JP2593488B2 - Vehicle motion characteristics control method - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial Application Field) The present invention relates to a vehicle that controls the motion characteristics of a vehicle body in three directions, front, rear, up, down, left, and right, according to a driver's operation state of the vehicle. The present invention relates to a method for controlling the movement characteristics of a vehicle.

(Prior Art) Recently, various methods have been proposed for optimally controlling the movement of a vehicle. For this reason, there are many methods in which the characteristics of various devices related to the movement of a vehicle body can be changed. ing.

For example, there is a suspension in which a damping force of a hydraulic shock absorber can be changed, or a suspension in which a spring is an air spring and a spring constant or a vehicle height thereof can be changed.

In addition, many automatic transmissions are designed to be able to change the shift characteristics, and among them,
As disclosed in Japanese Patent Application Laid-Open No. Sho 62-56657, there is an apparatus in which a shift characteristic is changed according to a distribution state of shift data.

Further, there has been proposed an engine in which the throttle opening is electromagnetically controlled based on a predetermined throttle characteristic, while the throttle characteristic can be changed.

Furthermore, in the case of brakes, the braking force is prevented from being excessive by preventing the braking force from being excessive, as is called ABS, or slipping of the driving wheels with respect to the road surface is called as traction control. In some cases, the rate is controlled to be optimal.

In addition to this, there is also a steering system in which the boosting characteristic of the steering force is changed, or the steering characteristic can be set more optimally by steering not only the front wheels but also the rear wheels.

(Problems to be Solved by the Invention) By the way, the driver actively generates a change in the behavior of the vehicle body by operating the vehicle, in particular, by operating the accelerator, the brake, and the steering. The operation state of the accelerator or the like is finely adjusted. In other words, the driver detects a change in the behavior of the vehicle in the form of a bodily sensation and feeds back the operation state to the vehicle. From such a viewpoint, if the vehicle body shows a behavior, that is, a motion required by the driver with respect to the operation state of the vehicle by the driver, the vehicle matches the driver's requirement. That is, when the driver performs a certain operation on the vehicle and the resulting change in the behavior of the vehicle body is as required by the driver, it is of course unnecessary to finely correct the certain operation. In addition, a great effect is produced, such as ease of driving and reduction of driving fatigue.

Ultimately, the change in the behavior of the vehicle described above appears as driving characteristics in the front-rear direction, the vertical direction, and the left-right direction of the vehicle body. It will be evaluated whether it is a behavior change.

From this point of view, when considering the above-mentioned various conventional methods, all of them can only control the movement of a certain part of the vehicle body by itself, and the movement characteristics in the above three directions are comprehensively considered. It cannot be said that it is controlled at all. In particular, controlling the movement of a certain part of the vehicle body means that the result of this control affects not only the certain part but also other parts, and if this is considered as the movement of the whole vehicle body, it will be the driver's will. There is even a tendency that may be incompatible.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and provides a vehicle motion characteristic control method in which a vehicle body performs a preferable overall motion according to a driver's operation state on the vehicle. It is in.

(Means for Solving the Problems and Functions) In order to achieve the above-mentioned object, the present invention provides three directions of the vehicle body in the vertical direction, the vertical direction, and the horizontal direction according to the operation state of the vehicle by the driver. First, set a target value for exercise, and to achieve this target value,
A plurality of plants controlling each of the three directions are controlled. Specifically, as shown in FIG. 19, a plurality of vehicle operation states by a driver that gives a change in behavior to the vehicle are detected, and each of the plurality of vehicle operation states is front-back, up-down,
The correlation of the degree of influence on the movement in the three directions of left and right is set in advance, and based on the correlation, the front and rear of the vehicle according to the plurality of detected vehicle operation states,
Set the respective movement target values in three directions of up, down, left and right, and based on the respective movement target values in the three directions, a control target value for the first plant that mainly controls the movement in the front and rear direction, and the movement in the up and down direction mainly The second that governs the target value
A control target value for the plant and a control target value for the third plant that mainly governs the horizontal movement are set, and the first, second, and third plants are controlled using the corresponding control target values. There is such a configuration.

With such a configuration, it is possible to obtain preferable vehicle body motion characteristics corresponding to the driver's operation state with respect to the vehicle.

The above three-directional motion characteristics can be embodied as wheel characteristics, so that the front-rear, up-down, left-right characteristics of the wheel can be controlled.

Therefore, a typical plant that mainly governs the above-described longitudinal movement is a drive system that applies torque to drive wheels, that is, a transmission, a clutch (torque converter), etc., including an engine as a torque generation source. On the contrary, there is a brake for absorbing the torque to the drive wheels.

A typical example of a plant that mainly controls the above-mentioned vertical movement is a suspension, and for example, a damping force, a spring constant, a wheel stroke (vehicle height adjustment), and the like can be controlled.

Furthermore, a typical example of a plant that mainly controls the above-mentioned left-right movement is a steering. In this case, it is also effective to control a rear wheel turning ratio by four-wheel steering.

(Example) Hereinafter, an example of the present invention will be described with reference to the attached drawings.

1. Outline of Vehicle and Plant First, referring to FIG. 1, an example of a vehicle (automobile) and an example of a plant that governs the motion characteristics of the vehicle body will be described. In FIG. 1, power from an engine 1 is transmitted to a center differential (torque split) 4 via a clutch or a torque converter 2 and an automatic transmission 3. One of the powers distributed back and forth by the center differential 4 is transmitted from the front wheel differential 5 to the right drive shaft 6R.
And transmitted to the right front wheel 7R via the left drive shaft 6C. The other of the power distributed back and forth by the center differential 4 is the rear wheel operating device 8.
Thus, the power is transmitted to the right rear wheel 10R via the right drive shaft 9R, and transmitted to the left rear wheel 10L via the left drive shaft 9L.

Each drive shaft 6R, 6L, 9R, 9L is provided with a brake 21R, 21L, 22R or 22L, respectively, and a brake pipe 24 for connecting a brake pedal 23 and these brakes.
For R, 24L, 25R or 25L, hydraulic pressure adjustment valve 26R, 26
L, 27R or 27L is provided. This hydraulic pressure control valve 2
6R, 26L, 27R, 27L are TRC (Traction Control)
And ABS (anti-lock brake system). That is, the brake fluid pressure is adjusted (mainly reduced) so that the wheels do not lock during braking, and the brakes are applied to prevent the wheels from slipping too much on the road surface during non-braking. The purpose is to adjust (mainly pressurize) the fluid pressure.

Further, suspensions 28R, 28L, 29R or 29L are interposed between the drive shafts 6R, 6L, 9R, 9L and the vehicle body B, respectively. Each of these suspensions
It is composed of a hydraulic shock absorber 30 and a spring 31, and at least the damping force of the shock absorber 30 can be adjusted. If necessary, the spring 31 is used as an air spring, and its spring constant, vehicle height (wheel stroke) and Is adjustable.

On the other hand, the front wheels 7R and 7L are steered by a front wheel steering system 34 including the steering 32. Further, the rear wheels 10R, 10L are steered by a rear wheel steering system 34, and the front wheels of the rear wheels 10R, 10L are
The steering ratio with respect to 7R and 7L is adjusted to have predetermined characteristics.

Here, three directions of movement of the vehicle body B are shown in FIG. In FIG. 2, the X width is the front-back direction, the Y axis is the left-right direction, and the Z width is the up-down direction. And gx
Indicates the longitudinal acceleration, gy indicates the lateral acceleration, gz indicates the vertical acceleration, and φ, θ, and を indicate the moment around each axis, where φ is roll, θ is pitching, ψ Is to be yaw.

The following plants govern the movement of the vehicle A in three directions, that is, the front-back direction, the up-down direction, and the left-right direction. First, it is the plant that governs the driving force on the wheels that mainly governs the longitudinal movement, and all the devices of the driving system for providing the driving force, that is, the engine 1,
There is a clutch 2 and a transmission 3. In addition, there are brakes 21R, 21L, 22R, 22L (hydraulic pressure control valves 26R, 26L, 27R, 27L) as plants that absorb the driving force. In particular, the accelerator
Adjustment of the engine load (for example, adjustment of the opening of the throttle valve 36) in accordance with the operation of 35 is desirable because the adjustment range is large and the driving force can be finely adjusted.

Next, suspensions 28R, 28L, 29R, 29L are the plants that mainly govern the vertical movement (damping force, spring constant or vehicle adjustment).

Further, as a plant that mainly governs the left-right movement, there are front and rear steering systems 32 and 33. More specifically, the actual steering angles of the front wheels 7R and 7L are adjusted in accordance with the steering angle of the steering 32 by the front wheel steering system 33, or the steering ratio of the rear wheels to the front wheels is changed by the rear wheel steering system 34 (particularly, Yaw rate correction).

The controller 制 御 for controlling such a plant, the first
In the figure, reference numerals 41 to 53 enclose with a double frame line. Each of these controllers 41 to 53 controls a plant to be controlled in order to achieve a control target value set by the central controller U as described later. Of course, the central controller U detects the accelerator 35, the brake pedal 23, the steering 32
In addition to the signal indicating the operation state of the axle, a signal from the gyro for detecting the actual movement state of the axle before and after, up and down, and left and right is input.

The central controller U does not need to control all of the controllers 41 to 53 (output of control target values) for each plant shown in FIG. 1, and at least one controller is provided for each of the three directions of front, rear, up, down, left and right. May be controlled as long as it is controlled. In addition, the plant that governs such a motion is, for example, when the center differential 4 and the front and rear actuators 5 and 8 are of a type that can adjust the torque distribution ratio,
These can also be control targets.

Operation State, Exercise Target Value, Running State, and Psychological Evaluation FIG. 3 shows the exercise characteristic shown in (A), the operating state shown in (B), the running state shown in (C), and the running state shown in (D). The correlation with the indicated driver's psychological evaluation is shown. The motion characteristics shown in the above (A) include front-back (X-axis), left-right (Y
Axis) and up and down (Z axis) directions, an acceleration g characteristic and a moment M characteristic are set, and the characteristics of g and M are set as steady and differential.
The type has been set. As the operation states shown in (B), two types of operation amounts and operation speeds are set for each of the accelerator, brake, and steering, for a total of six types. Further, the driving state of (C) is classified into suburban, city, and traffic congestion, and each of them is classified into two types, that is, a straight road and a curved road. , Climbing (climbing), subdivided into two types, a total of 12
The type has been set. The psychological evaluation shown in (D) is roughly classified into three categories, ie, a feeling of acceleration, a feeling of stability in driving, and a feeling of deceleration, and further classified into these major categories such as response and rising.

In FIG. 3, in FIG. 3B, among the factors that affect the motion characteristics of the operation state, those having a strong degree are indicated by “◎”, those having a medium degree are indicated by “○”, and those having a small degree are indicated by “○”. Is indicated by “△”. Specifically, focusing on the accelerator operation amount in (B), the position of the portion marked with “◎” is directly applied to the position of the portion of the motion characteristic (A) immediately below. Means that the g characteristic in the front-rear direction has a particularly large effect on the steady state. The same applies to the brake operation amount in the sense that the g characteristic in the front-back direction has a particularly large effect on the steady state. Looking at the relationship between the operation state and the motion characteristics shown in FIG. 3B, it is understood that the accelerator and the brake particularly have a large effect on the motion characteristics in the front-rear direction, It is understood that the steering has a large influence on the vehicle, and that the accelerator, the brake, and the steering have a large effect on the vertical direction.

On the other hand, looking at the motor characteristics shown in (A) and the psychological evaluation contents shown in (D), for example, the response of the acceleration sensation is the g-characteristic in the front-back direction, each derivative of the M-characteristic, and the g-characteristic steady in the up-down direction. This has a large influence, and indicates that the steady state of the M characteristic in the left and right direction has a large effect on the straightness of the steering stability.

Regarding the running state and the psychological evaluation shown in FIG. 7C, for example, when going up a curve in a suburb, a response is required for a feeling of acceleration and a straightness is required for a feeling of maneuvering stability. Out of which the straightness is required. The degree of response request (weighting) and the like among these feelings of acceleration are shown by a line graph in the column (D), taking the case of traveling outside the city as an example. The higher the value, the higher the request level (higher weight). In the following description, a case is shown in which a driver's psychological evaluation is also performed in accordance with an operation state (for example, whether the vehicle is in a steady running state, a following running state, or an overtaking state) in addition to the running state. However, the psychological evaluation in this case is performed in the same manner as the psychological evaluation of the driving state described above (in this case, the degree of the driver's request is adjusted between the driving state and the operation state).

By summing up the above, based on the correlation between the operation state of (B) and the movement characteristic of (A), a basic movement target value of the movement characteristic is set from this operation state (the setting column for this is set to 3 (A) '). The basic exercise target value is corrected while taking into account psychological evaluation according to the running situation (if necessary, in addition to the operation situation described above), and the corrected exercise target value is finally obtained. The exercise target value is set (this final exercise target value setting column is shown in FIG. 3 (E)).
Column).

Needless to say, FIG. 3 shows only an example.

FIG. 4 is a block diagram showing a motion characteristic control to which the present invention is applied.
Referred to as

First, in B2, basic exercise target values are set in three directions of front, rear, up, down, left and right in accordance with the operation state of the accelerator (brake) and steering of the driver (driver) in B1. In the case of FIG. 3, a total of 12 types of exercise target values are set as described above ((A) ').
Field). The setting of the basic exercise target value is performed by one type of simulation while referring to the vehicle body identification model in B3. That is, taking into account the relationship between (A) and (B) in FIG. 3, experimentally or logically, how the motion characteristics of the vehicle body change when changing from one operation state to another operation state is considered. Is set as the vehicle body identification model of B2.

The basic exercise target value in B2 is corrected in B4 in consideration of the driver evaluation model in B5, that is, the psychological evaluation of the driver. This is performed in order to correct a slight change in the motion characteristics required by the driver due to a difference in the running state or the like even in the same operation state ((A), (C) in FIG. 3). (D) relationship).

The exercise target value after the correction in the above B4, in B6,
By referring to the wheel identification model of B15 and by a kind of simulation, it is converted as a movement target value for the wheel. That is, the target movement value of the vehicle body is ultimately determined by the movement characteristics of the wheels in contact with the road surface. Therefore, by setting the front-back, up-down, left-right movement characteristics of the wheels to predetermined ones, , Up, down, left and right motion characteristics are determined.

The wheel movement target value in B6 is converted as a control target value for each plant in B7. That is,
Based on each exercise target value before and after, up and down, left and right,
Control target values are set for a plant mainly governing the longitudinal movement of the vehicle (eg, engine and brake), a plant mainly governing the longitudinal motion (eg, suspension), and a plant mainly governing the lateral motion (eg, steering). Is done. Of course, the setting of the control target value for each plant is performed in consideration of the influence of the change of the control target value for a certain plant on the motion characteristics mainly controlled by another plant.

The control target value set in B7 is controlled by a plant controller (41, 48, 52, etc. in FIG. 1) indicated in B8 in accordance with the control target value (in B8 in FIG. 4, One of the plants is shown as a representative). The control by the controller indicated by B8 shows a case where feedback control (for example, PI-PD control) including both series compensation indicated by B8-1 and negative feedback compensation indicated by B8-2 is performed. The result of the control by the controller appears as the motion characteristics of the vehicle body, and the actual motion characteristics that have appeared are detected by the gyro. The quality of the control by the controller shown in B8 is determined by the plant check in B9. this
In the plant check in B9, the state of the transfer function of the plant is estimated based on the plant operation amount and the plant characteristics. As one response to the result of the plant check, the control is corrected by the controller in B8 by the model evaluation in B10. For example, when the steady-state deviation is large or when the response speed is small, B8-1
When the vibration increases due to the control, the negative feedback compensation of B8-2 is increased. In addition, as another response to the plant check at B9, the body identification model at B3 is modified by modifying the model at B10 (to optimize the plant control as an intermediate stage to achieve the motion target value) Of the vehicle body identification model from the viewpoint of

The correction of the vehicle body identification model is also performed by correcting the vehicle body model in B12. That is, the actual motion characteristics of the vehicle body detected by the gyro are checked by the vehicle body check in B11, and according to the result of the vehicle body check in B12.
Will be corrected. In other words, while the model correction in B10 is made from the viewpoint that the control of the plant itself is more optimized, the correction in B12 finally appears as a result of the control for achieving the movement target value. This is performed from the viewpoint of matching the actual motion characteristics of the vehicle body with desired motion characteristics as much as possible. The modification of the identification model is, in the end, to bring the vehicle body identification model set in B3 closer to the actual vehicle body. More specifically, for example, the body identification model in B3 is modified in response to changes in the actual body characteristics caused by aging, changes in the load weight, etc. Correction is made so that the difference from the vehicle body identification model is reduced.

The driver evaluation model (driver's psychological evaluation) in B5 described above is based on B1 based on the motion characteristics detected by the gyro.
Based on the judgment of the driving state in 3 (for example, distinction between suburbs, the city, traffic congestion, etc.) and the operation state in B14 where the driver operation of B1 is input (for example, distinction between steady driving, overtaking, and following driving) It is determined.

4. Details of Control The control shown in a block diagram in FIG. 4 is specifically performed based on the flowcharts (P in the figure indicates steps) shown in FIG. 5 to FIG. 10 and FIG. FIG. 5 shows the main flow, and details of important parts of the steps are shown in other flowcharts.

5 (main) In FIG. 5, first, after the entire system is initialized in P1, an input of an operation by a driver in P2 (corresponding to B1 in FIG. 4) and a vehicle body characteristic input in P3 ( 4th
Gyro detection in the figure), plant operation status input at P4 (input of plant usage range, torque, rotation speed, etc.)
This is also used for feedback control in FIG. 4 and for plant check in B9). After this,
Setting of the vehicle target at P5 (corresponding to B2 and B3 in Fig. 4)
Judgment of driver operation state in P6 (corresponding to B14 in FIG. 4), P
7 (equivalent to B13 in FIG. 4), correction of the vehicle body target in P8 (corresponding to B4 and B5 in FIG. 4), setting of the wheel target in P9 (B6 and B15 in FIG. 4) ), And a plant target is set at P10 (corresponding to B7 in FIG. 4). further,
Plant control at P11 (corresponding to B8 in FIG. 4), plant check at P12 (corresponding to B9 and B10 in FIG. 4), body check at P13 (corresponding to B13 in FIG. 4), and P14 Of the vehicle body identification model (corresponding to B3, B10, and B12 in FIG. 4) and the plant identification model in P15 (corresponding to B10 in FIG. 4) are performed.

Setting of Wheel Target (FIG. 6) The details of FIG. 5 P5 are made according to the flowchart of FIG.

In FIG. 6, first, at P11, an accelerator operation α (k), a brake operation B (k), and a steering operation S (k) are input by the driver. Thereafter, how the wheel characteristics change in accordance with the operation state in P11 is determined in P12, and subsequently, in P13, the vehicle body target is determined based on the wheel characteristics predicted to change in P12.

The equations P12 and P13 show the following equations (1) and (2) in a specific manner. The following X, P, C, Q
Indicates a matrix.

X (k + 1) = PX (k) + QU (k) (1) Y (k + 1) = CX (k + 1) (2) Y (k): current vehicle target Y (k + 1): new vehicle target U (K): Driver operation X: Wheel characteristics P: Replacement coefficient (for wheel characteristics of vehicle body identification model) Q: Replacement coefficient (for driver operation of vehicle body identification model) C: Replacement coefficient (for wheel → body conversion of vehicle body identification model) K: time (one time before k + 1) k + 1: time (one time after k) Needless to say, P, Q, and C are logically or experimentally obtained and stored as a vehicle body identification model.

"N" in the equation shown in P12 corresponds to the number of wheel target values. For example, in each of the front, rear, up, down, left, and right directions in FIG. Is set, while there are a total of 12 types of target values for one wheel, while there are four wheels, this n is 48.

Here, the modification of the vehicle body identification model at B10 and B12 in FIG. 4 is performed by modifying the above-mentioned replacement coefficients P, Q and C.

It should be noted that the setting of the vehicle body target can be more clearly understood by referring to the description of the setting of the wheel target described later, which is also a kind of simulation.

Correction of Body Target (FIG. 7) Details of P8 in FIG. 5 are made according to the flowchart in FIG.

In FIG. 7, a determination of a traveling state described later (see FIG.
6) and the driver's evaluation based on the results of the determination of the driver's operation state (P7 in FIG. 5), in P21, the degree of request such as the rising of the feeling of acceleration or the response is previously obtained as weighting Wl... Wi in P21. (I corresponds to the number of evaluation items such as the above-mentioned rise and response),
Using this weighting, according to the equation shown in FIG. 7 P22, the correction coefficients cyl. (Meaning coefficient). .. Yn (k + l)... Yn (k +) obtained in FIG.
Based on 1), the corrected vehicle target Yl... Yn is determined in accordance with the equation shown on P23.

Setting of Wheel Target (FIG. 8) The details of P9 in FIG. 5 are made according to the flowchart shown in FIG.

The setting of this wheel target uses a wheel identification model,
It is determined according to the formula shown in P31. To explain this rolling in detail, first, at time (k), the wheel characteristics are F1, F2,.
... Fn, how the wheel characteristics change at time (k + 1) is set (stored) as a wheel identification model in advance by experiments or the like. Based on the data as the wheel identification model, yl (k + 1) is a dependent variable, yl (k) and F1 (k), F2 (k) ...
· Fn (k) independent variables and multiple regression equation _{(3) y 1 (k +} 1) = A 1 y 1 (k) + B 1 F 1 (k) + ··· + Q 1 F n (k) ···
(3) is obtained. Similarly, an expression similar to the above expression (3) is obtained for y2 (k + 1) to yn (k + 1). The equations obtained in this way are shown in P31 in FIG.

The equation at P31 in FIG. 8 is also a specific expansion of the following equation (4), where F, Y, R, Q
Indicates a matrix.

F (k): target of each wheel Y (k): target of vehicle body (Yl ..
.., Yn) R, Q: Replacement coefficients obtained by the vehicle body identification model Note that F (k) is specifically set as a driving force (braking force), a lateral force, and a vertical force of the wheels. Of course, Figure 8 P3
As is evident from the equation shown in FIG. 1, the effects on the vehicle body characteristics are developed including their mutual relations, so that the wheel characteristics are set as appropriate wheel targets that do not interfere with each other.

Setting of plant target (FIG. 9) The details of FIG. 5 P10 are made according to the flowchart shown in FIG.

First, in P41, the control target value of the steering is set as the target steering angle. This setting is set as the sum of the respective functions of the lateral force and the braking / driving force among the wheel targets.

Next, in P42, the target setting of the suspension is performed. That is, the target wheel constant is set with the target spring constant and the target damping force. The target steering angle is set, for example, as the sum of a function of the vertical speed of the wheel target and a function of the vertical acceleration. The target damping force is also set as the sum of the function of the vertical speed of the wheel target and the function of the vertical acceleration. Further, the target wheel stroke is set as the wheel target itself (vehicle height).

Finally, in P43, a control target value for the power plant system is set. For example, the target braking force is set as a function of the target braking force among the wheel targets. Further, the target gear ratio of the transmission is set as a function of the target driving force and the target braking force. Further, the target throttle opening is set as a function of the target driving force, the target gear ratio, and the engine speed. In P43, for example, when the deviation from the target is large, it is dealt with by changing the gear ratio of the transmission, and when the target difference between left and right or front and back is large, or when the target sharply decreases, it is dealt with by brake control.

Judgment of driving state (FIGS. 10 to 14) The details of FIG. 5 P7 are made according to the flowchart shown in FIG. For example, the following distances D, required time T from start to stop, and maximum vehicle speed V are used as parameters for this determination. Entered in P51. This D,
FIGS. 11 to 13 show the degree of conformity between T and V for suburbs and congestion (the city fits between suburbs and congestion).
FIG. That is, the relationship between the maximum vehicle speed V and the map shown in FIG. First, the characteristic line F is used for a suburb, and the characteristic line N is used for a traffic jam. The characteristic line F indicates that the inter-vehicle distance D is 20 m
In the above case, the suitability for suburban driving is “1.0” (100
%), And when D is 5 m or less, the degree of conformity to congestion traveling is set to “1.0”. Then, in a region where D is between 5 and 20 m, in the characteristic line F, as the inter-vehicle distance D becomes smaller, the adaptability to the suburbs decreases linearly, and when it is 5 m, the adaptability to the suburbs is set to “0”. On the other hand, in the characteristic line N, contrary to the characteristic line F, the adaptability to the traffic congestion decreases linearly as the inter-vehicle distance D increases, and the adaptation to the traffic congestion at 20 m is “0”. 11 and 13 are also set from the same viewpoint as described above, and the characteristic line H in FIG. 11 and the characteristic line 1 in FIG. The line L and the characteristic line s in FIG. 13 indicate the degree of adaptation to traffic congestion.

Assuming the above, in P52 of FIG.
Fitness L, H, N, F, corresponding to each of D, T, V
s and l are obtained from the maps shown in FIGS.

Next, in P53, the obtained fitness levels L, H, N,
For each of F, s, and l, from the map shown in FIG.
The weight degree _{M L, M H, M N} , M F, M S, Ml is determined. Then, the value M indicating the running state is determined by arithmetically averaging the obtained weights according to the equation shown in P54. It should be noted that the characteristic line P in FIG. 14 sets a large weight, and the characteristic line E sets a small weight. However, the characteristic lines P and E do not cross each other in the embodiment. , So that each fitness H,
One weight is set for L and the like.
Of course, the characteristic lines P and E may intersect each other as shown in FIGS. 11 to 13, and two weights may be set for each of the fitness levels H and L. (See the case of the operation state in FIG. 15 described later).

Based on the value of M obtained above, the determination process of P55 and P
By the determination process at 56, when M <0.75, it is determined that the vehicle is traveling in congested traffic at P59, when M> 1.25, it is determined that the vehicle is traveling in the suburbs at P57, and when 0.75 ≦ M ≦ 1.25, it is determined that the vehicle is traveling in the city at P58. Is done.

Determination of Operation State (FIGS. 15 to 18) Details of FIG. 5 P6 are made according to the flowchart shown in FIG.

In the flowchart of FIG. 15, the accelerator opening α and the operation speed α ′ are used as parameters to discriminate whether the current operation state of the driver is steady driving, following running, or overtaking running. Therefore, the above α and α ′ are input in P61 (α ′ may be calculated from α). After this P61, the processing of P62 to P69 is performed, but since this processing corresponds to P52 to P59 in FIG. 10, the overlapping description will be omitted, and only the main points will be described. And

First, in FIG. 16 and FIG. 17, characteristic lines B and D indicate the degree of suitability for overtaking travel, and characteristic lines A and C indicate the degree of suitability for steady running (following running is the same as steady running). Intermediate between overtaking). And the second
The setting of the weights shown in FIG. 18 is set such that the characteristic line V for setting the weight for overtaking and the characteristic line Z for setting the weight for steady running cross each other (No. 14).
(See in comparison with figure). The characteristic lines V and Z in FIG.
The accelerator opening α and its operation opening α ′
Even if two fitness levels are set for each of the above, a total of eight weight levels are finally obtained (see P64).

(Effects of the Invention) As is apparent from the above description, the present invention has three types of front, rear, up, down, left, and right depending on the operation state of the driver.
Motion characteristics in one direction can be optimally set. In particular, the correlation of the degree of influence that each of the plurality of vehicle operation states has on the movement of the vehicle in the three directions of front and rear, up and down, and left and right is set in advance, and based on the correlation, a plurality of detections are performed based on the correlation. Since the respective movement target values in the three directions of front and rear, up and down, and left and right of the vehicle are set according to the vehicle operation state, the control target value of each plant corresponding to the movement target value, that is, the control amount of each plant is optimized. Will be done.

[Brief description of the drawings]

FIG. 1 is a plan view showing an example of an automobile to which the present invention is applied. FIG. 2 is a diagram showing an example of motion characteristics in three directions of front, rear, up, down, left, and right. FIG. 3 is a diagram showing an example of a relationship among a driver's operation state, a vehicle body motion characteristic, a running state, and a driver's psychological evaluation. FIG. 4 is a block diagram showing a control example according to the present invention. FIG. 5 to FIG. 10 and FIG. 15 are flowcharts showing control examples of the present invention. FIG. 11 to FIG. 14 and FIG. 16 to FIG. 18 are diagrams showing maps used in a control example of the present invention. FIG. 19 is an overall configuration diagram of the present invention. A: Vehicle B: Body U: Central controller 41-53: Controller (for plant)

 ────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Kazutoshi Nobumoto 3-1, Shinchi, Fuchu-cho, Aki-gun, Hiroshima Prefecture Inside Mazda Corporation (56) References JP-A-61-181710 (JP, A) 61-161455 (JP, U)

Claims (1)

(57) [Claims] 1. A method for detecting a plurality of vehicle operation states by a driver that changes the behavior of a vehicle, the effect of each of the plurality of vehicle operation states on the movement of the vehicle in three directions: front and rear, up and down, and left and right. Correlation of the degree is set in advance, and based on the correlation, the respective motion target values in the three directions of front and rear, up and down, and left and right of the vehicle are set in accordance with the plurality of detected vehicle operation states. A control target value for the first plant that mainly governs the longitudinal movement, a control target value for the second plant that mainly governs the vertical movement target, and a left-right direction based on the three-directional movement target values. A control target value for a third plant that governs the motion of the vehicle, and controls the first, second, and third plants with corresponding control target values. Motion characteristic control method.