JP4049070B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a technique for controlling the vehicle by detecting the slipperiness of the road surface on which the vehicle travels (road surface friction coefficient), and in particular, accurately detecting the friction coefficient of the road surface during traveling to determine the slip state of the vehicle. It relates to the technology to control.

  In recent years, vehicles have come to be equipped with travel control devices such as a brake lock prevention device (ABS) and a traction control device (TRC). In such a travel control device, the slip ratio of the drive wheel is calculated from the rotation speed of the drive wheel and the rotation speed of the driven wheel, and the friction coefficient of the road surface is estimated from the slip ratio, and the estimated road surface The driving force of the vehicle is controlled based on the friction coefficient.

  Japanese Patent Laid-Open No. 7-128221 (Patent Document 1) discloses a road surface state detection device that always detects the ease of slipping of a road surface while the vehicle is traveling. The detection device includes a slip detection unit that detects slip of a driving wheel of a vehicle, a fluctuation range calculation unit that calculates a fluctuation range of the slip detected by the slip detection unit, and a drive that detects a driving force transmitted to the driving wheel. The driving force-slip characteristic indicating the relationship between the first parameter and the road surface condition is stored in advance with the force detecting means, the driving force transmitted to the driving wheel and the slip of the driving wheel as the first parameter, and the driving force is detected. First road surface state detecting means for detecting a road surface state from a driving force-slip characteristic based on the driving force detected by the means and the slip detected by the slip detecting means, and the driving force transmitted to the driving wheel and the driving wheel The driving force-slip fluctuation width characteristic indicating the relationship between the second parameter and the road surface condition is stored in advance as the second parameter is the fluctuation width of the slip generated in the vehicle. A second road surface state detecting means for detecting a road surface state from a driving force-slip fluctuation width characteristic based on the driving force detected by the detecting means and the slip fluctuation width obtained by the fluctuation width calculating means; and a first road surface state Road surface condition determining means for determining a road surface condition and outputting a road surface condition determination signal based on detection conditions set in advance based on the detection results of the detection means and the second road surface condition detecting means.

According to this detection device, paying attention to the longitudinal force (driving force) of the tire, the tire driving force is estimated from the engine operating state, and the road surface state is determined from the relationship between the wheel slip and the fluctuation range of the slip and the driving force. Can always be detected while driving.
JP 7-128221 A

  However, the road surface state detection device disclosed in Patent Document 1 is based on the relationship between the driving force and the slip of the driving wheel and the road surface state, and the relationship between the driving force and the fluctuation range of the slip generated on the driving wheel and the road surface state. The road surface condition is detected. For this reason, since the road surface state is detected based on the relationship stored in advance, the detection accuracy may deteriorate. For example, a vehicle for domestic use generally stores a parameter or map for calculation having the same value in a memory except for a small part of a cold district. For this reason, depending on the region and season, the weather may not have been predicted at the time of vehicle design, and the road surface condition (friction coefficient) corresponding to the current state is detected using parameters and maps stored in the memory according to the weather. Such as when it becomes difficult.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicle control device that can accurately detect a road surface state and controls the vehicle based on the road surface state. Is to provide.

  A vehicle control apparatus according to a first aspect of the present invention is mounted on a vehicle, road surface state detection means for detecting a road surface state on which the vehicle travels, reception means for receiving communication data from the outside of the vehicle, and reception Based on the communication data, the vehicle is prevented from slipping based on the road surface information acquisition means for acquiring road surface information, the road surface state detected by the road surface state detection means, and the road surface information acquired by the road surface information acquisition means. As described above, the control means for controlling the vehicle is included.

  According to the first invention, as the road surface state on which the vehicle travels, for example, the road surface state detecting means detects the friction coefficient of the road surface using a sensor or the like mounted on the vehicle, and the communication data received from the outside of the vehicle Based on the road surface information acquisition means. That is, the vehicle itself detects the road surface state, and the vehicle acquires road surface information when it is detected outside the vehicle and received by the vehicle. Based on a plurality of friction coefficients representing the road surface condition (for example, based on a smaller friction coefficient), the vehicle is controlled by the control means so as to avoid slipping of the vehicle. In this way, even if either of them is wrong (when a sensor that detects the road surface state detected by the vehicle itself malfunctions, due to a mistake in receiving communication data including road surface information, etc.), The driving force of the vehicle can be controlled so as to avoid slipping. As a result, it is possible to provide a vehicle control device that can accurately detect the road surface state and controls the vehicle based on the road surface state.

  In the vehicle control apparatus according to the second invention, in addition to the configuration of the first invention, the road surface condition detecting means includes means for detecting the road surface friction coefficient as the first friction coefficient as the road surface condition. . The road surface information acquisition means includes means for acquiring a road surface friction coefficient as the second friction coefficient as road surface information based on the received communication data. The control means includes means for controlling the vehicle to avoid slipping of the vehicle based on the first friction coefficient and the second friction coefficient.

  According to the second invention, the first friction coefficient is detected using a sensor or the like mounted on the vehicle, the vehicle receives communication data including road surface information detected outside the vehicle, and the second friction coefficient is To be acquired. Based on these first and second friction coefficients (adopting a smaller friction coefficient), the vehicle can be controlled to avoid vehicle slip.

  In the vehicle control apparatus according to the third invention, in addition to the configuration of the second invention, the control means is based on the smaller one of the first friction coefficient and the second friction coefficient, Means for controlling the vehicle.

  According to the third aspect of the invention, in order to improve safety, the vehicle is controlled so as to avoid slipping of the vehicle by using a smaller coefficient of friction (a coefficient of friction that is more slippery). Even if it is wrong, the vehicle can be prevented from slipping.

  In the vehicle control apparatus according to the fourth invention, in addition to the configuration of the second invention, the control means controls the vehicle based on a friction coefficient obtained by averaging the first friction coefficient and the second friction coefficient. Means for controlling.

  According to the fourth invention, when both the friction coefficients are correct, the vehicle can be controlled so that the vehicle does not slip based on the average friction coefficient.

  In the vehicle control apparatus according to the fifth aspect of the invention, in addition to the configuration of the second aspect of the invention, the control means is based on a friction coefficient obtained by weighted averaging the first friction coefficient and the second friction coefficient. Means for controlling.

  According to the fifth invention, when the first friction coefficient and the second friction coefficient are different, the weight is given when averaging. For example, a larger weight is applied to the smaller friction coefficient so that a smaller average friction coefficient is calculated, and a friction coefficient that does not necessarily cause slip is calculated. On the contrary, a larger average friction coefficient is calculated by assigning a larger weight to the larger friction coefficient, and the limit friction coefficient at which no slip occurs in the vehicle is calculated. In this way, for example, a friction coefficient is calculated for each driver, and a larger friction coefficient is calculated for a driver that allows slipping, and a smaller friction coefficient is calculated for a driver that cannot allow slipping. In this way, the vehicle can be controlled.

  A vehicle control apparatus according to a sixth aspect of the invention is a weighting coefficient used for weighted averaging, in addition to the configuration of the fifth aspect, for learning a weighting coefficient that reflects the driving preference of the driver. Further includes learning means.

  According to the sixth aspect of the invention, for a driver who cannot allow slip as a driver's driving preference, a larger coefficient of friction is calculated for a driver who has a driving preference that allows slip as a driver's driving preference. The vehicle can be controlled by learning the weighting coefficient so that a smaller friction coefficient is calculated.

  In addition to the configuration of the sixth invention, the vehicle control apparatus according to the seventh invention includes an identification means for identifying the driver of the vehicle, and a storage means for distinguishing and storing the weighting coefficient for each driver. And further including.

  According to the seventh aspect, it is possible to distinguish the driver and store the weighting coefficient used when performing weighted averaging, and calculate the friction coefficient used for vehicle control for each driver.

  In the vehicle control apparatus according to the eighth aspect of the invention, in addition to the configuration of the sixth or seventh aspect of the invention, the vehicle further includes an accelerator operation detecting means for detecting the accelerator operation of the driver. The learning means includes means for learning the weighting coefficient based on the accelerator operation.

  According to the eighth aspect of the invention, even on a slippery road surface with a low friction coefficient, when the driver is stepping on the accelerator, a larger friction coefficient is calculated for a driver having a driving preference that allows slipping. Conversely, when the driver does not step on the accelerator, a smaller friction coefficient is calculated for a driver who has a driving preference that does not allow slipping. In this way, the weighting coefficient used for the weighted average can be learned so that the friction coefficient is calculated based on the accelerator operation.

  In the vehicle control device according to the ninth invention, in addition to the configuration of any one of the first to eighth inventions, the vehicle is equipped with a navigation device. The receiving means is a communication means provided in the navigation device.

  According to the ninth aspect, the road surface information received from the outside of the vehicle can be received by the communication means provided in the navigation device.

  In the vehicle control apparatus according to the tenth invention, in addition to the structure of any one of the first to ninth inventions, the control means includes means for controlling the driving force transmitted to the drive wheels of the vehicle. .

  According to the tenth invention, the vehicle is prevented from slipping by controlling the driving force transmitted to the driving wheels of the vehicle based on the road surface state detected by the vehicle itself and the road surface information acquired from the outside of the vehicle. So that the vehicle can be controlled.

  In the vehicle control apparatus according to the eleventh invention, in addition to the configuration of the tenth invention, the control means controls the engine mounted on the vehicle and the automatic transmission to transmit to the drive wheels of the vehicle. Means for controlling the driving force applied.

  According to the eleventh invention, the vehicle is prevented from slipping by controlling the output torque of the engine mounted on the vehicle and the gear ratio of the automatic transmission to make the drive torque variable. Can be controlled.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description, the same parts are denoted by the same reference numerals. Their names and functions are also the same. Therefore, detailed description thereof will not be repeated.

  A power train of a vehicle including a control device according to an embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is realized by a program executed by an ECU (Electronic Control Unit) 1300 shown in FIG. In the present embodiment, the automatic transmission is described as an automatic transmission having a gear-type transmission mechanism that includes a torque converter as a fluid coupling. Note that the present invention is not limited to an automatic transmission having a gear-type transmission mechanism, and may be a continuously variable transmission such as a belt type.

<First Embodiment>
With reference to FIG. 1, the control block of the vehicle which concerns on this Embodiment is demonstrated. The control device according to the present embodiment is realized by a program executed by ECU 1300 as described above, and this ECU 1300 includes engine ECU 1100, ECT (Electronic Controlled Automatic Transmission) _ECU 1200, and VSC (Vehicle Stability Control) _ECU 1400. Are connected, and ECU 1300 functions as a control device that controls engine ECU 1100, ECT_ECU 1200, and VSC_ECU 1400 in an integrated manner.

  ECU 1300 is connected to communication unit 2000 provided in the navigation device, and receives communication data from communication unit 2000.

  Engine ECU 1100 is connected to engine 100 and receives the engine speed from engine 100 or controls the output torque of engine 100 based on a target engine torque command signal received from ECU 1300.

  The ECT_ECU 1200 is connected to the automatic transmission 200, receives the input shaft rotational speed signal and the output shaft rotational speed signal of the automatic transmission 200, and controls the automatic transmission 200 based on the shift gear stage command signal received from the ECU 1300. To do.

  In the vehicle power train configured as described above, the engine torque output from engine 100 is converted into a transmission torque representing the vehicle driving force by the gear ratio of the transmission gear stage in automatic transmission 200. This transmission torque is transmitted to the drive wheels of the vehicle, and whether or not the vehicle slips is determined based on the relationship between the friction coefficient of the road surface and this drive torque.

  With reference to FIG. 2, a control structure of a program executed by ECU 1300 which is the control apparatus according to the present embodiment will be described.

  In step (hereinafter abbreviated as S) 100, ECU 1300 determines whether or not calculated friction coefficient μ (1) has been obtained from VSC_ECU 1400. The VSC_ECU 1400 is based on a known technique (a technique disclosed in Japanese Patent Application Laid-Open No. 7-128221, Japanese Patent Application Laid-Open No. 4-66844, Japanese Patent Application Laid-Open No. 8-201235, etc.). The friction coefficient μ (1) is calculated.

  In S110, ECU 1300 acquires received friction coefficient μ (2) via communication unit 2000. The received friction coefficient μ (2) is measured by a road surface friction coefficient by a device external to the vehicle, and is received by the communication unit 2000 via wireless communication.

  In S120, ECU 1300 determines the smaller of calculated friction coefficient μ (1) and received friction coefficient μ (2) as friction coefficient μ. In S130, ECU 1300 calculates tractive force F (1) using determined friction coefficient μ. At this time, the traction force F (1) = f (μ, vehicle weight) is calculated. Note that f represents a function.

  In S140, ECU 1300 calculates driving force F (2) requested by the driver from the accelerator opening. At this time, the relationship of the driving force corresponding to the accelerator opening is stored in advance in a memory as a map, and the driving force F (2) is calculated from the accelerator opening based on the map.

  In S150, ECU 1300 determines the smaller one of tractive force F (1) and driver-requested driving force F (2) as driving force F.

  In S160, ECU 1300 determines the target engine torque and the transmission gear stage so that the driving wheels output determined driving force F. In S170, ECU 1300 transmits a target engine torque command signal to engine ECU 1100 and a transmission gear speed command signal to ECT_ECU 1200, respectively. The engine ECU 1100 that has received the target engine torque command signal controls the engine 100 so that the engine speed is such that the engine 100 outputs the target engine torque to the engine 100. Further, the ECT_ECU 1200 that has received the transmission gear stage command signal from the ECU 1300 controls the transmission hydraulic circuit of the automatic transmission 200 so that the transmission gear stage is reached.

  These programs are not executed each time, but are stored together with date information and position information detected by the navigation device, and the engine and the automatic transmission are controlled based on the information. It may be. This is because if the date and the position are the same, it can be estimated that the friction coefficient of the road surface is the same under the same climate and geographical conditions.

  The operation of a vehicle equipped with ECU 1300 that is the control device according to the present embodiment based on the above-described structure and flowchart will be described.

  The VSC_ECU 1400 calculates a calculated friction coefficient μ (1) by calculation at a predetermined timing while the vehicle is traveling. At this time, the above-mentioned known technique is used. The ECU 1300 acquires the calculated friction coefficient μ (1) from the VSC_ECU (S100).

  ECU 1300 acquires received friction coefficient μ (2) from a device external to the vehicle via communication unit 2000. At this time, as shown in FIG. 3, the friction coefficient on the road surface 60 on which the vehicle 10 is traveling is detected by the small area road surface state detection sensor 20 and transmitted to the communication unit 2000 of the vehicle, or the middle area road surface state detection sensor 30. The road surface state in the middle region that is larger than the small region is detected and transmitted to the communication unit 2000 of the vehicle, or the road surface state detection in the wide region that is larger than the middle region is detected. It is detected by the device 40 and transmitted to the communication unit 2000 of the vehicle via the communication satellite 50.

  The smaller one of the calculated friction coefficient μ (1) calculated by the calculation and the received received friction coefficient μ (2) is determined as the friction coefficient μ (S120), and the traction force F (1) is determined using this friction coefficient μ. ) Is calculated (S130).

  The driving force F (2) requested by the driver is calculated from the accelerator opening degree opened by the accelerator operation by the driver (S140). The smaller of the traction force F (1) and the driver-requested driving force F (2) is determined as the driving force F (S150), and the target engine torque is set so that the driving wheels output the determined driving force F. A transmission gear stage is determined (S160).

  A target engine torque command signal is transmitted from the ECU 1300 to the engine ECU 1100. Based on the target engine torque command signal, the engine speed of the engine 100 is controlled by the engine ECU 1100, and the target engine torque is output.

  A transmission gear stage command signal is transmitted from the ECU 1300 to the ECT_ECU 1200, and the transmission gear stage of the automatic transmission 200 is controlled by the ECT_ECU 1200 using a transmission hydraulic circuit based on the transmission gear stage command signal.

  Thus, target engine torque is output from engine 100, and the torque is converted by the gear ratio of the transmission gear stage determined in automatic transmission 200, and is transmitted to the drive wheels as vehicle driving force. The transmitted torque is requested by the driver and the traction force F (1) obtained as a function of the smaller friction coefficient μ of the calculated friction coefficient μ (1) and the received friction coefficient μ (2). Since the calculation is based on the smaller driving force with respect to the driving force F (2), the vehicle does not slip.

  As described above, according to the ECU that is the control device for the vehicle according to the present embodiment, the coefficient of friction on the road surface on which the vehicle travels is detected using a sensor or the like mounted on the vehicle, and from the outside of the vehicle. Acquired based on the received communication data. The vehicle itself detects the friction coefficient of the road surface, and the vehicle receives the friction coefficient detected outside the vehicle. Based on a smaller friction coefficient among the plurality of friction coefficients, a traction force that avoids slipping of the vehicle is calculated, and a torque transmitted to the driving wheel is more than the traction force F (1). The target engine torque and the transmission gear stage are determined so as not to increase. For this reason, even when the friction coefficient calculated by the vehicle itself or the friction coefficient received due to a communication data reception error is incorrect, the vehicle driving force is controlled so as to prevent the vehicle from slipping. can do.

  That is, based on the road surface state detected by the vehicle itself and the road surface information acquired from the outside of the vehicle, the output torque of the engine or motor that is the drive source of the vehicle, the transmission that is the power transmission mechanism from the drive source to the drive wheels The vehicle can be controlled so as to avoid slipping of the vehicle by controlling the gear ratio and the like.

<Second Embodiment>
Hereinafter, a vehicle control device according to a second embodiment of the present invention will be described. Note that the vehicle control apparatus according to the present embodiment is also realized by a program executed by ECU 1300 shown in FIG. 1, similarly to the control apparatus according to the first embodiment described above. The hardware configuration (power train and control block diagram) in the present embodiment is the same as that in the first embodiment. Therefore, detailed description thereof will not be repeated here.

  In the vehicle control apparatus according to the present embodiment, the traction force F (1) that is smaller than the calculated friction coefficient μ (1) and the received friction coefficient μ (2) in the first embodiment described above. In this embodiment, the traction force F (1) is calculated by calculating the average value of the calculated friction coefficient μ (1) and the received friction coefficient μ (2). Therefore, the coefficient of friction used for this is required.

  With reference to FIG. 4, a control structure of a program executed by ECU 1300 which is the vehicle control apparatus according to the present embodiment will be described. In the flowchart shown in FIG. 4, the same steps as those in the flowchart shown in FIG. 2 are given the same step numbers. The processing for them is the same. Therefore, detailed description thereof will not be repeated here.

  In S200, ECU 1300 substitutes the smaller one for μ (min) and the larger one for μ (max) for the calculated friction coefficient μ (1) and the received friction coefficient μ (2).

  In S210, ECU 1300 calculates friction coefficient μ as friction coefficient μ = {α × μ (max) + (1−α) × μ (min)}. Here, α is assumed to be 0 or more and 1 or less.

  In S220, ECU 1300 substitutes the smaller one for F (min) and the larger one for F (max) in tractive force F (1) and driving force F (2). In S230, ECU 1300 calculates driving force F as driving force F = {β × F (max) + (1−β) × F (min)}. At this time, the coefficient β is assumed to be 0 or more and 1 or less.

  The operation of a vehicle equipped with ECU 1300 as the vehicle control apparatus according to the present embodiment based on the above-described structure and flowchart will be described. In the following description of the operation, the same description as the operation of ECU 1300 that is the control device for the vehicle according to the first embodiment will not be repeated here.

  The calculated friction coefficient μ (1) is calculated by the VSC_ECU 1400 at a predetermined timing while the vehicle is traveling, and the received friction coefficient μ (2) is acquired from an external device via the communication unit 2000 (S100, S110). . Of the calculated friction coefficient μ (1) and the received friction coefficient μ (2), the smaller one is substituted for μ (min), and the larger one is substituted for μ (max). Using the weighting coefficient α, the coefficient of friction is calculated as μ = {α × μ (max) + (1−α) × μ (min)} (S210).

  The traction force F (1) is calculated by the function f (μ, vehicle weight) using the weighted average friction coefficient μ (S130). Of the traction force F (1) and the driving force F (2), the smaller one is substituted for F (min), and the larger one is substituted for F (max) (S220).

  The driving force F is calculated as driving force F = {β × F (max) + (1−β) × F (min)} using the weighting coefficient β. The target engine torque and the transmission gear stage are determined so that the driving wheels output the determined driving force F (S160).

  As described above, according to the ECU that is the vehicle control device according to the present embodiment, the calculated friction coefficient μ (1) calculated inside the vehicle and the received friction coefficient μ (2) received from the external device. Is calculated using a weighted coefficient α. A traction force F (1) is calculated based on the calculated friction coefficient μ. The traction force F (1) and the driving force F (2) requested by the driver are further weighted and averaged using a weighting coefficient β to calculate the driving force F. Therefore, instead of simply calculating the traction force using a smaller friction coefficient as in the first embodiment, the friction coefficient μ is calculated using the weighting coefficient α. It is possible to calculate a driving force that takes into account the influence of both the calculated friction coefficient μ (1) calculated by the calculation and the received friction coefficient μ (2) measured outside the vehicle.

  In the above-described embodiment, the driving force is calculated using both the weighting coefficients α and β. However, only one of the weighting coefficients is calculated and the other is used as the first embodiment. Alternatively, the smaller one may be calculated.

<Third Embodiment>
Hereinafter, a vehicle control apparatus according to a third embodiment of the present invention will be described. The vehicle control apparatus according to the present embodiment is different from the second embodiment described above in that the weighting coefficients α and β in the second embodiment described above are learned. The other points are the same as in the second embodiment. Therefore, detailed description thereof will not be repeated here.

  With reference to FIG. 5, a control structure of a program executed by ECU 1300 which is the vehicle control apparatus according to the present embodiment will be described.

  In S300, ECU 1300 recognizes the driver. At this time, the driver's face is imaged by a camera provided in the vehicle, and the driver is recognized by a technique such as pattern matching.

  In S310, ECU 1300 initializes counter C (C = 0). In S320, ECU 1300 detects the accelerator opening at a place where friction coefficient μ is small. In S330, ECU 1300 determines whether or not the accelerator opening is equal to or greater than a predetermined threshold value. If the accelerator opening is equal to or greater than a predetermined threshold value (YES in S330), the process proceeds to S340. If not (NO in S330), the process proceeds to S350.

  In S340, ECU 1300 adds 1 to counter C.

  In S350, ECU 1300 determines whether or not the learning time has ended. At this time, a predetermined time is set as the learning time. When the learning time ends (YES in S350), the process proceeds to S360. If not (NO in S350), the process returns to S320.

  In S360, ECU 1300 determines whether counter C is equal to or greater than a counter threshold value. If the value of counter C is equal to or greater than the counter threshold value (YES in S360), the process proceeds to S370. If not (NO in S360), the process proceeds to S380.

  In S370, ECU 1300 learns to increase weighting coefficients α and β. In S380, ECU 1300 learns to decrease weighting coefficients α and β.

  In S390, ECU 1300 stores weighting coefficients α and β in the memory for each driver.

  The operation of ECU 1300, which is the vehicle control apparatus according to the present embodiment, based on the above-described structure and flowchart will be described.

  When the driver gets into the vehicle, the driver is recognized by an in-vehicle camera or the like (S300). The counter is initialized (S310), and the accelerator opening at the place where the friction coefficient μ is small is detected (S320). If the accelerator opening is larger than a predetermined threshold (YES in S330), 1 is added to counter C (S340). Such processing is repeatedly executed until the learning time ends.

  When the learning time ends (YES in S350), if counter C is greater than the counter threshold value (YES in S360), learning is performed so as to increase weighting coefficients α and β. That is, the weighting coefficients α and β are corrected so as to increase. The weighting coefficients α and β thus corrected are stored in the memory for each driver (S390).

  The fact that the number of times the accelerator opening is larger than a predetermined threshold is large, it can be recognized that the driver is a driver who steps on the accelerator to some extent even in a place where the friction coefficient μ is small. At this time, it can be determined that the driver has a driving preference that allows the vehicle to slip. Therefore, the weighting coefficients α and β are corrected so as to increase, and the friction coefficient μ and the driving force F are calculated to increase in S210 and S230 of FIG.

  Conversely, a driver with a small accelerator opening in a place where the friction coefficient μ is small can be recognized as a driver having a driving preference that cannot tolerate vehicle slip. Therefore, the weighting coefficients α and β are corrected so as to decrease. The weighting coefficients α and β are corrected so as to be small, and in S210 and S230 in FIG. 4, the friction coefficient μ and the driving force F are calculated so as to be small. Therefore, the possibility that the vehicle slips is reduced.

  As described above, according to the ECU that is the vehicle control apparatus according to the present embodiment, for each driver, the driving preference in a place where the friction coefficient μ is small is determined, the friction coefficient μ is calculated, and the friction coefficient is calculated. It is possible to calculate the traction force from μ and calculate the driving force F in consideration of the driving preference of the driver based on the tractive force and the driving force. As a result, the vehicle can be controlled based on the driver's driving preference (how much the vehicle slips are allowed).

  In any of the first to third embodiments described above, the index representing the road surface condition has been described as the friction coefficient, but the present invention is not limited to the friction coefficient.

  The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

1 is a control block diagram of a vehicle including a vehicle control device according to a first embodiment of the present invention. It is a flowchart which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a conceptual diagram explaining operation | movement of the control apparatus of the vehicle which concerns on the 1st Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is the control apparatus of the vehicle which concerns on the 2nd Embodiment of this invention. It is a flowchart which shows the control structure of the program performed by ECU which is a vehicle control apparatus which concerns on the 3rd Embodiment of this invention.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle, 20 Small area road surface state detection sensor, 30 Middle area road surface state detection sensor, 40 Wide area road surface state detection apparatus, 50 Communication satellite, 100 Engine, 200 Automatic transmission, 1100 Engine ECU, 1200 ECT_ECU, 1300 ECU, 1400 VSC_ECU 2000 Communication Department.

Claims (6)

Road surface state detection means mounted on the vehicle for detecting the road surface state on which the vehicle travels,
Receiving means for receiving communication data from outside the vehicle;
Road surface information acquisition means for acquiring road surface information based on the received communication data;
Control means for controlling the vehicle so as to avoid slipping of the vehicle based on the road surface state detected by the road surface state detection means and the road surface information acquired by the road surface information acquisition means. See
The road surface condition detection means includes means for detecting a road surface friction coefficient as the road surface condition as a first friction coefficient,
The road surface information acquisition means includes means for acquiring a road surface friction coefficient as a second friction coefficient as road surface information based on the received communication data,
The control means includes means for controlling the vehicle to avoid slipping of the vehicle based on a friction coefficient obtained by weighted averaging the first friction coefficient and the second friction coefficient,
Wherein the control device, wherein a weighting coefficient used when weighting averaging, a weighting factor that reflects the driving preference of the driver, further including a learning means for learning a control apparatus for a vehicle. The control device includes identification means for identifying a driver of the vehicle;
The weighting factor further comprises a storage means for distinguishing and storing for each driver, the vehicle control apparatus according to claim 1. The vehicle further includes an accelerator operation detection means for detecting the driver's accelerator operation,
Said learning means, on the basis of the accelerator operation includes means for learning the weighting factor, the control apparatus for a vehicle according to claim 1 or 2. The vehicle is equipped with a navigation device,
The receiving unit is a communication means provided in the navigation device, the vehicle control apparatus according to any one of claims 1-3. Wherein said control means includes means for controlling the driving force transmitted to the drive wheels of the vehicle, the control apparatus for a vehicle according to any one of claims 1-4. The vehicle according to claim 5 , wherein the control means includes means for controlling a driving force transmitted to driving wheels of the vehicle by controlling an engine and an automatic transmission mounted on the vehicle. Control device.

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