JP5282757B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a technical field of a vehicle control device that can be applied to a vehicle having various automatic driving functions such as LKA (Lane Keeping Assist).

  As this type of device, a device that controls the braking / driving force of each wheel so that the yaw rate of the vehicle becomes the target yaw rate has been proposed (see Patent Document 1).

  Moreover, what calculates the target control amount of the braking / driving force and the steering angle of each wheel based on the target behavior control amount has been proposed (see Patent Document 2).

JP-A-3-292221 JP-A-2005-255107

  When various types of driving support control such as causing the vehicle to follow the target driving path are performed, the vehicle often undergoes yaw behavior change that accompanies the generation of the yaw rate. However, since this type of driving support control is performed without intervention of the driver's steering operation, the generation of the yaw rate is likely to be a kind of uncomfortable feeling for the driver.

  The vehicle driving force control device disclosed in Patent Document 1 does not consider such a problem at all, so even if the yaw rate can be converged to the target yaw rate by the braking / driving force of each wheel, the above-mentioned uncomfortable feeling. It is not possible to suppress the occurrence of That is, if the target yaw rate is set to zero and the yaw rate is converged to the target yaw rate in the apparatus disclosed in Patent Document 1, a desired vehicle motion such as following the target travel path cannot be obtained at all. It will end up.

  Further, although the device disclosed in Patent Document 2 discloses the concept of obtaining the target behavior by the braking / driving force and the steering angle, as in Patent Document 1, regarding the uncomfortable feeling given to the driver by the generation of the yaw rate. There is no description. Therefore, this kind of problem cannot be solved as well.

  As a not-known concept, it is not possible to realize vehicle motion control while suppressing the occurrence of such a yaw rate by using a four-wheel steering device that can independently control the steering angles of the front and rear wheels. Not possible. However, the four-wheel steering device has a larger and more complicated system configuration than a steering device that steers only the front wheels or the rear wheels. For this reason, there is room for improvement from the viewpoint of practical operation in consideration of various restrictions that occur when mounted on a vehicle.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle control device capable of maintaining the vehicle in a target motion state while suppressing the generation of the yaw rate.

  In order to solve the above-described problems, a vehicle control apparatus according to the present invention is a steering angle variable means capable of changing the steering angle of a front wheel or a rear wheel independently of a driver operation that promotes a change in the steering angle. And a braking / driving force varying means capable of producing a left / right braking / driving force difference for each of the front wheel and the rear wheel, wherein the yaw rate is suppressed to a predetermined dead band equivalent value. First setting means for setting target values of a plurality of first state quantities for defining the parallel movement for realizing the parallel movement defined as the lateral movement, and the plurality of first states set in advance. Based on a vehicle motion model that defines a relative relationship between a plurality of second state quantities that correlate with a steering amount and a difference in left and right braking / driving force, and a set target value of the plurality of first state quantities Before realizing the translation Characterized by comprising a second setting means for setting a target value of the plurality of second state quantity.

  The vehicle according to the present invention includes a rudder angle varying unit and a braking / driving force varying unit.

  The rudder angle varying means is a means that can change the rudder angle of the front wheels or the rear wheels independently of a driver operation that promotes these changes. This driver operation preferably means an operation of various steering input means such as a steering wheel. Therefore, according to the rudder angle varying means, it is possible to change the rudder angle to a desired value even if the driver releases his hand from the steering wheel or only holds the steering. is there.

  That is, the steering angle varying means is essentially different from a normal steering mechanism that takes a mechanical transmission path of steering input from the steering input means to the steered wheels (preferably, the front wheels). However, from the viewpoint of the physical configuration, at least a part of the steering angle varying means may be shared or shared with this type of steering mechanism. As a preferred embodiment, the steering angle varying means is VGRS (Variable Gear Ratio Steering), SBW (Steering By Wire) or ARS (Active Rear Steering). Various practical aspects such as a device) can be adopted.

  According to the rudder angle varying means, the rudder angle is variable in at least a certain range for a wheel (which may include a steered wheel mechanically coupled to the steering input means) as a steering angle control target. Specifically, the traveling direction of the vehicle can be changed regardless of the driver's steering input.

  The braking / driving force varying means is a means capable of generating a braking / driving force difference between the left and right wheels of the front wheel and the rear wheel. In other words, the braking / driving force of each wheel is independently controlled between the wheels. This is a possible means. For example, the braking / driving force varying means may be a driving force varying device including a driving force distributing differential mechanism or an in-wheel motor system, or various ECB (Electronic Controlled Braking system) including ABS (Antilock Braking System). : A braking force variable device such as an electronically controlled braking device), or a practical aspect such as both.

  According to the braking / driving force varying means, for example, torque supplied from various power sources such as an internal combustion engine (the torque and the driving force may have a unique relationship) is physically, mechanically or electrically As a result of the distribution of the left and right wheels according to a desired distribution ratio due to the target action and the increase / decrease control of the absolute value of the driving force of the left and right wheels, a difference between the left and right driving forces can occur. Alternatively, for example, a driving force that is independent of the engine torque is applied to the left and right wheels, and as a result of the increase / decrease control of the absolute value of the driving force of the left and right wheels, a difference between the left and right driving forces can occur.

  On the other hand, when the braking / driving force varying means is a braking force varying device, it is possible to change the braking force applied to the left and right wheels, preferably as a friction braking force, so that the wheel on the side with the smaller braking force is applied. The effect equivalent to relatively increasing the driving force is obtained. That is, the braking force is a negative driving force.

  In any case, when a braking / driving force difference is generated between the left and right wheels, the vehicle is driven on the side of the wheel having a relatively small driving force (that is, a wheel having a relatively large braking force) (that is, the driving force of the right wheel ( If the braking force is small (if it is large), turn to the right).

  Therefore, according to the braking / driving force varying means, it is theoretically possible to change the traveling direction of the vehicle regardless of the steering input of the driver.

  The vehicle control device according to the present invention is a device for controlling such a vehicle, for example, one or a plurality of CPUs (Central Processing Units), MPUs (Micro Processing Units), various processors or various controllers, or further, Various processing units such as a single or multiple ECUs (Electronic Controlled Units) and various controllers, which may appropriately include various storage means such as ROM (Read Only Memory), RAM (Random Access Memory), buffer memory or flash memory. Alternatively, various computer systems such as a microcomputer device may be employed.

  When the control of the vehicle state is performed as a kind of automatic steering, for example, to make the vehicle follow the target travel path or cause the vehicle to trace the target travel path, usually, depending on the change in the traveling direction of the vehicle A yaw rate is generated as appropriate. However, the yaw rate generated in a kind of automatic steering that invites the vehicle to the target motion state tends to give the driver a sense of incongruity due to the driver's lack of steering intention. The vehicle control device according to the present invention enables vehicle motion control while suppressing such discomfort.

  According to the vehicle control apparatus of the present invention, the first setting means sets a plurality of first state quantity target values that define the parallel movement for realizing the parallel movement of the vehicle.

  The “parallel movement of the vehicle” according to the present invention is defined as a lateral movement in a state where the yaw rate is suppressed to a predetermined dead band equivalent value. Here, the “dead zone equivalent value” is a concept including a value that is low enough to allow the driver to recognize that the yaw rate is substantially not generated or the yaw rate is not concerned. As a form, it means a zero value or a value equivalent to zero (a value in the vicinity of zero to the extent that there is no practical problem in treating it as zero). However, when a clear reference value that prescribes the upper limit of this type of dead zone equivalent value is set based on, for example, experimental, empirical, theoretical or ergonomic simulation in advance. The dead zone equivalent value may be a value defined within a range less than such a reference value. In any case, the expression “dead zone equivalent value” does not impair the clarity of the present invention.

  In view of the point that the parallel movement is defined in this way, the first state quantity that defines the parallel movement as the target vehicle motion includes the first state quantity corresponding to the yaw rate and the first state quantity corresponding to the lateral movement. At least two types are required. Although the first state quantity is not necessarily unambiguous, the first state quantity is preferably a yaw rate and a vehicle body slip angle (an angle with respect to the turning tangential direction of the vehicle. It is also possible that the angle is an angle formed with a certain traveling direction.

  The first setting means defines, for example, a positional state deviation as a physical quantity that can be a reference value for traveling the vehicle along the target travel path (that is, a relative positional relationship between the target travel path to be maintained and the vehicle). The first state quantity is based on the vehicle driving speed and other driving conditions based on the vehicle's lateral position deviation or yaw angle deviation). Of these, the target value of the first state quantity corresponding to the lateral movement is set. In this case, the target value of the first state quantity may be mapped and stored in advance in an appropriate storage means in association with various parameter values, or may be derived according to an appropriate calculation algorithm or calculation formula each time. You may be.

  Of the first state quantities, the first state quantity corresponding to the yaw rate need not be set each time if the dead zone equivalent value is a fixed value, and is incorporated in advance as part of a vehicle motion model described later. May be. That is, in this case, the target value of the first state quantity set in a strict sense may be only the first state quantity corresponding to the lateral movement. However, even in such a case, there is no change in that the first state quantity corresponding to the yaw rate is set, and anyway, it goes without saying that it is within the category of the first setting means according to the present invention.

  On the other hand, according to a known equation of motion, in order to give a plurality of degrees of freedom to the vehicle motion, the number of controllable elements needs to be the same as the number of degrees of freedom to be obtained. Since the translation is motion control with two degrees of freedom as described above, if there are a plurality of controllable elements, a numerical relative relationship can be defined between them. In the present invention, the second state quantity correlated with the steering angle of the front wheel or the rear wheel and the second state quantity correlated with the left / right braking / driving force difference correspond to this controllable element. A vehicle motion model has been constructed as defining the relative relationship with each of the first state quantities. The second setting means according to the present invention sets a plurality of second state quantity target values for realizing parallel movement based on the vehicle motion model.

  Therefore, according to the present invention, when the rudder angle varying means and the braking / driving force varying means are controlled based on the set target values of the plurality of second state quantities, the target motion state (that is, the yaw rate is suppressed). (Translational movement as a lateral movement) can be realized.

  Note that the second state quantity correlated with the rudder angle may of course include the rudder angle itself. Similarly, the second state quantity correlated with the left / right braking / driving force difference may of course include the left / right braking / driving force difference itself. Although the vehicle motion model is conceptually defined in this way, various element values included in the model may be ambiguous.

  In one aspect of the vehicle control apparatus according to the present invention, the control means for controlling the rudder angle varying means and the braking / driving force varying means so that each of the second state quantities becomes the set target value. In addition.

  According to this aspect, a kind of automatic steering control is executed by the control means, and the rudder angle varying means and the braking / driving force varying means are controlled such that each of the second state quantities has a set target value. Therefore, the parallel movement of the vehicle is preferably realized.

  Since the second state quantity correlates to the steering angle and the braking / driving force difference, the target steering angle and the target braking / driving force difference can be determined from the target value of the second state quantity. At this time, since the target braking / driving force of each wheel corresponding to the target braking / driving force difference is not unambiguous, the control means is suitable for the driving condition of the vehicle at that time, the driver's intention, etc. from a plurality of candidate values. The optimum solution may be set as the target braking / driving force.

  In another aspect of the vehicle control apparatus according to the present invention, the first state quantity is a value corresponding to a yaw rate of the vehicle and a value corresponding to a vehicle body slip angle of the vehicle.

  In view of the definition of the parallel movement, the yaw rate and the vehicle body slip angle are appropriate as the first state quantity, and by using these as the first state quantity, a highly accurate parallel movement is possible.

  In another aspect of the vehicle control apparatus according to the present invention, the second state quantity is a moment around the rudder angle and the center of gravity of the vehicle.

  A moment around the center of gravity of the vehicle can be generated by a difference in braking / driving force between the wheels. Therefore, by constructing the vehicle motion model using the moment about the center of gravity and the steering angle of the front wheel or the rear wheel as the second state quantity, the parallel movement of the vehicle is preferably realized.

  In another aspect of the vehicle control apparatus according to the present invention, the dead zone equivalent value includes at least a zero value and is equal to or less than a reference value.

  According to this aspect, the range in which the target rudder angle and the target braking / driving force can be taken is expanded as compared with the case where the yaw rate is set in a relatively narrow band such as a zero value or a zero equivalent value. Therefore, the target rudder angle and the target braking / driving force can be further optimized, which is useful in practice.

  In another aspect of the vehicle control apparatus according to the present invention, the vehicle motion model includes a time constant element that is determined according to a physical configuration of the vehicle.

  According to this aspect, since the vehicle motion model includes a time constant element (frequency response value), for example, even when the position change in the lateral direction or the turning direction is large, the motion of the vehicle can be accurately controlled. It becomes possible.

  The influence of the time constant element on the target value determination process of the second state quantity based on the vehicle motion model increases as the vehicle behavior change increases, but conversely, the vehicle behavior change remains a steady change. In a steady driving state, the influence of these time constant elements on the target value of the second state quantity may be so small that it can be ignored.

  Therefore, as a preferred form in this aspect, the time constant element may be ignored when the vehicle is in a steady state. In this case, the calculation load is reduced, which is preferable.

  Whether or not the vehicle is in a steady running state can be determined based on, for example, the speed of change of the target value of the first state quantity (that is, for example, the yaw rate, the vehicle body slip angle, or the lateral acceleration). For example, when the target value of the vehicle body slip angle or yaw rate is small, that is, when the change in the lateral acceleration is small or when the turning motion is slow, it can be determined that the vehicle is in the steady running state.

  In another aspect of the vehicle control apparatus according to the present invention, first correction element specifying means for specifying a first correction element including at least one of longitudinal force, lateral force, and vertical force generated on the wheels of the vehicle; And a first correction means for correcting the vehicle motion model based on the specified first correction element.

  According to this aspect, the vehicle motion model is corrected based on the first correction element including at least one of the longitudinal force, the lateral force, and the vertical force acting on the wheel (preferably including a tire as a practical aspect). . Therefore, the target value of the second state quantity can be accurately determined even in a situation where the wheels have already generated the various forces described above, and the vehicle can be translated.

  The “specification” related to the first correction element specifying means is a concept that encompasses a wide range of practical aspects such as detection, calculation, estimation, identification, selection, or acquisition.

  In another aspect of the vehicle control apparatus according to the present invention, second correction element specifying means for specifying a second correction element including at least one of longitudinal acceleration, lateral acceleration, and roll stiffness distribution generated in the vehicle. And second correction means for correcting the vehicle motion model based on the specified second correction element.

  According to this aspect, the vehicle motion model is corrected based on the second correction element including at least one of the longitudinal acceleration, the lateral acceleration, and the roll stiffness distribution in the vehicle. Accordingly, even when the vehicle is traveling near various limit behaviors such as acceleration / deceleration, turning, or roll, the target value of the second state quantity can be accurately determined, and the vehicle can be moved in parallel. Become.

  The “specification” related to the second correction element specifying means is a concept that encompasses a wide range of practical aspects such as detection, calculation, estimation, identification, selection or acquisition.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a schematic configuration diagram conceptually illustrating a configuration of a vehicle according to an embodiment of the present invention. 2 is a flowchart of LKA control performed in the vehicle of FIG.

Hereinafter, an embodiment according to a vehicle control device of the present invention will be described with reference to the drawings as appropriate.
<Embodiment of the Invention>
<Configuration of Embodiment>
First, with reference to FIG. 1, the structure of the vehicle 10 which concerns on one Embodiment of this invention is demonstrated. FIG. 1 is a schematic configuration diagram conceptually showing the basic configuration of the vehicle 10.

  In FIG. 1, a vehicle 10 includes a left front wheel FL, a right front wheel FR, a left rear wheel RL, and a right rear wheel RR. Among these, a desired change is made by changing the steering angle of the left front wheel FL and the right front wheel FR that are steering wheels. It is the structure which can advance in this direction.

  The vehicle 10 includes an ECU 100, an engine 200, a driving force distribution device 300, a VGRS actuator 400, an EPS actuator 500, an ECB (Electronic Controlled Braking system) 600, and a car navigation device 700.

  The ECU 100 is an electronic control unit that includes a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory) (not shown) and is configured to be able to control the entire operation of the vehicle 10. This is an example of a “vehicle control device”. The ECU 100 is configured to be able to execute LKA control described later in accordance with a control program stored in the ROM.

  The ECU 100 includes the “first setting unit”, “second setting unit”, “control unit”, “first correction element specifying unit”, “first correction unit”, “second correction element specifying” according to the present invention. Means ”and“ second correction means ”are integrated electronic control units configured to function as examples, and the operations related to these means are all executed by the ECU 100. However, the physical, mechanical, and electrical configurations of each of the units according to the present invention are not limited to this. For example, each of these units includes a plurality of ECUs, various processing units, various controllers, a microcomputer device, and the like. It may be configured as various computer systems.

  The engine 200 is a V-type six-cylinder gasoline engine that functions as a driving force source for the vehicle 10. Note that the power source of the vehicle according to the present invention is limited to an internal combustion engine (engine 200 is an example thereof) having various practical aspects as a concept encompassing an engine that can take out fuel combustion by converting it into mechanical power. Instead, a rotating electrical machine such as a motor may be used. Alternatively, the vehicle may be a so-called hybrid vehicle in which these are cooperatively controlled. A crankshaft that is a driving force output shaft of the engine 200 is connected to a center differential device 310 that is a component of the driving force distribution device. It should be noted that the detailed configuration of the engine 200 has little correlation with the gist of the present invention, and therefore the details are omitted here.

  The driving force distribution device 300 is configured to be able to distribute the engine torque Te transmitted from the engine 200 via the crankshaft to the front wheels and the rear wheels at a predetermined ratio, and further to each of the front wheels and the rear wheels. It is an example of the “braking / driving force varying means” according to the present invention configured to be able to change the driving force distribution of the left and right wheels. The driving force distribution device 300 includes a center differential device 310 (hereinafter appropriately referred to as “center differential 310”), a front differential device 320 (hereinafter appropriately referred to as “front differential 320”), and a rear differential device 330 (hereinafter, referred to as “center differential 310”). Appropriately abbreviated as “rear differential 330”).

  Center differential 310 is an LSD (Limited Slip Differential) that distributes engine torque Te supplied from engine 200 to front differential 320 and rear differential 330. The center differential 310 distributes the engine torque Te to the front and rear wheels at a distribution ratio of 50:50 (an example is not limited) under conditions where the load acting on the front and rear wheels is substantially constant. Further, when the rotational speed of one of the front and rear wheels becomes higher than a predetermined value with respect to the other, a differential limiting torque is applied to the one, and a differential limiting is performed in which torque is transferred to the other. . That is, the center differential 310 is a so-called rotational speed-sensitive (viscous coupling type) differential mechanism.

  The center differential 310 is not limited to such a rotational speed sensitive type, but may be a torque sensitive type differential mechanism in which the differential limiting action increases in proportion to the input torque. Also, a differential ratio variable type differential that can achieve a desired distribution ratio within a predetermined adjustment range by making a differential action by the planetary gear mechanism and continuously changing the differential limiting torque by the intermittent control of the electromagnetic clutch. It may be a mechanism. In any case, the center differential 310 may take various practical aspects regardless of whether it is publicly known or not known as long as the engine torque Te can be distributed to the front wheels and the rear wheels.

  The front differential 320 can distribute the engine torque Te distributed to the front axle (front wheel axle) side by the center differential 310 further to the left and right wheels at a desired distribution ratio set within a predetermined adjustment range. A type of LSD. The front differential 320 includes a planetary gear mechanism including a ring gear, a sun gear, and a pinion carrier, and an electromagnetic clutch that provides a differential limiting torque. A differential case is provided for the ring gear of the planetary gear mechanism, and left and right axles are provided for the sun gear and the carrier, respectively. Takes a linked configuration. The differential limiting torque is continuously controlled by energization control on the electromagnetic clutch, and the torque distribution ratio is continuously variably controlled within a predetermined adjustment range determined by the physical and electrical configuration of the front differential 320. It is the composition which becomes.

  The front differential 320 is electrically connected to the ECU 100, and the energization control of the electromagnetic clutch is also controlled by the ECU 100. Therefore, the ECU 100 can generate a desired front wheel braking / driving force difference (here, the driving force difference) Ff through the drive control of the front differential 320. The configuration of the front differential 320 is limited to that exemplified here as long as the driving force (note that the torque and the driving force are uniquely related) can be distributed to the left and right wheels at a desired distribution ratio. It can have various aspects regardless of whether it is publicly known or not known. In any case, such a right / left driving force distribution action is known, and here, the details thereof will not be mentioned for the purpose of preventing the explanation from becoming complicated.

  The rear differential 330 distributes the engine torque Te distributed to the rear axle (rear axle) via the propeller shaft 11 by the center differential 310, and further at a desired distribution ratio set within a predetermined adjustment range for the left and right wheels. This is a variable distribution ratio LSD that can be distributed. The rear differential 330 includes a planetary gear mechanism including a ring gear, a sun gear, and a pinion carrier, and an electromagnetic clutch that provides differential limiting torque. A differential case is connected to the ring gear of the planetary gear mechanism, and left and right axles are connected to the sun gear and the carrier, respectively. Adopted configuration. The differential limiting torque is continuously controlled by energization control for the electromagnetic clutch, and the torque distribution ratio is continuously variably controlled within a predetermined adjustment range determined by the physical and electrical configuration of the rear differential 330. It has a configuration.

  The rear differential 330 is electrically connected to the ECU 100, and the energization control of the electromagnetic clutch is also controlled by the ECU 100. Therefore, the ECU 100 can generate a desired rear wheel braking / driving force difference (here, a driving force difference) Fr through the drive control of the rear differential 330. The configuration of the rear differential 330 is limited to that illustrated here as long as the driving force (where torque and driving force are uniquely related) can be distributed to the left and right wheels at a desired distribution ratio. It can have various aspects regardless of whether it is publicly known or not. In any case, such a right / left driving force distribution action is known, and here, the details thereof will not be mentioned for the purpose of preventing the explanation from becoming complicated.

  The VGRS actuator 400 is a steering transmission ratio variable device including a housing, a VGRS motor, a speed reduction mechanism, a lock mechanism (all not shown), and the like, and is an example of the “steering angle variable means” according to the present invention.

  In the VGRS actuator 400, the VGRS motor, the speed reduction mechanism, and the lock mechanism are accommodated in a housing. This housing is fixed to the downstream end portion of the upper steering shaft 13 connected to the steering wheel 12 as steering input means, and is configured to be rotatable substantially integrally with the upper steering shaft 13.

  The VGRS motor is a DC brushless motor having a rotor as a rotor, a stator as a stator, and a rotation shaft as an output shaft of driving force. The stator is fixed inside the housing, and the rotor is rotatably held inside the housing. The rotating shaft is fixed so as to be coaxially rotatable with the rotor, and the downstream end thereof is connected to the speed reduction mechanism. The stator is configured to be supplied with a drive voltage from an electric drive circuit (not shown).

  The speed reduction mechanism is a planetary gear mechanism having a plurality of rotational elements capable of differential rotation. One rotation element of the plurality of rotation elements is connected to the rotation shaft of the VGRS motor, and one of the other rotation elements is connected to the housing. The remaining rotating elements are connected to the lower steering shaft 14.

  According to the speed reduction mechanism having such a configuration, the rotation speed of the upper steering shaft 13 (that is, the rotation speed of the housing) corresponding to the operation amount of the steering wheel 12 and the rotation speed of the VGRS motor (that is, the rotation of the rotation shaft). Speed) uniquely determines the rotation speed of the lower steering shaft 14 connected to the remaining one rotation element. At this time, the rotational speed of the lower steering shaft 14 can be controlled to increase / decrease by controlling the rotational speed of the VGRS motor to increase / decrease by the differential action between the rotating elements. That is, the upper steering shaft 13 and the lower steering shaft 14 can be rotated relative to each other by the action of the VGRS motor and the speed reduction mechanism. The rotational speed of the VGRS motor is transmitted to the lower steering shaft 14 in a state of being decelerated in accordance with a predetermined reduction ratio determined according to the gear ratio between the respective rotary elements because of the configuration of each rotary element in the speed reduction mechanism.

  Thus, in the vehicle 10, the upper steering shaft 13 and the lower steering shaft 14 can rotate relative to each other, so that the steering angle MA that is the amount of rotation of the upper steering shaft 13 and the amount of rotation of the lower steering shaft 14 are determined. The steering transmission ratio, which is uniquely determined (which also relates to the gear ratio of the rack and pinion mechanism described later) and the steering angle δf of the front wheel as the steering wheel, is continuously variable within a predetermined range.

  The lock mechanism is a clutch mechanism including a clutch element on the VGRS motor side and a clutch element on the housing side. In a state where both clutch elements are engaged with each other, the rotational speeds of the upper steering shaft 13 and the rotation shaft of the VGRS motor coincide with each other, so that the rotational speed of the lower steering shaft 14 necessarily coincides therewith. That is, the upper steering shaft 13 and the lower steering shaft 14 are directly connected. However, the details of the locking mechanism are omitted here because the correlation with the present invention is weak.

  Note that the VGRS actuator 400 is electrically connected to the ECU 100 and its operation is controlled by the ECU 100.

  In the vehicle 10, the rotation of the lower steering shaft 14 is transmitted to the rack and pinion mechanism. The rack and pinion mechanism is a steering transmission mechanism including a pinion gear (not shown) connected to the downstream end of the lower steering shaft 14 and a rack bar 15 formed with gear teeth that mesh with gear teeth of the pinion gear. The rotation of the pinion gear is converted into the horizontal movement of the rack bar 15 in the drawing, so that the steering force is applied to each steered wheel via a tie rod and a knuckle (not shown) connected to both ends of the rack bar 15. It is configured to be transmitted. That is, the transmission mechanism of the steering force from the steering wheel 12 to each front wheel is an example of the “steering device” according to the present invention.

  The EPS actuator 500 is a steering torque assisting device including an EPS motor as a DC brushless motor including a rotor (not shown) as a rotor to which a permanent magnet is attached and a stator as a stator surrounding the rotor. This EPS motor can generate an assist torque TA in the rotation direction by rotating the rotor by the action of a rotating magnetic field formed in the EPS motor by energizing the stator via an electric drive (not shown). It is configured.

  On the other hand, a reduction gear (not shown) is fixed to a motor shaft that is a rotation shaft of the EPS motor, and this reduction gear is also meshed with a reduction gear provided on the lower steering shaft 14. For this reason, in this embodiment, the assist torque TA generated from the EPS motor functions as a torque that assists the rotation of the lower steering shaft 14. Therefore, when the assist torque TA is applied in the same direction as the driver steering torque MT applied to the upper steering shaft 13 via the steering wheel 12, the driver's steering burden is reduced by the amount of the assist torque TA. The

  Note that the EPS actuator 500 is electrically connected to the ECU 100 and its operation is controlled by the ECU 100.

  The vehicle 10 includes a steering angle sensor 16 and a steering torque sensor 17.

  The steering angle sensor 16 is an angle sensor configured to be able to detect a steering angle MA that represents the amount of rotation of the upper steering shaft 13. The steering angle sensor 16 is electrically connected to the ECU 100, and the detected steering angle MA is referred to by the ECU 100 at a constant or indefinite period.

  The steering torque sensor 17 is a sensor configured to be able to detect a driver steering torque MT applied from the driver via the steering wheel 12. More specifically, the upper steering shaft 13 is divided into an upstream portion and a downstream portion, and has a configuration in which they are connected to each other by a torsion bar (not shown). Rings for detecting a rotational phase difference are fixed to both upstream and downstream ends of the torsion bar. This torsion bar is twisted in the rotational direction according to the steering torque (ie, driver steering torque MT) transmitted through the upstream portion of the upper steering shaft 13 when the driver of the vehicle 10 operates the steering wheel 12. The configuration is such that the steering torque can be transmitted to the downstream portion while causing such a twist. Therefore, when the steering torque is transmitted, a rotational phase difference is generated between the above-described rings for detecting the rotational phase difference. The steering torque sensor 17 is configured to detect such a rotational phase difference and convert the rotational phase difference into a steering torque so as to be output as an electrical signal corresponding to the driver steering torque MT. The steering torque sensor 17 is electrically connected to the ECU 100, and the detected driver steering torque MT is referred to by the ECU 100 at a constant or indefinite period.

  The ECB 600 is an electronically controlled braking device as another example of the “braking / driving force varying means” according to the present invention, which is configured to be able to individually apply a braking force to the front, rear, left, and right wheels of the vehicle 10. The ECB 600 includes a brake actuator 610 and braking devices 620FL, 620FR, 620RL, and 620RR corresponding to the left front wheel FL, the right front wheel FR, the left rear wheel RL, and the right rear wheel RR, respectively.

  The brake actuator 610 is a hydraulic control actuator configured to be able to individually supply hydraulic oil to the braking devices 620FL, 620FR, 620RL, and 620RR. The brake actuator 610 includes a master cylinder, an electric oil pump, a plurality of hydraulic pressure transmission passages, and electromagnetic valves installed in each of the hydraulic pressure transmission passages. The brake actuator 610 controls each brake by controlling the open / close state of the electromagnetic valves. The hydraulic pressure of the hydraulic oil supplied to the wheel cylinder provided in the device is configured to be individually controllable for each braking device. The hydraulic pressure of the hydraulic oil has a one-to-one relationship with the pressing force of the brake pad provided in each brake device, and the hydraulic oil pressure level of the hydraulic oil corresponds to the magnitude of the braking force in each brake device.

  The brake actuator 610 is electrically connected to the ECU 100, and the braking force applied to each wheel from each braking device is controlled by the ECU 100.

  The vehicle 10 includes an in-vehicle camera 18 and a vehicle speed sensor 19.

  The in-vehicle camera 18 is an imaging device that is installed on the front nose of the vehicle 10 and configured to image a predetermined area in front of the vehicle 10. The in-vehicle camera 18 is electrically connected to the ECU 100, and the captured front area is sent to the ECU 100 as image data at a constant or indefinite period. The ECU 100 can analyze the image data and acquire various data necessary for LKA control described later.

  The vehicle speed sensor 19 is a sensor configured to be able to detect the vehicle speed V as the speed of the vehicle 10. The vehicle speed sensor 19 is electrically connected to the ECU 100, and the detected vehicle speed V is referred to by the ECU 100 at a constant or indefinite period.

  The car navigation device 700 is based on signals acquired via a GPS antenna and a VICS antenna installed in the vehicle 10, position information of the vehicle 10, road information around the vehicle 10 (road type, road width, number of lanes). , Speed limit, road shape, etc.), traffic signal information, information on various facilities installed around the vehicle 10, traffic information including traffic information, environment information, and the like. The car navigation device 700 is electrically connected to the ECU 100, and the operation state is controlled by the ECU 100.

<Operation of Embodiment>
<Details of LKA control>
Hereinafter, with reference to FIG. 2, the details of the LKA control executed by the ECU 100 will be described as the operation of the present embodiment. FIG. 2 is a flowchart of the LKA control. Note that LKA (Lane Keeping Assist) control is control for causing the vehicle 10 to follow a target travel path (in this embodiment, that is, a lane (lane)), and is one of travel support controls executed in the vehicle 10. It is.

  In FIG. 2, the ECU 100 reads various signals including operation signals of various switches provided in the vehicle 10, various flags, sensor signals related to the various sensors, and the like (step S <b> 101) and is installed in the vehicle interior of the vehicle 10 in advance. It is determined whether or not the LKA mode is selected as a result of the operation button for activating the LKA mode being operated by the driver (step S102). When the LKA mode is not selected (step S102: NO), the ECU 100 returns the process to step S101.

  When the LKA mode is selected (step S102: YES), the ECU 100 detects a white line (not necessarily white) that defines the LKA target travel path based on the image data sent from the in-vehicle camera 18. It is determined whether or not it has been performed (step S103).

  If a white line is not detected (step S103: NO), the ECU 100 returns the process to step S101 because a virtual target travel path cannot be set. On the other hand, when the white line is detected (step S103: YES), the ECU 100 calculates various road surface information necessary for causing the vehicle 10 to follow the target travel path (step S104).

  In step S104, a lateral deviation Y that is a lateral deviation between the white line and the vehicle 10 and a yaw angle deviation φ between the white line and the vehicle 10 are calculated based on a known method.

When the various road surface information is calculated, the ECU 100 sets the target vehicle state slip angle βtg and the yaw rate γ, which are target values of the vehicle body slip angle β, as target vehicle state quantities necessary for causing the vehicle 10 to follow the target traveling road. A target yaw rate γ _tg as a target value is set (step S105). These target vehicle state quantities are examples of the “first state quantities” according to the present invention. Step S105 is an example of the operation of the “first setting means” according to the present invention.

In the present embodiment, the target yaw rate γ _tg is a zero value and a fixed value. Therefore, it is not necessary to ECU100 every visited step S105 sets the target yaw rate Ganmatg, the target yaw rate gamma _tg may be an integral part of the vehicle motion model as described below.

On the other hand, the target vehicle body slip angle β _tg is preliminarily mapped and stored in appropriate storage means such as a ROM so as to be associated with the lateral deviation Y and the yaw angle deviation φ. The target vehicle body slip angle β _tg is set by selecting an appropriate value according to the calculated road surface information.

  When the target vehicle state quantity is set, the process branches into two systems. That is, one system is the steering angle control by the VGRS actuator 400, and the other system is the braking / driving force control of each wheel by the driving force distribution device 300 and the ECB 600.

  First, braking / driving force control will be described.

In the braking / driving force control, first, the vehicle motion model is adjusted (step S106). Here, the “vehicle motion model” means a vehicle state quantity (first state quantity) composed of a yaw rate γ and a vehicle body slip angle β, a front wheel rudder angle δ _f, and a center-of-gravity moment Mo (these are “ This is a simulation model that defines a relative relationship with “a second state quantity”, and numerical elements are stored in the ROM in advance. The vehicle motion model and its adjustment relating to step S106 will be described later.

When the adjustment of the vehicle motion model is completed, ECU 100 calculates a target front wheel steering angle δ _ftg2 for parallel movement (step S107). The parallel movement target front wheel steering angle δ _ftg2 is a front wheel steering angle at which the vehicle 10 traces the target travel path, and is also calculated from the vehicle motion model. The setting of the target front wheel steering angle δ _ftg2 for parallel movement will also be described later.

When the target front wheel steering angle δ _ftg2 for translation is calculated, the ECU 100 calculates a moment around the center of gravity Mo _tg (step S108). The setting of the target center-of-gravity moment _Motg will also be described later. Steps S107 and S108 are an example of the operation of the “second setting means” according to the present invention.

When the target center-of-gravity moment _Motg is calculated, the ECU 100 sets the target braking / driving force of each wheel (step S109), and appropriately controls the driving force distribution device 300 and the ECB 600 according to the set target braking / driving force. (Step S110). When step S110 ends, the process returns to step S101. The braking / driving force control is executed in this way.

The relationship between the target around the center of gravity moment Mo _tg and front left and right driving force difference F _f and a rear wheel left and right driving force difference F _r can be defined as and distinct numerical relationships are known. Therefore, the ECU 100 can _uniquely determine the target values of the front wheel left / right braking / driving force difference F _f and the rear wheel left / right braking / driving force difference F _r based on the target center-of-gravity moment Mo _tg .

On the other hand, the front wheel left / right braking / driving force difference F _f and the rear wheel left / right braking / driving force difference F _r may be realized by driving force or braking force, respectively. The setting mode of the target braking / driving force of the wheels is not necessarily unique in practice, but the parallel movement as the target motion of the vehicle 10 is ensured as long as the target braking / driving force difference is obtained.

  Next, the steering angle control will be described.

In the steering angle control, first, the basic target front wheel steering angle δ _ftg1 is calculated (step S111). The basic target front wheel rudder angle δ _ftg1 is a front wheel rudder angle that should be given to the steering operation performed by the driver on his / her own intention, and is a rudder angle belonging to the category of normal steering control. The basic target front wheel steering angle δ _ftg1 is _zero when the driver only _{steers the} steering wheel 12 or releases the steering wheel 12.

When basic target front wheel steering angle [delta] _Ftg1 is calculated, ECU 100 obtains the translation for the target front wheel steering angle [delta] _Ftg2 calculated in step S107, the target front wheel steering angle serving the target value of the front wheel steering angle [delta] _f [delta] _FTG Is calculated (step S112). At this _{time, δ ftg = δ ftg1 + δ} ftg2 the relationship is established.

When the target front wheel steering angle δ _ftg is calculated, the ECU 100 controls the VGRS actuator 400 so that the front wheel steering angle δ _f becomes the calculated target front wheel steering angle δ _ftg (step S113). When the control of the front wheel steering angle [delta] _f is started, the process is returned to step S101, the series of processing is repeated. The LKA control is executed as described above.

Steps S110 and S113 are an example of the operation of the “control unit” according to the present invention.
<Details of state quantity control based on vehicle motion model>
Here, the details of the vehicle motion model will be described.

The vehicle motion model is defined as (1) below. For the sake of convenience, the expression (1) is an expression that takes into account the rear wheel steering angle δ _r in addition to the front wheel steering angle δ _f and the center-of-gravity moment Mo as the “second state quantity” according to the present invention. Since the vehicle 10 according to the present embodiment does not have a rear wheel steering function, the rear wheel steering angle δ _r does not become a controllable element and cannot be the second state quantity, but conceptually Similarly to the front wheel rudder angle δ _f and the center-of-gravity moment Mo, it can function as an example of the second state quantity. That is, when the rear wheel steering apparatus of the ARS, etc. on the vehicle 10 is provided, it is possible to the second state quantity a rear wheel steering angle [delta] _r in place of the front wheel steering angle [delta] _f. Therefore, hereinafter, formula development that appropriately considers the rear wheel steering angle δ _r will be described.

ここで、（１）式におけるΔ（ｓ）並びに係数Ａ１１、Ａ１２、Ａ１３、Ａ２１、Ａ２２、Ａ２３、Ａ３１、Ａ３２及びＡ３３は、夫々、下記（２）乃至（８）の如くに規定される。

Here, Δ (s) and the coefficients A11, A12, A13, A21, A22, A23, A31, A32, and A33 in the equation (1) are respectively defined as (2) to (8) below.

尚、上記各式における各参照記号の表す意味は以下の通りである。

In addition, the meaning which each reference symbol represents in each said formula is as follows.

M ... Vehicle weight V ... Vehicle speed l _f ... Vehicle center of gravity-front axle distance l _r ... Vehicle center of gravity-rear axle distance l ... lf + lr (= wheel base)
K _f ... Front wheel cornering power K _r ... Rear wheel cornering power s... Laplace operator Here, in this embodiment, since the target yaw rate γ _tg = 0, the following equations (9) and (10 ) Is established. Equation (9) is a relational expression representing the relationship between the center of gravity moment Mo and the front wheel steering angle, and Equation (10) is a relational expression representing the relationship between the center of gravity moment Mo and the rear wheel steering angle. .

最終的に、下記の通り、（９）式に対応する（１１）式及び（１０）式に対応する（１２）式を得る。

Finally, as shown below, Equation (11) corresponding to Equation (9) and Equation (12) corresponding to Equation (10) are obtained.

上記（１１）式及び（１２）式におけるＧ、τ１、τ２、τ３及びτ４は、夫々車両１０の物理構成及び走行条件に応じて一義に定まる値である。従って、ＥＣＵ１００は、図２のステップＳ１０８において、上記（１１）式を使用し、目標重心回りモーメントＭｏ_ｔｇを平行移動用目標前輪舵角δ_ｆｔｇ２に基づいて決定することができる。

G, τ1, τ2, τ3, and τ4 in the above equations (11) and (12) are values that are uniquely determined according to the physical configuration of the vehicle 10 and the traveling conditions. Accordingly, ECU 100 in step S108 of FIG. 2, using the above equation (11), the target around the center of gravity moment _{Mo tg} can be determined based on the parallel movement target front wheel steering angle _δ ftg2.

  On the other hand, when the above equation (1) is solved for the vehicle body slip angle β, the following equation (13) is obtained.

ここで、β＝β_ｔｇとし且つＭｏとして上記（１１）式を代入することにより、目標車体スリップ角β_ｔｇと前輪舵角δ_ｆとの関係式を構築することができる。ＥＣＵ１００は、図２のステップＳ１０７において、係る関係式を利用することにより、平行移動用目標前輪舵角δ_ｆｔｇ２を決定することができる。

Here, a relational expression between the target vehicle body slip angle β _tg and the front wheel steering angle δ _f can be constructed by setting β = β _tg and substituting the above equation (11) as Mo. The ECU 100 can determine the target front wheel steering angle δ _ftg2 for parallel movement by using the relational expression in step S107 of FIG.

In this way, as the second state quantity for translating the vehicle 10 is the parallel movement target front wheel steering angle [delta] _Ftg2 and the target around the center of gravity moment Mo _tg is determined. Therefore, when the braking / driving force control and the steering angle control for realizing these are executed in steps S110 and S113 in FIG. 2, the vehicle 10 performs a lateral movement in which the yaw rate is suppressed, that is, a parallel movement. It can be done.

  Even in the case where a rear wheel steering device such as ARS is provided, these second state quantities can be determined in the same manner by using the above equation (12).

Next, the adjustment of the vehicle motion model in step S106 of FIG. 2 will be described. Incidentally, as a steering device capable of performing independently steering angle control from the driver steering, in the present embodiment are adopted VGRS actuator 400, the second state amount that is, the front wheel steering angle [delta] _f. Therefore, the details when the rear wheel steering angle δ _r is used will not be described hereinafter. However, the fact that the control when the rear wheel steering angle δ _r is used as the second state quantity is basically the same as the front wheel steering angle δ _f is based on the interrelationships of the equations (11) and (12). It will be obvious.

  When the above equation (9) is used, G, τ1, and τ2 in the following equation (14) can be expressed as the following equations (14) to (16), respectively.

このように、重心回りモーメントＭｏと前輪舵角δ_ｆとの関係性（これもまた、本発明に係る「車両運動モデル」の一例である）を与えるＧ、τ１及びτ２は、車速Ｖに応じて変化する、夫々本発明に係る「時定数要素」の一例である。車両運動モデルには、このように車両１０の動的要素が含まれており、車両１０の実挙動を正確に反映することが可能となっている。

Thus, the relationship between the center of gravity around the moment Mo and the front wheel steering angle [delta] _f (which is also a is an example of a "vehicle motion model") G to give, .tau.1 and τ2 are according to the vehicle speed V It is an example of a “time constant element” according to the present invention. The vehicle motion model includes the dynamic elements of the vehicle 10 as described above, and the actual behavior of the vehicle 10 can be accurately reflected.

  Here, from the viewpoint of realizing a parallel movement that is robust to various actual behaviors of the vehicle 10, the coefficients a1, a2, and a3 are preferably variable according to the vehicle motion at that time. Therefore, in step S106 of FIG. 2, the ECU 100 determines (a) the coefficient of friction between the front and rear tires and the road surface, (b) the longitudinal force, lateral force and vertical force generated on the front and rear wheels, and (c) The coefficients a1, a2 and a3 are adjusted based on the respective longitudinal acceleration factors generated in the vehicle 10 and (d) correction factors for the lateral acceleration generated in the vehicle 10 and the roll stiffness distribution.

More specifically, the correction targets are k _f and k _r in the case of (a), K _f and K _r in the case of (a), l _f and l _r in the case of (c), ( In the case of d), k _f and k _r . When defining the dynamic characteristics of the vehicle 10, the state of the tire, which is the only contact portion between the vehicle 10 and the road surface, is important, and the cornering power of the front and rear wheels according to (a), (b) and (d). Is corrected. Further, since the correction element (c) transiently changes the position of the center of gravity of the vehicle 10, it affects the distance between the center of gravity and the axle.

The value of each correction element and the corrected values of K _f , K _r , l _f and l _r are mapped in advance and stored in the ROM. The value of each correction element can be specified according to various known modes, and details thereof will not be described here. It should be noted that devices necessary as appropriate for specifying these correction element values are provided in the vehicle 10 as appropriate.

In the steady running state where the dynamic characteristics of the vehicle 10 can be ignored, the above equation (11) eventually becomes “Mo = −Gδ _f ”, and the vehicle center-of-gravity moment Mo is determined only by the front wheel steering angles δ _f and G. Can be treated as a function. ECU100, in traveling conditions such relationship may be established, to calculate a target around the center of gravity moment Mo _tg and translation for the target front wheel steering angle [delta] _Ftg2 accordance appropriately this simplified relationship. For this reason, it is possible to reduce the calculation load without reducing the accuracy of the behavior control regarding the parallel movement.

  The present invention is not limited to the above-described embodiments, and can be changed as appropriate without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. Is also included in the technical scope of the present invention.

  The present invention can be used for, for example, a vehicle having a function of causing the vehicle to follow a target travel path.

  FL, FR, RL, RR ... wheels, 10 ... vehicle, 11 ... propeller shaft, 12 ... steering wheel, 13 ... upper steering shaft, 14 ... lower steering shaft, 15 ... rack bar, 16 ... steering angle sensor, 17 ... steering Torque sensor, 100 ... ECU, 200 ... engine, 300 ... braking / driving force distribution device, 310 ... center differential mechanism, 320 ... front differential mechanism, 330 ... rear differential mechanism, 400 ... VGRS actuator, 500 ... EPS actuator, 600 ... ECB 610, Brake actuator, 620FL, 620FR, 620RL, 620RR, braking device.

Claims (8)

Rudder angle variable means capable of changing the rudder angle of the front wheel or the rear wheel independently of the driver operation that promotes the change of the rudder angle;
An apparatus for controlling a vehicle, comprising: braking / driving force varying means capable of causing a difference between left and right braking / driving forces for each of the front wheels and the rear wheels,
First setting means for setting target values of a plurality of first state quantities for defining the parallel movement for realizing the parallel movement defined as the lateral movement in which the yaw rate is suppressed to a predetermined dead band equivalent value;
A vehicle motion model that defines a relative relationship between the plurality of first state quantities set in advance and the plurality of second state quantities that respectively correlate with the steering angle and the left / right braking / driving force difference; and 2. A vehicle control apparatus comprising: a second setting unit configured to set a target value of the plurality of second state quantities for realizing the parallel movement based on a target value of the first state quantity. The control means for controlling the steering angle varying means and the braking / driving force varying means so that each of the second state quantities becomes the set target value. Vehicle control device. The vehicle control device according to claim 1, wherein the first state quantity is a value corresponding to a yaw rate of the vehicle and a value corresponding to a vehicle body slip angle of the vehicle. The vehicle control device according to any one of claims 1 to 3, wherein the second state quantity is a moment around the rudder angle and the center of gravity of the vehicle. The vehicle control device according to any one of claims 1 to 4, wherein the dead zone equivalent value includes at least a zero value and is a value equal to or less than a reference value. The vehicle control device according to any one of claims 1 to 5, wherein the vehicle motion model includes a time constant element determined according to a physical configuration of the vehicle. First correction element specifying means for specifying a first correction element including at least one of longitudinal force, lateral force and vertical force generated on the wheels of the vehicle;
The vehicle control device according to claim 1, further comprising: a first correction unit that corrects the vehicle motion model based on the specified first correction element. Second correction element specifying means for specifying a second correction element including at least one of longitudinal acceleration, lateral acceleration and roll stiffness distribution generated in the vehicle;
The vehicle control device according to claim 1, further comprising: a second correction unit that corrects the vehicle motion model based on the specified second correction element.

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