JP6077747B2 - VEHICLE SLALOM TRAVEL JUDGING DEVICE AND VEHICLE CONTROL DEVICE HAVING THIS VEHICLE SLALOM TRAVEL JUDGING DEVICE - Google Patents

Description

  The present invention determines a slalom traveling of a vehicle and uses the result to appropriately operate various on-vehicle control devices, and a vehicle control equipped with the slalom traveling determining device of the vehicle Relates to the device.

  In recent years, in vehicles, various control devices (for example, a skid prevention device, a traction control device, etc.) for ensuring vehicle safety and running stability are mounted, and while safety awareness is increasing, vehicle stabilization control Advances in timing and the amount of intervention are progressing. However, similarly in slalom running in which steering is similar to lane change or danger avoidance, these control devices intervene, resulting in a decrease in vehicle speed and a decrease in turnability, and there is a problem that vehicle mobility is impaired. For this reason, for example, in JP 2009-61977 A (hereinafter referred to as Patent Document 1), when it is determined that the steering state of the vehicle is a slalom state, the assist force output by the power steering mechanism is increased to perform steering. A technique of a steering device that optimizes the assist force at the time of continuous turning is disclosed. In the slalom determination according to Patent Document 1, when the absolute value of the steering angular velocity is equal to or greater than the threshold value, the steering handle is being turned back toward the neutral position and is quickly turned back in spite of being near the neutral position. Therefore, it is determined that the steering state is the slalom state.

JP 2009-61977 A

  However, in the slalom determination disclosed in the above-mentioned Patent Document 1, it is simply determined that the quick turn-back steering near the neutral position of the steering is the slalom traveling, and therefore the steering performed by the driver for avoiding the danger. Alternatively, it is not possible to distinguish between steering for slalom traveling in which course changes are performed quickly and continuously. In such a case, if it is determined that the vehicle is in the slalom traveling and the characteristics of various on-vehicle control devices are changed so as to improve the vehicle mobility, there is a risk that the control corresponding to the danger avoidance will be insufficient. is there.

  The present invention has been made in view of the above circumstances. When the slalom traveling is accurately determined and the slalom traveling is performed, the motion performance of the vehicle is appropriately improved, and the slalom traveling is not performed. Provides a vehicle slalom traveling determination device capable of sufficiently ensuring the safety and traveling stability of the vehicle by various in-vehicle control devices, and a vehicle control device equipped with the vehicle slalom traveling determination device The purpose is to do.

One aspect of the slalom traveling determination apparatus for a vehicle of the present invention, quick steering that by the driver, and a turning operation state detecting means for detecting a turning operation state of the brake off, the quick steering by the turning operation state detection means, In addition, after detecting the turning off state of the brake off, the steering direction at the time of the previous sudden steering within the set time from the turning off state of the brake off and the previous sudden steering and the turning off state of the brake off. And determining means for determining that the vehicle is in the slalom running state when the sudden steering and brake-off turning operation state is detected three or more times in a reverse direction. Further, according to one aspect of the vehicle control device including the vehicle slalom travel determination device of the present invention, when the slalom travel determination device determines that the vehicle is in the slalom travel state, the vehicle behavior control means mounted on the vehicle Priority is given to control that improves vehicle mobility over control that improves vehicle stability.

  According to the vehicle slalom traveling determination device and the vehicle control device provided with the vehicle slalom traveling determination device according to the present invention, when the slalom traveling is accurately determined and slalom traveling is performed, the vehicle It is possible to appropriately improve the exercise performance, and when the slalom running is not performed, the vehicle safety and running stability can be sufficiently secured by various on-vehicle control devices.

1 is a configuration explanatory diagram of a vehicle control device according to a first embodiment of the present invention. FIG. It is a flowchart of the slalom driving | running | working determination program which concerns on 1st Embodiment of this invention. 3 is a flowchart continued from FIG. 2. It is a flowchart of the side slip prevention control which concerns on 1st Embodiment of this invention. It is a flowchart of the traction control which concerns on 1st Embodiment of this invention. It is explanatory drawing of the engine characteristic change at the time of the slalom driving | running | working determination which concerns on 1st Embodiment of this invention. It is explanatory drawing of the shift pattern change at the time of the slalom driving | running | working determination which concerns on 1st Embodiment of this invention. It is a flowchart of right-and-left driving force distribution control concerning a 1st embodiment of the present invention. It is a flowchart of the front-rear driving force distribution control according to the first embodiment of the present invention. It is a flowchart of the steering control which concerns on 1st Embodiment of this invention. It is setting explanatory drawing of the basic assist torque which concerns on 1st Embodiment of this invention. 4 is a flowchart of suspension control according to the first embodiment of the present invention. It is setting explanatory drawing of the damping force which concerns on 1st Embodiment of this invention. It is a flowchart of the slalom running determination program concerning a 2nd embodiment of the present invention. It is a flowchart continuing from FIG. It is an example of the several pylon detected ahead based on the 2nd Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. 1 to 13 show a first embodiment of the present invention.

  In FIG. 1, reference numeral 1 denotes a vehicle control device. The vehicle control device 1 includes a side slip prevention device 21, a traction control device 22, an engine control device 23, a transmission control device 24, and a left / right driving force distribution. Vehicle behavior control means such as a control device 25, a longitudinal driving force distribution control device 26, a steering control device 27, a suspension control device 28, and the like are connected.

  The control unit 2 is connected to sensors and switches such as a vehicle speed sensor 11, a handle angle sensor 12, a lateral acceleration sensor 13, and a brake switch 14, and the vehicle speed V, the handle angle θH, and the lateral acceleration from these sensors and switches. Gy, based on the brake ON-OFF signal, a later-described slalom traveling determination program is executed to determine whether or not the vehicle is in slalom traveling, and the determination result is determined based on each of the control devices 21, 22, 23 described above. , 24, 25, 26, 27, 28. That is, the control unit 2 has a function as a slalom travel determination device.

  As shown in the slalom travel determination program shown in FIGS. 2 and 3, the control unit 2 determines the slalom travel first in step (hereinafter abbreviated as “S”) 101 and necessary parameters (vehicle speed V, steering wheel angle θH, lateral Acceleration Gy, brake ON-OFF signal).

  Next, the process proceeds to S102, and it is determined whether or not the vehicle is traveling at a vehicle speed V equal to or higher than VcL (V ≧ VcL). If V ≧ VcL, the process proceeds to S103. Conversely, if V <VcL and the vehicle is stopped or traveling at a very low speed, the program is exited.

  In S102, it is determined that the vehicle is traveling with V ≧ VcL, and when the process proceeds to S103, it is determined whether or not the vehicle is traveling straight. Specifically, this determination is made, for example, when the absolute value | θH | of the steering wheel angle is equal to or less than a preset threshold value and the absolute value | Gy | of the lateral acceleration is equal to or less than a preset threshold value. It is performed by judging. As a result of this determination, if it is determined that the vehicle is in a straight traveling state, the process proceeds to S104, and if it is determined that the vehicle is not in a straight traveling state, the program is exited.

  As a result of the determination in S103, when it is determined that the vehicle is traveling straight and the process proceeds to S104, whether there is an input of the steering angle within the set time (for example, whether the absolute value of steering angle | θH | If the steering angle absolute value | dθH / dt | is equal to or greater than a predetermined value) and the steering angle is input within the set time, the process proceeds to S105, the steering direction is stored, and the process proceeds to S106. . Conversely, if there is no steering angle input after the set time, the program is exited.

  When the steering direction is stored in S105 and the process proceeds to S106, it is determined whether or not the sudden steering is performed. Specifically, the case where the absolute value | θH | of the steering angle is equal to or greater than the set value θHc1 and the absolute value | dθH / dt | of the steering angular velocity is equal to or greater than the set value ΔθHc1 is determined as sudden steering. Then, if the sudden steering is performed, the process proceeds to S107, and if the sudden steering is not performed, the program is exited.

  When it is determined in S106 that the sudden steering is performed and the process proceeds to S107, it is determined whether or not the absolute value | Gy | of the lateral acceleration is equal to or larger than a preset value Gyc1 (| Gy | ≧ Gyc1). As a result of this determination, if | Gy | ≧ Gyc1, it is determined that the vehicle is traveling on a high μ road or a non-slip surface, and the process proceeds to S108. On the other hand, if | Gy | <Gyc1, the vehicle is running on a low μ road or a slippery road surface, and the driver may perform counter-steering to ensure the stability of the vehicle. Further, since it is considered necessary to ensure stability on a low μ road or a slippery road surface, the program is directly exited. As described above, in S107, it is determined that the road surface state is grasped using the lateral acceleration. Alternatively, a road surface friction coefficient or the like may be estimated, and the value of the road surface friction coefficient may be used for the determination. .

  In S107, it is determined that | Gy | ≧ Gyc1, and in S108, it is determined whether or not the brake switch 14 is in an OFF state. If the brake switch 14 is in the OFF state, the process proceeds to S109, the turning operation state counter S is incremented (S = S + 1), and the process proceeds to S110. On the contrary, when the brake switch 14 is in the ON state, it is considered that the driver is performing an avoidance operation, and the program is exited.

  In S109, when the turning operation state counter S is incremented and the process proceeds to S110, it is determined whether or not the turning operation state counter S is 4 or more (S ≧ 4).

  As a result of this determination, if the turning operation state counter S is less than 4 (S <4), it cannot be determined that the vehicle is in the slalom running state yet, and the slalom running determination flag Fs is set to 0 in S111 (Fs = 0), the process proceeds to S113. When the turning operation state counter S is 4 or more (S ≧ 4), it is determined that the vehicle is in the slalom traveling state, the slalom traveling determination flag Fs is set to 1 in S112 (Fs = 1), and the process proceeds to S113. move on. The slalom travel determination flag Fs is appropriately read by each control device 21, 22, 23, 24, 25, 26, 27, 28.

  When the slalom travel determination flag Fs is set in S111 or S112 and the process proceeds to S113, is there a steering angle input within the set time (for example, whether the absolute value of steering angle | θH | If the steering angle is input within the set time, the process proceeds to S114, the steering direction is stored, and S115 is stored. Proceed to Conversely, if there is no steering angle input even after the set time has elapsed, the turning operation state is not continued and it cannot be determined that the vehicle is in slalom running, so the routine proceeds to S119 and the turning operation state counter S is cleared (S = 0) to exit the program.

  If the steering direction is stored in S114 and the process proceeds to S115, it is determined whether or not the previous steering direction and the current steering direction are different. If the previous steering direction and the current steering direction are different, the process proceeds to S116. On the other hand, if the previous steering direction is the same as the current steering direction, it is determined that the steering is increased and the vehicle is not in the slalom traveling, so the routine proceeds to S119 and the turning operation state counter S is cleared (S = 0). And exit the program.

  If it is determined in S115 that the previous steering direction is different from the current steering direction and the process proceeds to S116, it is determined whether or not the sudden steering is performed. Specifically, the case where the absolute value | θH | of the steering angle is equal to or greater than the set value θHc1 and the absolute value | dθH / dt | of the steering angular velocity is equal to or greater than the set value ΔθHc1 is determined as sudden steering. If sudden steering is performed, the process proceeds to S117. If rapid steering is not performed, the process proceeds to S119, the turning operation state counter S is cleared (S = 0), and the program is exited.

  When it is determined in S116 that sudden steering has been performed and the process proceeds to S117, it is determined whether or not the absolute value | Gy | of the lateral acceleration is equal to or greater than a preset set value Gyc1 (| Gy | ≧ Gyc1). If | Gy | ≧ Gyc1 as a result of this determination, it is determined that the vehicle is traveling on a high μ road or a slippery road surface, and the process proceeds to S118. On the other hand, if | Gy | <Gyc1, the vehicle is running on a low μ road or a slippery road surface, and the driver may perform counter-steering to ensure the stability of the vehicle. Further, since it is considered necessary to ensure stability on a low μ road or a slippery road surface, the process proceeds to S119, the turning operation state counter S is cleared (S = 0), and the program is exited. As described above, in S117, it is determined that the road surface state is grasped using the lateral acceleration. Alternatively, a road surface friction coefficient or the like may be estimated and the value of the road surface friction coefficient may be used for the determination. .

  In S117, it is determined that | Gy | ≧ Gyc1, and in S118, it is determined whether or not the brake switch 14 is in the OFF state. If the brake switch 14 is in the OFF state, the process proceeds to S109, the turning operation state counter S is incremented (S = S + 1), and the process proceeds to S110. On the other hand, when the brake switch 14 is in the ON state, it is considered that the driver is performing an avoidance operation. Therefore, the process proceeds to S119, the turning operation state counter S is cleared (S = 0), and the program is exited.

  That is, when the turning operation state is only once (S = 1), it is not possible to determine that the vehicle is in the slalom traveling because it includes a case where the vehicle is simply turning to avoid a front obstacle or a lane change. Further, when the turning operation state is twice (S = 2), it includes avoidance steering, a case where the vehicle is turned to return the vehicle body from the lane change to the original traveling direction, and the slalom traveling cannot be determined. Furthermore, even when the turning operation state is three times (S = 3), the case where the vehicle body returns to the original traveling direction from the avoidance steering, the lane change, and the correction steering is performed is included, and it cannot be determined as the slalom traveling. Although it is considered that the vehicle behavior control device operates to ensure the stability of the vehicle by the third turning operation state, such a turning operation state is continuously executed four times (S = 4) or more. It is considered that the driver is intentionally performing such a turning operation. Therefore, after detecting the turning operation state, the turning operation state is continuously detected three times or more in the steering direction opposite to the steering direction in the previous turning operation state within the set time from the previous turning operation state. If it is detected (S = 4 or more), it is determined that the vehicle is in the slalom running state. Therefore, according to the first embodiment of the present invention, it is possible to determine avoidance steering, lane change, avoidance steering, switchback from lane change and correction steering, and accurately determine slalom traveling based on the driver's intention. It is like that.

  And each control apparatus 21,22,23,24,25,26,27,28 mentioned above performs control as follows using the determination result of slalom running determined in this way, for example.

  First, the side slip prevention device 21 will be described. The side slip prevention device 21 is a known control device that, when a side slip of a vehicle body is detected, selects a predetermined wheel and applies a braking force to generate a yaw moment in the vehicle to prevent the vehicle from slipping. .

  As an example, the side slip prevention control executed by the side slip prevention device 21 is executed as shown in the flowchart of FIG.

  First, in S201, necessary parameters (vehicle speed V, steering wheel angle θH, yaw rate γ, slalom travel determination flag Fs) are read.

Next, it progresses to S202 and calculates target yaw rate (gamma) t by the following (1) Formula, for example.
γt = (1 / (1 + T · s)) · Gγδf (0) · (θH / n) (1)
Here, T is a time constant, s is a Laplace operator, Gγδf (0) is a yaw rate steady gain, n is a steering gear ratio, and the time constant T and yaw rate steady gain Gγδf (0) are, for example, (2 ) And (3).
T = (m · Lf · V) / (2 · L · CPr) (2)
Gγδf (0) = 1 / (1 + A0 · V ² ) · V / L (3)
Here, m is the vehicle mass, Lf is the distance between the front shaft and the center of gravity, L is the wheelbase, and CPr is the rear equivalent cornering power. A0 is a stability factor, and is obtained by the following equation (4), for example.
A0 = (− m · (Lf · CPf−Lr · CPr))
/ (2 · L ² · CPf · CPr) (4)
Here, CPf is the front equivalent cornering power, and Lr is the distance between the rear axis and the center of gravity.

Next, in S203, the yaw rate deviation Δγ is calculated by the following equation (5).
Δγ = γ−γt (5)

Next, proceeding to S204, the control threshold value εγ is set by the following equation (6).
εγ = Kγs · εγb (6)
Here, εγb is a basic value of the control threshold (a value set in advance through experiments and calculations), and Kγs is a coefficient set according to the slalom travel determination flag Fs. The coefficient Kγs is set to a value larger than 1 when the slalom travel determination flag Fs is 1 (in the case of slalom travel), while on the other hand, when the slalom travel determination flag Fs is 0 (in the case of not slalom travel). Set to 1.

  Next, the process proceeds to S205, where the absolute value | Δγ | of the yaw rate deviation is compared with the control threshold εγ. If the absolute value | Δγ | of the yaw rate deviation is equal to or greater than the control threshold εγ (| Δγ | ≧ εγ), the process proceeds to S206. The signs of the handle angle θH and the yaw rate deviation Δγ are referred to.

  If the signs of the steering wheel angle θH and the yaw rate deviation Δγ are the same in S206, the vehicle is in an oversteer tendency, so the process proceeds to S207 and oversteer prevention control is executed. More specifically, a braking force of FB = CB · | Δγ | (where CB is a constant) is applied to the front outer turning wheel to exit the program.

  On the other hand, when the signs of the steering wheel angle θH and the yaw rate deviation Δγ are different, the vehicle tends to understeer, so the routine proceeds to S208, where understeer prevention control is executed. Specifically, a braking force of FB = CB · | Δγ | (where CB is a constant) is applied to the rear turning inner wheel, and the program exits.

  Further, if the absolute value | Δγ | of the yaw rate deviation is less than the control threshold εγ (| Δγ | <εγ) in S205 described above, the vehicle is close to neutral steer or does not need to operate side slip prevention control. Make a decision and exit the program.

  As described above, in the slip prevention control according to the first embodiment, in the case of slalom running, the control threshold εγ is set to a large value, and the slip prevention control is difficult to intervene. Therefore, it is possible for the driver to travel with priority given to the motion performance of the vehicle without the side slip prevention control being operated unnecessarily.

  The side-slip prevention device according to the first embodiment is merely an example. For example, the side-slip prevention control includes a mode in which the control timing is early and the amount of intervention is large (vehicle stability is emphasized) and a normal mode. In a case where the driver can select, control for canceling the vehicle stability priority mode may be performed in the case of slalom traveling. In addition, when the vehicle stability emphasis mode and the normal mode can be selected, when the vehicle stability emphasis mode is selected, when the slalom driving is detected, the timing and the intervention amount are suppressed. You may do it. In addition, for example, in the case of side slip prevention control, there is a vehicle stability priority mode, a normal mode, a mode in which the control timing is late and the amount of intervention is small (motility priority) mode, and in the case of slalom driving, priority is given to mobility. A mode may be selected.

  Next, the traction control device 22 will be described. This traction control device 22 is a known control device that calculates the slip rate of each wheel, sets the engine torque down amount based on the slip rate, and torques down the engine to prevent wheel slip. .

  For example, the traction control executed by the traction control device 22 is executed as shown in the flowchart of FIG.

  First, in S301, necessary parameters (left front wheel speed ωfl, right front wheel speed ωfr, left rear wheel speed ωrl, right rear wheel speed ωrr, slalom travel determination flag Fs) are read.

  Next, proceeding to S302, the slip ratio λ is calculated by taking the maximum value of the slip ratio of each wheel.

λ = MAX ((ωfl−ω0) / ωfl · 100, ((ωfr−ω0) / ωfr · 100,
(Ωrl−ω0) / ωrl · 100, (ωrr−ω0) / ωrr · 100)
... (7)
Here, ω0 is the average of four-wheel wheel speeds ((ωfl + ωfr + ωrl + ωrr) / 4).

Next, proceeding to S303, the control threshold value ελ is calculated by, for example, the following equation (8).
ελ = Kλs · ελb (8)
Here, ελb is a basic value of the control threshold (a value set in advance through experiments and calculations), and Kλs is a coefficient set according to the slalom travel determination flag Fs. The coefficient Kλs is set to a value larger than 1 when the slalom travel determination flag Fs is 1 (in the case of slalom travel), while on the other hand, when the slalom travel determination flag Fs is 0 (in the case of not slalom travel). Set to 1.

  Next, the process proceeds to S304, where the slip ratio λ is compared with the control threshold value ελ. If the slip ratio λ is equal to or greater than the control threshold value ελ (λ ≧ ελ), the process proceeds to S305 and the engine is instructed to suppress the wheel slip. To output a preset torque-down amount and exit the program. When the slip ratio λ is less than the control threshold ελ (λ <ελ), the program is exited as it is.

  As described above, in the traction control according to the first embodiment, in the case of slalom traveling, the control threshold ελ is set to a large value, the allowable range of wheel slip is widened, and the traction control is operated unnecessarily. Therefore, the driver can travel with priority on the vehicle performance. Depending on the characteristics of the vehicle, the traction control may be turned off during slalom traveling.

  Further, the traction control exemplified here is merely an example, and it goes without saying that the present invention can be applied to other traction control.

  Next, the engine control device 23 will be described. The engine control device 23 is a known device that performs main control such as fuel injection control and ignition timing control for a vehicle engine (not shown). Then, in addition to information necessary for control of these engines, a slalom travel determination flag Fs is read from the control unit 2.

  As shown in FIG. 6, the engine control device 23 shows that the engine output torque TEG with respect to the preset accelerator opening θACC has the same accelerator opening θACC, and the slalom travel determination flag Fs is 1. In the case (in the case of slalom running), the engine is controlled by changing the value so as to be higher than normal (state other than the slalom running).

  As described above, in the engine control according to the first embodiment, in the case of slalom traveling, the engine output torque TEG is set to be high so that traveling with more emphasis on vehicle mobility can be performed.

  Next, the shift control device 24 will be described. The shift control device 24 is a known automatic transmission control device that automatically sets the gear position of an automatic transmission (not shown) based on the vehicle speed V, the throttle opening θth, and other vehicle information. This shift control device 24 reads the slalom travel determination flag Fs from the control unit 2 in addition to the above-described information. When the slalom travel determination flag Fs is 1 (in the case of slalom travel), the shift pattern represented by the vehicle speed V and the throttle opening θth is shown in FIG. 7B from the pattern shown in FIG. Even if the vehicle speed is increased, the timing for shifting up is delayed, so that traveling with more emphasis on vehicle mobility can be performed.

  Next, the left and right driving force distribution control device 25 will be described. The left / right driving force distribution control device 25 is configured such that, for example, a hydraulic motor (not shown) provided between the left and right wheels of the rear shaft as disclosed by the present applicant in Japanese Patent Application Laid-Open No. 2008-30626 is used. The rear wheel or the right rear wheel is configured to freely move the driving torque from the right rear wheel to control the driving force distribution between the left and right wheels.

  As an example, the left and right driving force distribution control executed by the left and right driving force distribution control device 25 is executed as shown in the flowchart of FIG.

  First, in S401, necessary parameters (left front wheel speed ωfl, right front wheel speed ωfr, left rear wheel speed ωrl, right rear wheel speed ωrr, lateral acceleration Gy, accelerator opening θACC, engine speed Ne, steering angle θH, yaw rate γ, slalom running determination flag Fs) are read.

  Next, the process proceeds to S402, where the input torque from the engine is calculated from the above-described parameters, and the input torque-sensitive additional yaw moment M1 corresponding to the engine input torque is set by a predetermined calculation or a preset map or the like. To do. In addition, calculation based on a preset formula from the steering wheel angle θH, yaw rate γ, left front wheel speed ωfl, right front wheel speed ωfr, left rear wheel speed ωrl, right rear wheel speed ωrr, and map The steering angle / yaw rate sensitive additional yaw moment M2 is calculated by referring to the above, and the input torque sensitive additional yaw moment M1 and the steering angle / yaw rate sensitive additional yaw moment M2 are multiplied by a predetermined gain and added to obtain the additional yaw moment. Mr is calculated. A specific example of the calculation of the additional yaw moment Mr is as shown in the above-mentioned Japanese Patent Application Laid-Open No. 2008-30626.

Next, proceeding to S403, the above-mentioned additional yaw moment Mr is corrected by, for example, the following equation (9).
Mr = Km · Mr (9)
Here, Km is a coefficient set according to the slalom travel determination flag Fs. The coefficient Km is set to a value larger than 1 when the slalom travel determination flag Fs is 1 (in the case of slalom travel), while on the other hand, when the slalom travel determination flag Fs is 0 (in the case of not slalom travel). Set to 1.

  Then, the process proceeds to S404, where Mr corrected in S403 is multiplied by a preset conversion coefficient to convert it into a moving torque TTVD, which is output to the hydraulic motor drive unit described above.

  As described above, in the left / right driving force distribution control according to the first embodiment, in the case of slalom traveling, the additional yaw moment Mr is set to a large value to improve the turning performance, and the driver prioritizes the vehicle performance. Is possible.

  Next, the front / rear driving force distribution control device 26 will be described. This front / rear driving force distribution control device 26 is, for example, a differential between front and rear axes by a center differential (not shown) provided between the front and rear axes as disclosed in Japanese Patent Application Laid-Open No. 2008-30626 by the applicant. The control is performed by a transfer clutch (not shown).

  As an example, the front / rear driving force distribution control executed by the front / rear driving force distribution control device 26 is executed as shown in the flowchart of FIG.

  First, in S501, necessary parameters (left front wheel speed ωfl, right front wheel speed ωfr, left rear wheel speed ωrl, right rear wheel speed ωrr, lateral acceleration Gy, accelerator opening θACC, engine speed Ne, steering angle θH, yaw rate γ, slalom running determination flag Fs) are read.

  Next, the process proceeds to S502, where the input torque from the engine is calculated from the above parameters, and the input torque sensitive transfer clutch torque TLSDI corresponding to the engine input torque is set by a predetermined calculation or a preset map or the like. To do. In addition, calculation based on a preset formula from the steering wheel angle θH, yaw rate γ, left front wheel speed ωfl, right front wheel speed ωfr, left rear wheel speed ωrl, right rear wheel speed ωrr, and map The steering angle / yaw rate sensitive transfer clutch torque TLSDP is calculated with reference to the above, and the input torque sensitive transfer clutch torque TLSDI and the steering angle / yaw rate sensitive transfer clutch torque TLSDP are added to calculate the transfer clutch torque TLSD. A specific example of the calculation of the transfer clutch torque TLSD is as shown in the above-mentioned Japanese Patent Application Laid-Open No. 2008-30626.

Next, proceeding to S503, the above-described transfer clutch torque TLSD is corrected by, for example, the following equation (10).
TLSD = KLSD · TLSD (10)
Here, KLSD is a coefficient set according to the slalom travel determination flag Fs. The coefficient KLSD is set to a value smaller than 1 when the slalom travel determination flag Fs is 1 (in the case of slalom travel), while on the other hand, when the slalom travel determination flag Fs is 0 (in the case of not slalom travel). Set to 1.

  In step S504, the TLSD corrected in step S503 is output to the transfer clutch drive unit.

  As described above, in the longitudinal driving force distribution control according to the first embodiment, in the case of slalom traveling, the transfer clutch torque TLSD is set to a small value to improve the turning performance, and the driver prioritizes the vehicle performance. Is possible.

  Next, the steering control device 27 will be described. The steering control device 27 is a known control device that controls assist torque by an electric power steering motor (not shown) provided in the steering system of the vehicle.

  As an example, the steering control executed by the steering control device 27 is executed as shown in the flowchart of FIG.

  First, in S601, necessary parameters (vehicle speed V, steering torque Ts, slalom travel determination flag Fs) are read.

  Next, proceeding to S602, the basic assist torque Tb is set with reference to a preset map (FIG. 11) of the vehicle speed V, the steering torque Ts, and the basic assist torque Tb.

Next, the process proceeds to S603, for example, the assist torque TA is calculated by the following equation (11) and output to the drive unit of the electric power steering motor.
TA = KEPS · Tb (11)
Here, KEPS is a coefficient set according to the slalom travel determination flag Fs. The coefficient KEPS is set to a value larger than 1 when the slalom travel determination flag Fs is 1 (in the case of slalom travel), while on the other hand, when the slalom travel determination flag Fs is 0 (in the case of not slalom travel). Set to 1.

  Thus, in the steering control according to the first embodiment of the present invention, in the case of slalom traveling, the assist torque TA is set to a large value, the feeling of catching is reduced with respect to quick turnover, and the driver gives priority to the vehicle performance. The steered running can be performed.

  Next, the suspension control device 28 will be described. The suspension control device 28 is configured by a known control device that controls the damping force of a shock absorber (not shown) that is interposed between the vehicle body side and the wheel side and has a variable damping force characteristic.

  As an example, the suspension control executed by the suspension control device 28 is executed as shown in the flowchart of FIG.

First, in S701, necessary parameters (four-wheel sprung vertical acceleration (d ² zsfl / dt ² ), (d ² zsfr / dt ² ), (d ² zsrl / dt ² ), (d ² zsrr / dt ² )) (Hereinafter, represented by (d ² zs / dt ² )), four-wheel unsprung vertical acceleration (d ² zufl / dt ² ), (d ² zufr / dt ² ), (d ² zurl / dt ² ) , (D ² zurr / dt ² ); (hereinafter, represented by (d ² zu / dt ² ))
Next, proceeding to S702, the sprung vertical acceleration (d ² zs / dt ² ) is integrated to calculate the sprung vertical speed (dzs / dt), and the unsprung vertical acceleration (d ² zu / dt ² ) is calculated. The unsprung vertical velocity (dzu / dt) is calculated by integral calculation.

Next, in S703, the stroke speed (dST / dt) is calculated by the following equation (12).
(DST / dt) = (dzs / dt)-(dzu / dt) (12)
In step S704, the damping force Fa is set with reference to a previously set map (FIG. 13).

Next, the process proceeds to S705, for example, the damping force Fa is corrected by the following equation (13), and the process proceeds to S706, where the damping force Fa corrected in S705 is output to the drive circuit.
Fa = KFA · Fa (13)
Here, KFA is a coefficient set according to the slalom travel determination flag Fs. The coefficient KFA is set to a value larger than 1 when the slalom travel determination flag Fs is 1 (in the case of slalom travel), while on the other hand, when the slalom travel determination flag Fs is 0 (in the case of not slalom travel). Set to 1.

  As described above, in the suspension control according to the first embodiment, in the case of slalom traveling, the assist torque TA is set to a large value, the vehicle rigidity is increased, and the driver can travel with priority on the vehicle performance. Become.

  Next, FIGS. 14 to 16 show a second embodiment of the present invention. Unlike the first embodiment described above, the second embodiment differs from the first embodiment in that the determination of the slalom running state is performed based on image information from the forward recognition device. Therefore, the same components are denoted by the same reference numerals and description thereof is omitted.

  That is, the control unit 2 of the vehicle control apparatus 1 according to the second embodiment includes a vehicle speed sensor 11, a handle angle sensor 12, a lateral acceleration sensor 13, a brake switch 14, and other sensors and switches, as well as forward recognition means. A forward recognition device 15 is connected.

  The front recognition device 15 is attached to the front of the ceiling in the vehicle interior with a certain interval, and takes a stereo image of an object outside the vehicle from different viewpoints, and outputs a captured image information such as a charge coupled device (CCD). Image information is input from a pair of left and right CCD cameras (stereo camera: not shown) using the vehicle speed and the vehicle speed V is input. Based on these pieces of information, the forward recognition device 15 recognizes forward information such as three-dimensional object data and white line data ahead of the host vehicle based on image information from the stereo camera.

  Here, the front recognition device 15 performs processing of image information from the stereo camera, for example, as follows. First, distance information is generated based on the principle of triangulation from a corresponding positional shift amount for a pair of stereo images obtained by capturing the traveling direction of the host vehicle with a stereo camera. A well-known grouping process is performed on the distance information, and the distance information obtained by the grouping process is compared with preset three-dimensional road shape data, three-dimensional object data, etc. Sidewall data such as existing guardrails and curbs, three-dimensional object data, etc. are extracted. Then, from the extracted three-dimensional object data, when a triangular pyramid-shaped three-dimensional object is provided at a predetermined interval in front of the three-dimensional object (an example is shown in FIG. 16; It is recognized as a traveling path to be traveled by a pylon slalom, and is output to the control unit 2.

  In the present embodiment, the front recognition device 15 recognizes the detection of the front information based on the image information from the stereo camera. In addition, the front recognition device 15 is based on the image information from the monocular camera. You may make it recognize. In the present embodiment, a triangular pyramid-shaped three-dimensional object is recognized as a traveling path that should be traveled by a pylon slalom when it is provided ahead at a predetermined interval. Even a three-dimensional object (for example, a columnar shape) may be recognized as a traveling path to be traveled by a pylon slalom when it is provided forward at a predetermined interval.

  Then, the determination of the slalom travel in the control unit 2 according to the second embodiment is executed as shown in the slalom travel determination program of FIGS. First, in S801, necessary parameters (a signal indicating whether or not the traveling path to be traveled by the pylon slalom is recognized by the front recognition device 15, vehicle speed V, steering wheel angle θH, lateral acceleration Gy, brake ON-OFF signal) Read.

  Next, the process proceeds to S802, and it is determined whether or not the vehicle is traveling at a vehicle speed V equal to or higher than VcL (V ≧ VcL). If V ≧ VcL, the process proceeds to S803. Conversely, if V <VcL and the vehicle is stopped or traveling at a very low speed, the program is exited.

  In S802, it is determined that the vehicle is traveling with V ≧ VcL, and when the process proceeds to S803, it is determined whether or not the traveling path to be traveled by the pylon slalom is recognized by the front recognition device 15 and should travel by the pylon slalom. When the traveling path is recognized, the process proceeds to S804, and when the traveling path to be traveled by the pylon slalom is not recognized, the program is exited.

  If it is determined in S803 that the traveling path to be traveled by the pylon slalom is recognized and the process proceeds to S804, it is determined whether or not the rapid steering is performed. Specifically, the case where the absolute value | θH | of the steering angle is equal to or greater than the set value θHc1 and the absolute value | dθH / dt | of the steering angular velocity is equal to or greater than the set value ΔθHc1 is determined as sudden steering. Then, when the sudden steering is performed, the process proceeds to S805, and when the sudden steering is not performed, the program is exited.

  When it is determined in S804 that sudden steering has been performed and the process proceeds to S805, the steering direction or the passing direction of the pylon (if the pylon recognized immediately before the own vehicle is recognized in front of the right side of the own vehicle, the left side of the pylon is passed. On the contrary, when it is recognized in front of the left side of the host vehicle, it is recognized that the pylon is passing on the right side).

  Thereafter, the process proceeds to S806, where it is determined whether or not the absolute value | Gy | of the lateral acceleration is equal to or greater than a preset set value Gyc1 (| Gy | ≧ Gyc1). If | Gy | ≧ Gyc1 as a result of the determination, it is determined that the vehicle is traveling on a high μ road or a non-slip surface, and the process proceeds to S807. On the other hand, if | Gy | <Gyc1, the vehicle is running on a low μ road or a slippery road surface, and the driver may perform counter-steering to ensure the stability of the vehicle. Further, since it is considered necessary to ensure stability on a low μ road or a slippery road surface, the program is directly exited. As described above, in S806, it is determined that the road surface state is grasped using the lateral acceleration. Alternatively, a road surface friction coefficient or the like may be estimated and the value of the road surface friction coefficient may be used for the determination. .

  In S806, it is determined that | Gy | ≧ Gyc1, and in S807, it is determined whether or not the brake switch 14 is in the OFF state. If the brake switch 14 is in the OFF state, the process proceeds to S808, the turning operation state counter S is incremented (S = S + 1), and the process proceeds to S809. On the contrary, when the brake switch 14 is in the ON state, it is considered that the driver is performing an avoidance operation, and the program is exited.

  In S808, when the turning operation state counter S is incremented and the process proceeds to S809, it is determined whether or not the turning operation state counter S is 4 or more (S ≧ 4).

  As a result of this determination, if the turning operation state counter S is less than 4 (S <4), it cannot be determined that the vehicle is in the slalom running state yet, and the slalom running determination flag Fs is set to 0 in S810 (Fs = 0), the process proceeds to S812. Further, when the turning operation state counter S is 4 or more (S ≧ 4), it is determined that the vehicle is in the slalom traveling state, the slalom traveling determination flag Fs is set to 1 in S811 (Fs = 1), and the process proceeds to S812. move on. The slalom travel determination flag Fs is appropriately read by each control device 21, 22, 23, 24, 25, 26, 27, 28.

  When the slalom travel determination flag Fs is set in S810 or S811 and the process proceeds to S812, is there a steering angle input within the set time (for example, whether the absolute value | θH | of the steering angle is equal to or greater than a predetermined value)? Or the absolute value of the steering angular velocity | dθH / dt | is greater than or equal to a predetermined value), and if the steering angle is input within the set time, the process proceeds to S813, where the steering direction or pylon Passing direction (If the pylon recognized immediately before the host vehicle is recognized in front of the right side of the host vehicle, the left side of the pylon is recognized. ) Is stored, and the process proceeds to S814. On the other hand, if the steering angle is not input after the set time in S812, the turning operation state is not continued and it cannot be determined that the vehicle is in the slalom traveling state, so the process proceeds to S818 and the turning operation state counter S is cleared. (S = 0) to exit the program.

  In S813, the steering direction or the passing direction of the pylon is memorized and the process proceeds to S814, whether the previous steering direction and the current steering direction are different or whether the previous pylon passing direction and the current pylon passing It is determined whether or not the directions are different, and if the previous steering direction (pylon passing direction) and the current steering direction (pylon passing direction) are different, the process proceeds to S815. Conversely, if the previous steering direction (pylon passing direction) and the current steering direction (pylon passing direction) are the same, it is determined that the steering is increased and that it is not slalom traveling, so the process proceeds to S818. The turning operation state counter S is cleared (S = 0) and the program is exited.

  If it is determined in S814 that the previous steering direction (pylon passing direction) is different from the current steering direction (pylon passing direction) and the process proceeds to S815, it is determined whether or not sudden steering has been performed. Specifically, the case where the absolute value | θH | of the steering angle is equal to or greater than the set value θHc1 and the absolute value | dθH / dt | of the steering angular velocity is equal to or greater than the set value ΔθHc1 is determined as sudden steering. If sudden steering is performed, the process proceeds to S816. If rapid steering is not performed, the process proceeds to S818, where the turning operation state counter S is cleared (S = 0) and the program is exited.

  When it is determined in S815 that sudden steering has been performed and the process proceeds to S816, it is determined whether or not the absolute value | Gy | of the lateral acceleration is equal to or greater than a preset value Gyc1 (| Gy | ≧ Gyc1). If | Gy | ≧ Gyc1 as a result of the determination, it is determined that the vehicle is traveling on a high μ road or a non-slip surface, and the process proceeds to S817. On the other hand, if | Gy | <Gyc1, the vehicle is running on a low μ road or a slippery road surface, and the driver may perform counter-steering to ensure the stability of the vehicle. Further, since it is considered necessary to ensure stability on a low μ road or a slippery road surface, the process proceeds to S818, the turning operation state counter S is cleared (S = 0), and the program is exited. As described above, in S816, it is determined that the road surface state is grasped using the lateral acceleration. Alternatively, a road surface friction coefficient or the like may be estimated and the value of the road surface friction coefficient may be used for the determination. .

  In S816, it is determined that | Gy | ≧ Gyc1, and in S817, it is determined whether or not the brake switch 14 is in an OFF state. If the brake switch 14 is in the OFF state, the process proceeds to S808, the turning operation state counter S is incremented (S = S + 1), and the process proceeds to S809. On the other hand, when the brake switch 14 is in the ON state, it is considered that the driver is performing an avoidance operation. Therefore, the process proceeds to S818 to clear the turning operation state counter S (S = 0) and exit the program.

  As described above, according to the second embodiment of the present invention, the slalom traveling of the vehicle is performed in consideration of the recognition information of the slalom traveling path from the front recognition device 15 and the turning operation state of the driver as in the first embodiment. It is possible to detect with high accuracy. And using this highly accurate determination result of the slalom running of the vehicle, the skid prevention device 21, the traction control device 22, the engine control device 23, the shift control device 24, the left and right driving force distribution control device 25, the front and rear driving force distribution control. By operating the device 26, the steering control device 27, the suspension control device 28, etc., the motion performance of the vehicle is appropriately improved when slalom traveling, and the vehicle is mounted when slalom traveling is not performed. With these various control devices, it is possible to sufficiently ensure the safety and running stability of the vehicle.

  In each of the embodiments, as a vehicle behavior control means, a skid prevention device 21, a traction control device 22, an engine control device 23, a transmission control device 24, a left and right driving force distribution control device 25, and a front and rear driving force distribution control device 26 are used. The vehicle having the steering control device 27 and the suspension control device 28 is described as an example, but one of these control devices or a vehicle having several control devices is also provided. It goes without saying that the present invention can be applied.

DESCRIPTION OF SYMBOLS 1 Control apparatus 2 Control unit (slalom running determination apparatus)
DESCRIPTION OF SYMBOLS 11 Vehicle speed sensor 12 Steering angle sensor 13 Lateral acceleration sensor 14 Brake switch 15 Front recognition apparatus (front recognition means)
21 Side slip prevention device (vehicle behavior control means)
22 Traction control device (vehicle behavior control means)
23 Engine control device (vehicle behavior control means)
24 Transmission control device (vehicle behavior control means)
25 Left / right driving force distribution control device (vehicle behavior control means)
26 Front / rear driving force distribution control device (vehicle behavior control means)
27 Steering control device (vehicle behavior control means)
28 Suspension control device (vehicle behavior control means)

Claims (5)

Quick steering that by the driver, and, and turning the operating state detecting means for detecting a turning operation state of the brake off,
After detecting the sudden steering and the brake-off turning operation state by the turning operation state detecting means, the previous sudden steering and the previous sudden steering within the set time from the brake-off turning operation state , and in the opposite steering direction to the steering direction at the time of turning the operating state of the brake off, the quick steering, and, judging judges that slalom traveling state when the turning operation state of the brake off is continuously detected three times or more Means,
A slalom running determination device for a vehicle, comprising: Forward recognition means for recognizing a plurality of pylon members that detect forward information and promote steering of the vehicle;
Quick steering that by the driver, and, and turning the operating state detecting means for detecting a turning operation state of the brake off,
The front recognition means recognizes the plurality of pylon members, and the turning operation state detection means detects the sudden steering and turning off state of the brake off, and then the previous sudden steering and turning off operation of the brake off. quick steering of the previous within the set time from the state, and, quick steering of the previous in reverse steering direction to the steering direction at the time of turning the operating state of the brake off, and, above during the turning operation state of the brake off Determining means for determining a slalom running state when the sudden steering and the brake-off turning operation state is continuously detected three times or more in the passing direction of the pylon member opposite to the passing direction of the pylon member; ,
A slalom running determination device for a vehicle, comprising: 3. The vehicle slalom running determination device according to claim 1, wherein the turning operation state detecting means cancels the detection of the turning operation state when the road surface is slippery . A vehicle slalom traveling determination device according to any one of claims 1 to 3 is provided, and when the slalom traveling determination device determines that the vehicle is in the slalom traveling state, vehicle-mounted vehicle behavior control A control device for a vehicle, wherein priority is given to control for improving vehicle mobility over control for improving vehicle stability. The vehicle behavior control means includes a skid prevention device that applies a braking force to a predetermined wheel to prevent a skid of the vehicle, a traction control device that prevents a wheel from slipping when the engine torque is reduced, and an engine torque with respect to an accelerator opening. Engine control device with variable characteristics, shift control device with variable shift map, left and right driving force distribution control device with variable driving force distribution between left and right wheels, and variable driving force distribution between front and rear shafts a rear driving force distribution control device freely, the steering control device freely change the assist torque relative to the steering torque, according to claim 4, characterized in that at least is one of the variable freely suspension control system the damping force of the suspension the control device of the vehicle.

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