can be shared with an acceleration sensor provided for the deployment control. 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, etc., instead of being detected by the sensor. These various sensors 20 to 29 are configured to transmit a detection signal (data) to an electronic control unit (ECU) 30, and the electronic control unit 30 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. Note that the combined acceleration is not limited to acceleration including acceleration components in a plurality of directions, such as acceleration including acceleration components in the vehicle longitudinal direction and acceleration components in the vehicle width direction (lateral direction), only in the vehicle longitudinal direction, etc. The acceleration in any one direction may be used.

  The control device according to the present invention is configured to reflect the vehicle behavior control (travel characteristics) based on the travel state of the vehicle. Here, the running state of the vehicle 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. In other words, when driving the vehicle at a target speed, traveling in the target direction, or when returning the behavior of the vehicle to the original state due to the influence of the driving environment such as the road surface, Considering that it is normal that acceleration in a plurality of directions occurs, it is considered that the traveling state of the vehicle reflects the traveling environment and driving orientation to some extent. Based on such a background, the control device according to the present invention is configured to reflect the vehicle behavior control based on the running state of the vehicle.

  As described above, the behavior of the vehicle includes acceleration and turning ability (turning performance), support characteristics 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. In the control device according to the present invention, the above-mentioned traveling state is included as one of the factors for changing these traveling characteristics. In this case, the running characteristics may be changed using the values of the acceleration or the combined acceleration in any direction as an example of the running state as described above, but an index obtained by correcting those values may be used.

As an example of the index, a sports degree (SPI: Sports Index) will be described. Here, the sporting degree is an index indicating the driver's intention or the running state of the vehicle. The degree of sport that can be employed in the control device according to the present invention is an index obtained by combining accelerations (especially absolute values) in a plurality of directions, and the longitudinal acceleration Gx is an acceleration greatly related to the behavior in the running direction. An example is an acceleration obtained by combining the lateral acceleration Gy. For example,
Instantaneous sports degree Iin = (Gx ² + Gy ² ) ^1/2
Is calculated by Here, the acceleration is not limited to the acceleration detected by the sensor, but may be calculated or estimated based on the operation by the driver such as the accelerator opening, the steering angle, the brake depression force, or the depression amount of the brake pedal 8. Good. Further, the “instantaneous sports degree Iin” means a so-called physical quantity that means an index that is calculated based on the acceleration obtained in each direction for each moment during traveling of the vehicle. “Every moment” means every time when acceleration detection and calculation of the instantaneous sports degree Iin based on the acceleration are 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) is normalized or weighted. May be. 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 side acceleration is increased or the deceleration side acceleration ( That is, this is a process for reducing the deceleration). 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 front and rear driving force and lateral force that can be generated by the tire are expressed by the tire friction circle, 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 the two. Therefore, by performing such normalization processing and weighting processing, the degree of reflection of the acceleration on the acceleration side and the acceleration on the deceleration side on the running characteristics is different. Therefore, as an example of the weighting process, the acceleration degree of acceleration in the acceleration direction in the deceleration direction before and after the vehicle and the acceleration direction acceleration in the direction of the vehicle are relative to the influence of the 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. Since the lateral acceleration may appear larger than the acceleration side acceleration, normalization processing may be performed for the lateral acceleration.

  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 control device according to the present invention, the degree of reflection on the running characteristics for each acceleration in different directions, in other words, the degree of change in the running characteristics based on the acceleration in one direction is determined based on the running characteristics based on the acceleration in the other direction. The degree of change can be different.

  FIG. 5 shows an example in which the sensor value of the lateral acceleration Gy and the longitudinal acceleration Gx subjected to the normalization process and the 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 the control device according to the present invention, the designated sports degree Iout is obtained from the instantaneous sports degree Iin. This instruction sports degree Iout is an index used for control for changing running characteristics, and increases immediately with respect to the increase of the instantaneous sports degree Iin from which the calculation is based, and with respect to a decrease in the instantaneous sports degree Iin. It is an index configured to decrease with a delay. In particular, the designated sporting degree Iout is reduced due to the establishment of a predetermined condition. FIG. 6 shows a change in the indicated sporting degree Iout obtained based on the change in the instantaneous sporting degree Iin. In the example shown here, the instantaneous sports degree Iin is shown as a value plotted in FIG. 5 above, whereas the instruction sports degree Iout is set to the maximum value of the instantaneous sports degree Iin, and the predetermined condition is Until established, the previous value is maintained. That is, the instruction sporting degree Iout is configured as an index that changes rapidly on the increasing side and relatively slowly on the decreasing side.

  More specifically, in the time zone T1 from the start of control in FIG. 6, the instantaneous sports degree Iin obtained by the change in acceleration increases or decreases, for example, when the vehicle turns by braking, but exceeds the previous maximum value. Since the instantaneous sports degree Iin is generated prior to the establishment of the predetermined condition described above, the designated sports degree Iout is gradually increased and held. On the other hand, at the time t2 or t3, for example, when the vehicle shifts from turning acceleration to linear acceleration, the instruction sporting degree Iout decreases due to the conditions for reduction. In this way, the condition for lowering the instruction sporting degree Iout is that a state is considered that holding the instruction sporting degree Iout at a previously large value does not match the driver's intention. In this case, it is configured so that the passage of time is a factor.

  In other words, the state in which it is considered that maintaining the indicated sporting degree Iout at a previous large value does not match the driver's intention is the difference between the retained indicated sporting degree Iout and the instantaneous sporting degree Iin occurring between them. Is relatively large and the state is continuously accumulated. Therefore, when turning acceleration control is performed, for example, when the driver gradually shifts to deceleration without decreasing the indicated sporting degree Iout depending on the instantaneous sporting degree Iin caused by an operation such as temporarily releasing the accelerator pedal 13. If the state where the instantaneous sports degree Iin resulting from an operation such as continuously releasing the accelerator pedal 13 by the driver is lower than the held designated sports degree Iout continues for a predetermined time, the designated sports degree Iout is It is configured that the condition for lowering is established. In this way, the start condition of the decrease in the designated sporting degree Iout can be the duration of the state in which the instantaneous sporting degree Iin is below the designated sporting degree Iout, and the actual running state can be more accurately set to the designated sporting degree Iout. In order to reflect this, the condition that the time integral value (or accumulated value) of the deviation between the retained instruction sporting degree Iout and the instantaneous sporting degree Iin reaches a predetermined threshold is set as a condition for starting the instruction sporting degree Iout to decrease. Can do. Note that the threshold value can be appropriately set based on a driving experiment or simulation according to the driver's intention or a questionnaire result based on an actual vehicle experience. If the time integrated value of the latter deviation is used, the instruction sports degree Iout is reduced by taking into account the deviation and time between the instruction sporting degree Iout and the instantaneous sports degree Iin. It becomes possible to control the change of the travel characteristics more accurately reflected.

  In the example shown in FIG. 6, the holding time of the indicated sporting degree Iout until the time point t2 is longer than the holding time of the indicated sporting degree Iout until the time point t3. This is because the following control is performed. That is, at the end of the time period of T1 described above, the designated sports degree Iout is increased and held at a predetermined value, and then the instantaneous sports degree Iin increases at time t1 before the above-described decrease start condition is satisfied. Further, the deviation integrated value with the indicated sports degree Iout is less than a predetermined value. The predetermined value can be appropriately set by performing a driving experiment or a simulation in accordance with the driver's intention, or taking into account the calculation error of the instantaneous sports degree Iin. Thus, when the instantaneous sportiness level Iin is close to the retained instruction sportiness level Iout, the running state at that time generates an instantaneous sportiness index Iin that is the basis of the retained sporting degree Iout. It means that the acceleration / deceleration state and / or the turning state or the state close thereto are made. That is, even if a certain amount of time has elapsed from the time when the instruction sporting degree Iout is increased to the held value, the running state approximates the running state at the time before the time has elapsed. Even in a state where the degree Iin is lower than the designated sports degree Iout, the establishment of the above-described decrease start condition is delayed, and the designated sports degree Iout is held at the previous value. The control or processing for the delay may be performed by resetting the accumulated value (cumulative value) of the elapsed time or the integrated value of the deviation and restarting the accumulated elapsed time or the integral of the deviation, The integration value may be reduced by a predetermined amount, or the integration or integration may be interrupted for a fixed time.

  FIG. 7 is a schematic diagram for explaining the above-described deviation integration and resetting, and the hatched area in FIG. 7 corresponds to the deviation integral value. In the process, the integrated value is reset at time t11 when the difference between the instantaneous sports index Iin and the designated sports index Iout becomes a predetermined value Δd or less, and the integration of the deviation is started again. In other words, the integrated value is reset based on whether or not the difference between the obtained instantaneous sportiness value Iin and the retained instruction sportiness value Iout is equal to or less than a threshold value. Therefore, since the decrease start condition is not satisfied, the designated sporting degree Iout is maintained at the previous value. Then, after the integration is resumed, when the instantaneous sports degree Iin becomes a value larger than the indicated sports degree Iout, the indicated sports degree Iout is updated to a large value corresponding to the instantaneous sports degree Iin and held, The integral value is reset.

  In the case where the condition for starting the decrease control of the designated sporting degree Iout is determined based on the integrated value, the degree or gradient of the decrease in the designated sporting degree Iout may be varied. The above-described integral value is a value obtained by integrating the deviation between the indicated sports degree Iout and the instantaneous sports degree Iin with time, so if the deviation is large, the integral value reaches a predetermined value in a short time and the condition is If the deviation is satisfied and the deviation is small, the integral value reaches a predetermined value over a relatively long time, and the condition is satisfied. Therefore, if the above condition is satisfied in a short time, the range of decrease in the instantaneous sports degree Iin with respect to the held designated sports degree Iout is large, and the designated sports degree Iout is greatly different from the driver's intention at that time. Will be. Therefore, in such a case, the designated sporting degree Iout is decreased at a large rate or gradient. On the other hand, when the time until the above condition is satisfied is relatively long, the decrease rate of the instantaneous sports degree Iin with respect to the held designated sports degree Iout is small, and the retained instructions are It cannot be said that the sporting degree Iout is significantly different from the driver's intention at that time. Therefore, in such a case, the designated sporting degree Iout is slowly lowered at a small rate or gradient. By so doing, it becomes possible to quickly and accurately correct the deviation between the instruction sporting degree Iout for setting the driving characteristics and the driver's intention, and to set the driving characteristics of the vehicle suitable for the driving state. Therefore, when the instruction sporting degree Iout is decreased, the degree of decrease or the gradient may be varied according to the length of the elapsed time being held.

  The instantaneous sports degree Iin is calculated on the basis of the so-called actual acceleration or estimated acceleration described above, and the indicated sports degree Iout determined from the instantaneous sports degree Iin is determined based on the driving environment such as the road surface gradient, the presence or absence of corners, the curvature thereof, and the driving. The driver's driving orientation is included. This is because the acceleration of the vehicle changes depending on the state of the traveling road, the acceleration / deceleration operation is performed by the driver depending on the state of the traveling road, and further the acceleration changes due to the acceleration / deceleration operation. The control device according to the present invention is configured to use the indicated sporting degree Iout for controlling the running characteristics of the vehicle. The running characteristics in the control device according to the present invention include output characteristics, acceleration characteristics, braking characteristics, steering characteristics, suspension characteristics, sound characteristics, and the like of the driving force source. These characteristics are the control of the throttle valve 11 described above. The characteristics, the transmission characteristics of the transmission 14, the damping characteristics by the shock absorber 5 in the suspension device 4, the assist characteristics of the assist mechanism 19, and the like 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 indicated sporting degree Iout increases.

  The control device according to the present invention is configured to change the driving characteristics and the chassis characteristics of the vehicle based on the indicated sports degree Iout to obtain the driving characteristics suitable for the driving direction of the driver. As an example of the drive characteristics, the required maximum acceleration rate is obtained based on the indicated sports degree Iout, and the gear ratio or the shift speed is set based on the required maximum acceleration rate. Here, the required maximum acceleration rate defines a marginal driving force. For example, a required maximum acceleration rate of 100% is a state that enables the maximum acceleration that can be generated by the vehicle. Is to set the gear ratio that maximizes the engine speed or the largest gear ratio (the gear ratio on the lowest vehicle speed side). 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 is possible, and an intermediate gear ratio is set for the transmission 14. Further, the required maximum acceleration rate is set in advance for each vehicle or each vehicle type, and the instruction sports degree Iout is for changing the predetermined required maximum acceleration rate (that is, basic characteristics in driving force control). used. Specifically, the basic characteristics are changed so that the driving force increases, that is, the required maximum acceleration rate increases as the instruction sports degree Iout increases. In other words, the amount of change in the basic driving force characteristic is configured to increase in accordance with the increase in the designated sporting degree Iout.

  The chassis characteristics are the vehicle body support characteristics or damper characteristics by the suspension mechanism in the suspension device 4, and the steering characteristics that are the turning amount or the yaw rate with respect to the steering amount. When the indicated sports degree Iout is large, these chassis characteristics Is changed so that the behavior of the vehicle becomes agile. For example, as the indicated sporting degree Iout is larger, the damper characteristic is hardened to suppress the sinking or jumping of the vehicle body. In addition, the steering characteristics are changed so that the steering amount and the turning angle are close to one-to-one and the so-called direct feeling becomes stronger. In other words, the amount of change for changing the support characteristic of the vehicle body to a so-called sporty characteristic is configured to increase in accordance with the increase in the indicated sports degree Iout.

  In this way, by adopting a configuration in which the driving characteristics of the vehicle are changed based on the above-described instruction sporting degree Iout, the driving characteristics of the vehicle can be accurately reflected by reflecting the driving environment of the vehicle, the driver's intention and preferences, and the like. Can be set. In addition, the control device according to the present invention, when the driving characteristic is set for the purpose of preventing or suppressing the control delay in the control for setting the driving characteristic based on the instruction sports degree Iout as described above. Based on the degree of divergence between the target value and the actual value, the instruction sports degree Iout or the target value of the running characteristic is corrected.

  The basic configuration of the correction control is shown in FIG. 1 by a conceptual flowchart. The example shown here focuses on the output characteristics of the engine 9 as the driving characteristics of the vehicle, specifically, the output rotational speed of the driving force source in the present invention, that is, the output rotational speed of the engine 9. This is an example in which the designated sporting degree Iout is corrected based on the degree of deviation between the numerical target value and the actual value.

  In the flowchart of FIG. 1, first, the instantaneous sports degree Iin is calculated from the acceleration generated by the traveling of the vehicle, that is, the traveling state, the accelerator operation amount or the steering amount that changes the vehicle behavior such as the vehicle speed and the traveling direction, and the like. (Step S1). For example, a driving characteristic that facilitates sporty driving when the acceleration of the vehicle (which may be a combined acceleration) is large is set. Specifically, the control characteristics of the engine 9 and the transmission 14 are set so that the driving force becomes relatively large, or the support characteristics (for example, the damper characteristics) of the vehicle body are set to be hard characteristics so that bump rebound is not likely to occur. Is set. On the other hand, for example, when there is information indicating that the road surface μ of the traveling road surface is low, or when the acceleration of the vehicle is small, it is preferable that the driving force of the vehicle is relatively small. The value of the instantaneous sports degree Iin is determined so as to be relaxed or suppressed.

  As described above, the designated sports degree Iout is obtained based on the instantaneous sports degree Iin. That is, the designated sporting degree Iout is calculated based on the value of the instantaneous sportsiness Iin determined in step S1, and the value is determined (step S2).

Next, the required engine speed, that is, the target engine speed Ne _req is calculated (step S3). The target (or required) engine speed Ne _req here is the engine 9 that is set as the target value of the engine speed Ne when the output characteristics of the engine 9 are changed in accordance with the value of the indicated sporting degree Iout. This is the target output rotational speed, that is, the target rotational speed in the present invention.

Further, the operation state of the brake device 7 is detected, or the operation state is determined by calculation (step S4). As described above, when the vehicle 1 is braked by the brake device 7, since acceleration (deceleration) due to the braking is generated in the vehicle 1, the instantaneous sportiness Iin and the indicated sportiness Iout increase accordingly. . As a result, the target engine speed Ne _{req of} the engine 9 is changed to a larger value than before the acceleration is increased by braking, and the actual engine speed Ne increases following the target engine speed Ne _req. Controlled to increase. At this time, when the actual engine speed Ne is controlled to follow the target engine speed Ne _req , a control delay inevitably occurs. For this reason, if the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne is large, the actual engine speed Ne will not be lost even after the braking is finished, that is, even though the driver depresses the brake pedal 8. The engine speed Ne may continue to increase unintentionally. Therefore, the control device according to the present invention is configured to detect the operation state of the brake device 7 in step S4 in order to determine whether or not the vehicle 1 is being braked.

Further, the achievement rate T of the target (or required) engine speed Ne _req is calculated (step S5). Here, the achievement rate T of the target engine rotational speed Ne _req is actually in the braking period for change of the target engine speed Ne _req in the brake period from the start of braking by the brake device 7 until the end of the braking This is the ratio or ratio of the change in the engine speed Ne. As described above, when the braking by the brake device 7 is finished, the control device according to the present invention has a large difference between the target engine speed Ne _req and the actual engine speed Ne, that is, the target engine speed Ne _req. If the difference between the actual engine speed Ne is large when, or if the ratio of the actual engine speed Ne from the target engine rotational speed Ne _req is smaller, the target engine speed Ne _req or command sportiness index Iout, target The engine speed Ne _req is corrected so as to approach the actual engine speed Ne. In this specific example, when the ratio of the actual engine speed Ne to the target engine speed Ne _req is smaller than a predetermined threshold value, the instruction sports degree Iout is corrected. The ratio of the change in the actual engine speed Ne to the change in the target engine speed Ne _req during the braking period, that is, the achievement rate T of the target engine speed Ne _req calculated in step S5 is a predetermined value set in advance. In this example, the instruction sports degree Iout is corrected when it is smaller than the threshold value.

Then, based on the achievement rate T of the target engine speed Ne _req calculated in the above step S5, the designated sporting degree Iout is corrected (step S6). Specifically, when the achievement rate T of the target engine speed Ne _req is smaller than a predetermined threshold value set in advance, the indicated sporting degree Iout is set so that the target engine speed Ne _req approaches the actual engine speed Ne. It is corrected to. Thereafter, this routine is once terminated.

  More detailed control contents of the control example shown in FIG. 1 are shown in flowcharts in FIGS. First, in the flowchart of FIG. 2, as shown in the flowchart of FIG. 1, when the instantaneous sports degree Iin and the designated sports degree Iout are calculated in steps S1 and S2, the required engine speed utilization rate, that is, the target engine speed utilization is calculated. The rate r is calculated (step S301). This target (or required) engine speed utilization rate r is an index determined according to the magnitude of the indicated sporting degree Iout in order to set the output characteristics of the engine 9 reflecting the indicated sporting degree Iout. For example, a map as shown in the frame of step S301 can be set in advance, and the target engine speed utilization rate r corresponding to a predetermined instruction sporting degree Iout can be obtained based on the map. Alternatively, it can be calculated based on a predetermined arithmetic expression set in advance.

Based on the target engine speed utilization rate r obtained in step S301, a target (or required) engine speed Ne _req is calculated (step S302). Specifically, the target engine speed Ne _req is obtained based on the target engine speed utilization rate r and the vehicle speed. This target engine speed Ne _req is a target when changing the output characteristics of the engine 9, that is, the engine speed Ne of the engine 9, based on the indicated sporting degree Iout. set in advance a map that describes the maximum engine speed Ne _max as shown in, that determine a target engine rotational speed Ne _req corresponding to a predetermined vehicle speed and the target engine speed utilization r based on the map it can. Alternatively, it can be calculated based on a predetermined arithmetic expression set in advance.

  Subsequently, the operation state of the brake device 7 is detected and determined. Specifically, in the flowchart of FIG. 3, it is determined whether or not the operating state of the brake device 7 is the brake on this time and the brake off the previous time (step S401). That is, whether or not the brake switch of the brake device 7 is OFF when the previous routine is executed and whether or not the brake switch of the brake device 7 is ON when the current routine is executed, in other words, when the current routine is executed. It is determined whether the brake pedal 8 is depressed and braking by the brake device 7 is started.

The brake switch of the brake device 7 is OFF at the time of execution of the previous routine, and the brake switch of the brake device 7 is turned ON at the time of execution of the current routine, that is, by the brake device 7 at the time of execution of the current routine. If the determination in step S401 is affirmative due to the start of braking, the process proceeds to step S402, where the actual engine speed at that time is the engine speed Ne _bon at the start of braking by the brake device 7. Remembered. Then, the process proceeds to next Step S403. On the other hand, the brake switch of the brake device 7 was ON when the previous routine was executed, or the brake switch of the brake device 7 was still OFF when the current routine was executed, that is, the execution of the current routine In some cases, if the brake device 7 has not started braking, and if a negative determination is made in step S401, step S402 is skipped, that is, the control of step S402 is not performed, and the process proceeds to the next step S403. .

  In step S403, it is determined whether or not the operating state of the brake device 7 is brake-off this time and brake-on last time. That is, whether or not the brake switch of the brake device 7 is ON at the time of execution of the previous routine and whether the brake switch of the brake device 7 is OFF at the time of execution of the current routine, in other words, at the time of execution of the current routine. It is determined whether the depression of the brake pedal 8 is released and braking by the brake device 7 is finished.

When the previous routine is executed, the brake switch of the brake device 7 is ON, and when the current routine is executed, the brake switch of the brake device 7 is OFF, that is, when the current routine is executed, the brake device 7 If the determination in step S403 is affirmative due to the end of braking, the process proceeds to step S404, where the actual engine speed at that time is the engine speed Ne _boff at the end of braking by the brake device 7. Remembered. Then, the process proceeds to the next step S501. On the other hand, the brake switch of the brake device 7 is OFF at the time of execution of the previous routine, or the brake switch of the brake device 7 is still ON at the time of execution of the current routine, that is, execution of the current routine. At this time, if the determination by step S403 is negative because the braking by the brake device 7 has not ended, step S404 is skipped, that is, the control of step S404 is not performed, and the process proceeds to the next step S501. .

In step S501, the achievement rate T of the target (or required) engine speed Ne _req is calculated. Percent T of the target engine speed Ne _req is in its braking period for change of the target engine speed Ne _req in the brake period from the start of braking by the brake device 7 until the end of the brake as described above This is the ratio or ratio of the actual change in the engine speed Ne.
Achievement rate _{T = (Ne boff -Ne bon)} / (Ne req -Ne bon)
Is calculated as

When the achievement rate T of the target engine speed Ne _req is obtained, it is determined whether or not the achievement rate T of the target engine speed Ne _req is smaller than a preset threshold value X in the flowchart of FIG. Step S502). The threshold value X is a predetermined value set to determine the degree of deviation between the target characteristic and the actual traveling characteristic in the present invention, that is, the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne. Is the value of In this specific example, as described above, the degree of deviation is determined based on the achievement rate T which is the ratio of the change in the actual engine speed Ne during the braking period to the change in the target engine speed Ne _req during the braking period. Therefore, when the achievement rate T is smaller than the threshold value X, the value of the threshold value X is set in advance so as to determine that the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne is large. .

Therefore, if the achievement rate T of the target engine speed Ne _req is equal to or greater than the threshold value X, a negative determination is made in step S502, the routine is temporarily terminated without performing the subsequent control. If achievement rate T of the target engine rotational speed Ne _req is equal to or more than the threshold X is, degree of deviation between the actual engine speed Ne and the target engine speed Ne _req can be judged to be sufficiently small. In other words, in the present invention, when the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne, that is, the degree of deviation between the target characteristic and the actual running characteristic is small, the control for correcting the indicated sports degree Iout is performed. In other words, the present invention is configured not to execute the control for correcting the target characteristic or the index. By doing so, control hunting can be prevented or suppressed, and the target characteristics that are corrected and reduced to approach actual driving characteristics are also prevented or suppressed from being reduced more than necessary. be able to.

On the other hand, if the achievement rate T is smaller than the threshold value X and the determination in step S502 is affirmative, the process proceeds to step 601, and the engine rotation utilization rate s is calculated. This engine speed utilization factor s is the ratio or ratio of the actual (or current) actual engine speed Ne to the aforementioned maximum engine speed Ne _max . Specifically,
Engine rotation utilization factor s = Ne / Ne _max
Is calculated as

  When the engine rotation utilization factor s is obtained, a correction value for the indicated sporting degree Iout is calculated based on the engine rotation utilization factor s (step S602). Specifically, a map showing the relationship between the engine rotation utilization rate s and the correction value of the designated sporting degree Iout as shown in the frame of step S602 is set in advance, and the designated sporting degree is based on the map. A correction value of Iout can be obtained. Alternatively, it can be calculated based on a predetermined arithmetic expression set in advance.

Thus, in accordance with the magnitude of the engine rotational utilization s calculated on the basis of the actual engine speed Ne and the maximum engine speed Ne _max, by the correction value of the command sports index Iout is set, the target The instruction sporting degree Iout can be corrected so that the engine speed Ne _req approaches the actual engine speed Ne. For example, when the actual engine speed Ne is relatively close to the maximum engine speed Ne _max and therefore the engine speed utilization rate s is relatively close to 1, the correction value of the indicated sports degree Iout is a relatively large value. As a result, the instruction sporting degree Iout is set such that the target engine speed Ne _req is relatively changed (lowered) so as to approach the actual engine speed Ne. On the other hand, when the actual engine speed Ne is relatively far from the maximum engine speed Ne _max and therefore the engine speed utilization rate s is relatively close to 0, the correction value of the indicated sports degree Iout is relatively small. As a result, the indicated sporting degree Iout is set such that the target engine speed Ne _req is relatively greatly changed (lowered) so as to approach the actual engine speed Ne.

  Then, based on the correction value of the designated sporting degree Iout calculated in the above step S602, the designated sporting degree Iout is corrected (step S603). That is, the correction value of the designated sporting degree Iout calculated in step S602 is set as a new designated sporting degree Iout in this control. Thereafter, this routine is once terminated.

As described above, according to the control device of the present invention, the vehicle 1 including, for example, power characteristics, steering characteristics, suspension characteristics, and the like based on the traveling state of the vehicle 1 such as the acceleration of the vehicle 1 and the driving operation of the driver. The designated sporting degree Iout is obtained as an index for setting the running characteristic of the vehicle, and the running characteristic of the vehicle 1 (the target engine speed _{Nereq in the} above specific example) is changed according to the designated sporting degree Iout. Therefore, the driving characteristics of the vehicle 1 can accurately reflect the actual behavior of the vehicle 1, the driver's preference, driving intention, and the like. When the travel characteristics of the vehicle 1, specifically, the target engine speed Ne _req is changed, the target characteristics, that is, the target characteristics, are set as the target (or required) travel characteristics based on the indicated sports degree Iout. The engine speed Ne _req is set, and control is performed so that the actual engine speed Ne follows the target engine speed Ne _req . At this time, if the difference between the target engine speed Ne _req and the actual engine speed Ne is large, the indicated sports degree Iout or the target engine speed Ne _req itself is corrected, and the target engine speed Ne _req is further increased. It is set to be a value close to the actual engine speed Ne. Therefore, at the time of executing the control for changing the running characteristics of the vehicle 1 based on the indicated sporting degree Iout, the control delay due to the large difference between the target engine speed Ne _req and the actual engine speed Ne is prevented or suppressed. Can do. As a result, driver satisfaction and drivability can be improved.

It should be noted that when the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne is small, the control for correcting the indicated sporting degree Iout as described above is not executed. Therefore, control hunting can be prevented or suppressed, and the target engine speed Ne _{req that} is corrected and reduced to approach the actual engine speed Ne is prevented from being unnecessarily lowered. can do.

Further, when the target engine speed Ne _req of the vehicle 1 is set based on the indicated sports degree Iout as described above, the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne, that is, in the embodiment, the target engine when the ratio of the rotational speed Ne _req actual engine speed Ne relative to is less than the threshold X which is set in advance, the target engine speed Ne _req more actual engine speed value close to Ne The designated sports degree Iout is corrected so that Therefore, the control delay due to the large difference between the target engine speed Ne _req and the actual engine speed Ne is appropriately performed when the control for changing and setting the running characteristics of the vehicle 1 based on the instruction sporting degree Iout is executed. It can be prevented or suppressed.

In particular, when the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne is determined based on the ratio of the actual engine speed Ne to the target engine speed Ne _req as described above, the braking device 7 At the end of braking, when the degree of deviation between the target engine speed Ne _req and the actual engine speed Ne is large, that is, when the ratio of the actual engine speed Ne to the target engine speed Ne _req is smaller than the threshold value X. The indicated sports degree Iout is corrected so that the target engine speed Ne _req becomes a value closer to the actual engine speed Ne. Here, when the vehicle 1 is braked by the brake device 7, acceleration (or deceleration) is generated in the vehicle 1 due to the braking, so that the indicated sporting degree Iout increases, resulting in the target engine speed Ne _req. However, it is changed to a higher value than before acceleration increases due to braking. At this time, the actual engine speed Ne to follow the target engine rotational speed Ne _req is increased, the degree of deviation between the actual engine speed Ne with the target engine rotational speed Ne _req is high, in fact Due to an unavoidable control delay when changing the engine speed Ne, the actual engine speed Ne may increase against the driver's intention even after the end of braking.

Therefore, when the braking by the brake device 7 is finished, the ratio of the change in the actual engine speed Ne in the braking period to the change in the target engine speed Ne _req in the braking period from the start to the end of the braking is predetermined. When the value is smaller than the threshold value X, the instruction sports degree Iout is corrected so that the target engine speed Ne _req becomes a value closer to the actual engine speed Ne. Therefore, it is possible to prevent or suppress the unintended increase in the engine rotational speed Ne as described above due to the large degree of deviation between the target engine rotational speed Ne _req and the actual engine rotational speed Ne at the end of braking.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 2 ... Front wheel, 3 ... Rear wheel, 4 ... Suspension device, 5 ... Shock absorber, 6 ... Motor, 7 ... Brake device, 8 ... Brake pedal, 9 ... Internal combustion engine (engine), 11 ... Throttle valve, DESCRIPTION OF SYMBOLS 12 ... Actuator, 13 ... Accelerator pedal, 14 ... Transmission, 16 ... Steering mechanism, 17 ... Steering wheel, 18 ... Steering linkage, 19 ... Assist mechanism, 20 ... Wheel speed sensor, 21 ... Accelerator opening sensor, 22 ... Brake Switch sensor 23 ... Throttle opening sensor 24 ... Engine speed sensor 25 ... Output shaft speed sensor 26 ... Steering angle sensor 27 ... Longitudinal acceleration sensor 28 ... Lateral acceleration sensor 29 ... Yaw rate sensor 30 ... Electronic control unit (ECU).

Claims (7)

In a control apparatus for a vehicle configured to obtain an index based on a traveling state of the vehicle and change a traveling characteristic of the vehicle according to the index,
A target characteristic that is set when changing the driving characteristic is set based on the index, and a driving characteristic control unit that controls the target characteristic to follow the actual driving characteristic;
Target characteristic correction means for correcting the target characteristic or the index so that the target characteristic approaches the actual traveling characteristic when the difference between the target characteristic and the actual traveling characteristic is large;
The vehicle control apparatus characterized by the above-mentioned.   The target characteristic correcting means is configured such that a difference between the target characteristic and the actual traveling characteristic is larger than a preset threshold value, or a ratio of the actual traveling characteristic to the target characteristic is smaller than a preset threshold value. The vehicle control device according to claim 1, further comprising means for executing the correction. Means for detecting the operating state of the braking device of the vehicle,
The travel characteristics include an output rotational speed of a driving force source of the vehicle,
The target characteristic includes a target rotational speed that is a target when the output rotational speed is changed,
The target characteristic correcting means is configured such that at the end of the braking after the braking by the braking device, the difference between the target rotational speed and the actual output rotational speed is greater than a preset threshold value, or Means for performing the correction when the ratio of the actual output rotational speed to the target rotational speed is smaller than a preset threshold value;
The vehicle control device according to claim 1, wherein the control device is a vehicle control device.   The target characteristic correcting means presets a ratio of a change in the actual output speed during the braking period to a change in the target speed during the braking period from the start of braking to the end of the braking. The vehicle control device according to claim 3, further comprising means for executing the correction when it is smaller than a threshold value.   5. The index according to claim 1, wherein the index includes an index obtained based on a combined acceleration obtained by combining a longitudinal acceleration component in the longitudinal direction of the vehicle and a lateral acceleration component in the axle direction of the vehicle. The vehicle control device described in 1.   The index is an index obtained by making the degree of change in the running characteristic based on the change in the acceleration direction of the longitudinal acceleration component larger than the degree of change in the running characteristic based on the change in the deceleration direction of the longitudinal acceleration component. The vehicle control device according to claim 5, comprising:   The index includes an index obtained by making a degree of change in the running characteristic based on the change in the longitudinal acceleration component larger than a degree of change in the running characteristic based on the change in the lateral acceleration component. The vehicle control device according to claim 5 or 6.

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