WO2011021634A1 - 車両の制御装置 - Google Patents
車両の制御装置 Download PDFInfo
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- WO2011021634A1 WO2011021634A1 PCT/JP2010/063914 JP2010063914W WO2011021634A1 WO 2011021634 A1 WO2011021634 A1 WO 2011021634A1 JP 2010063914 W JP2010063914 W JP 2010063914W WO 2011021634 A1 WO2011021634 A1 WO 2011021634A1
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Definitions
- vehicle behavior characteristics or acceleration / deceleration characteristics such as vehicle power characteristics, steering characteristics, and suspension characteristics are adapted to the travel environment of the vehicle, the driver's preference and travel intention, and the like.
- travel characteristics vehicle behavior characteristics or acceleration / deceleration characteristics
- vehicle power characteristics, steering characteristics, and suspension characteristics are adapted to the travel environment of the vehicle, the driver's preference and travel intention, and the like.
- the present invention relates to a control device configured as follows.
- the behavior of the vehicle such as the vehicle speed and the direction of travel, changes as the driver performs acceleration / deceleration operations and steering. It is determined by characteristics such as required riding comfort, quietness, and power performance.
- the environment in which the vehicle travels is various, such as an urban area, a highway, an uphill road, and a downhill road, and the driver's preference and impression received from the vehicle are various. Therefore, even if a specific driving environment or a specific driver can drive according to the expectations, if the driving environment or the driver changes, the driving will not be expected, and for the driver The vehicle may have an impression that excessive operation is required, or so-called drivability may be reduced.
- a vehicle has been developed that can manually select driving characteristics relating to vehicle behavior such as power characteristics (or acceleration characteristics) and suspension characteristics by operating a mode changeover switch.
- driving characteristics relating to vehicle behavior
- suspension characteristics such as power characteristics (or acceleration characteristics) and suspension characteristics
- mode changeover switch a mode changeover switch
- it has excellent acceleration performance, a sport mode in which the suspension is set to be somewhat stiff, a normal mode with relatively slow acceleration and soft suspension characteristics, and an eco mode with priority on fuel consumption.
- a vehicle configured to select.
- Japanese Patent Application Laid-Open No. 06-249007 The device described in Japanese Patent Laid-Open No. 06-249007 is a driving force control device using a neurocomputer, which learns the relationship between acceleration with respect to accelerator stroke and vehicle speed as a required acceleration model, and the model and the direction of driving.
- the throttle opening is calculated based on the deviation from the second reference acceleration model reflecting the above and the deviation between the second reference acceleration model and the standard first reference acceleration model.
- the device described in Japanese Patent Laid-Open No. 06-249007 described above is configured to change the driving direction or driving characteristics of the driver based on the longitudinal acceleration of the vehicle. There is still room for improvement.
- the present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a control device capable of accurately reflecting the driver's intention on the running characteristics of the vehicle.
- the present invention provides a vehicle control device that changes an index for setting a running characteristic of a vehicle based on an acceleration generated in the vehicle.
- the method of changing the index is made different according to the content of the driver's operation that causes the acceleration.
- the change in the index is different in that the index when the absolute value of the acceleration is large when the amount of the operation or the change rate of the operation is large is the acceleration It is difficult to change to an index when the absolute value of the acceleration is small, and when the amount of the operation or the change rate of the amount of the operation is small, the index when the absolute value of the acceleration is large is small. It is a vehicle control apparatus characterized by including changing easily in the case index.
- the method of changing the index is different when the value of the index that has already been set is a value that is set when the absolute value of the acceleration is large.
- a value set when the absolute value of the acceleration is small or when the vehicle speed is high, compared to a low vehicle speed, or when the vehicle is running
- the present invention is characterized in that it is difficult to change an index when the absolute value of the acceleration is large to an index when the absolute value of the acceleration is small, as compared with a case where the downhill slope of the road surface is large. This is a vehicle control device.
- the index is obtained based on the actual acceleration detected by the acceleration detector, and the first index that increases as the absolute value of the actual acceleration increases, and the acceleration estimation A second index that is obtained based on the estimated acceleration estimated by the means and that increases as the absolute value of the estimated acceleration increases, and the running characteristic is larger of the first index and the second index.
- the vehicle control device is configured to be set based on a value index.
- the driver's operation includes an accelerator operation for changing an output of the driving force source of the vehicle, a brake operation for generating a braking force of the vehicle, and a traveling direction of the vehicle.
- the vehicle control device includes at least one of a steering operation to be changed.
- the control for making it difficult to change the index from a value when the absolute value of the acceleration is large to a value when the absolute value of the acceleration is small is that the index is set to a predetermined value.
- the holding time is lengthened, and when changing to the value when the absolute value of the acceleration is small, the change speed is reduced or the control for stopping the change is included.
- This is a vehicle control device.
- the control for making it difficult to change the index from a value when the absolute value of the acceleration is large to a value when the absolute value of the acceleration is small holds the index at a predetermined value.
- an index for setting a running characteristic of a vehicle is changed based on an acceleration generated in the vehicle, and a shift characteristic for determining a gear ratio or a shift timing and an output characteristic for determining an output of a power source for an acceleration / deceleration operation and
- a vehicle control device that can change at least one of a braking characteristic, a suspension characteristic that supports a vehicle body, and a steering characteristic that determines turning ability with respect to a steering operation
- a predetermined traveling characteristic is set based on the index.
- the traveling characteristic set based on the index is the same direction as the change of the characteristic by the manual operation. It is provided with a function for correcting the above-mentioned index or a driving characteristic based on the index so as to change to A.
- the correction of the travel characteristics during the traveling of the vehicle due to the manual operation being performed is executed when a predetermined condition is established for each traveling state of the vehicle.
- the vehicle control device is configured as described above.
- the acceleration includes a longitudinal acceleration in the longitudinal direction of the vehicle and a lateral acceleration in the lateral direction of the vehicle
- the predetermined condition is that the acceleration state of the vehicle is
- the time change rate of the combined acceleration of the longitudinal acceleration and the lateral acceleration is a predetermined value in at least one of the braking region and the acceleration region determined based on the longitudinal acceleration and the lateral acceleration.
- the vehicle acceleration state is based on the longitudinal acceleration and the lateral acceleration, and the ratio of the lateral acceleration to the longitudinal acceleration is relatively larger than that in the braking region and the acceleration region.
- the vehicle control device is configured to allow correction of travel characteristics other than the travel characteristics to be changed.
- the correction of the travel characteristics includes the correction of the travel characteristics themselves, the correction of the index based on the travel characteristics, and the acceleration value based on the index. It is a vehicle control apparatus characterized by including at least any one of these corrections.
- the index for setting the running characteristics of the vehicle is changed based on the acceleration generated in the vehicle or the acceleration expected to occur in the vehicle.
- the acceleration is not limited to longitudinal acceleration, and may be lateral acceleration, or may be acceleration obtained by combining longitudinal acceleration and lateral acceleration. Therefore, for example, when the acceleration due to the accelerator operation is large, the deceleration due to the brake operation is large, or when the lateral acceleration is large due to a high steering angle or the vehicle speed when steered, etc.
- the driving characteristics are set so that the behavior can be performed.
- the contents of the operation by the driver that causes the vehicle to accelerate such as the accelerator operation, the brake operation, or the steering, are reflected in the change or setting of the index.
- the content of the operation by the driver that is, the driver's intention with respect to the driving state is reflected on the driving characteristics of the vehicle.
- the driving intention or direction of the driver is better reflected on the suppression of the drivability reduction.
- the intention of the driver can be accurately reflected in the control characteristics of the vehicle.
- the travel characteristic is changed.
- the manual operation is changed in the direction satisfying the driver's request or driving orientation expressed by the manual operation as a factor. Therefore, according to this invention, a driver
- FIG. 5 is a diagram showing a relationship between vehicle speed and acceleration for each requested rotational speed, a diagram in which a requested maximum acceleration rate based on an indicated sporting degree is added, and a diagram showing a procedure for obtaining a final designated rotational speed based on the diagram.
- FIG. 6 is a diagram showing a relationship between vehicle speed and acceleration for each gear stage, and a diagram in which a required maximum acceleration rate based on the commanded sporting degree is added, and a diagram showing a procedure for obtaining a final command gear stage based on the diagram.
- FIG. 6 is a block diagram of control for reflecting a corrected shift speed and a corrected driving force obtained based on an instruction sports degree in a vehicle equipped with a stepped automatic transmission in shift control and engine output control.
- FIG. 12 is a block diagram of another control for reflecting the corrected shift speed and the corrected driving force obtained based on the instruction sports degree in the vehicle equipped with the stepped automatic transmission in the shift control and the engine output control.
- FIG. 6 is a block diagram of control for reflecting a corrected shift speed and a corrected driving force obtained based on an instruction sports degree in a vehicle equipped with a stepped automatic transmission in shift control and engine output control.
- FIG. 12 is a block diagram of another control for reflecting the corrected shift speed and the corrected driving force obtained based on the
- FIG. 12 is a block diagram of still another control for reflecting the corrected shift speed and the corrected driving force obtained based on the instruction sports degree in the vehicle equipped with the stepped automatic transmission in the shift control and the engine output control. It is a block diagram of control in which the corrected gear ratio and the corrected assist torque obtained based on the instruction sporting degree are reflected in the steering characteristics. It is a block diagram of control in which the vehicle height, the corrected damping coefficient, and the corrected spring constant determined based on the instruction sportiness are reflected in the suspension characteristics.
- or (d) is a figure which shows typically the shift position and rotary switch in the mechanism for changing a gear ratio by manual operation. It is a flowchart for demonstrating an example of the control which correct
- the present invention relates to vehicle acceleration characteristics, turning characteristics (or turning performance) by steering, or characteristics related to behavior such as suspension characteristics of a vehicle body by a suspension mechanism (hereinafter, these may be collectively referred to as travel characteristics). It is configured to be set or changed according to an index obtained based on the acceleration generated in.
- the acceleration is not limited to longitudinal acceleration, but may be lateral acceleration accompanying turning, or may be acceleration obtained by combining longitudinal acceleration and lateral acceleration.
- the acceleration may be an actual acceleration detected by a detector such as an acceleration sensor, or may be an estimated acceleration obtained based on an accelerator operation amount, a brake operation amount, a steering angle, or a vehicle speed. .
- the above acceleration is reflected in the index, and the index basically indicates the preference or driving orientation of the driver appearing as the acceleration, in other words, the so-called sports degree. Therefore, although the index is based on acceleration, it does not change in direct linkage with acceleration. In addition, since the index changes as the acceleration changes, the index becomes large when acceleration (including the absolute value of acceleration; the same applies hereinafter) is large, and conversely becomes small when acceleration is small. It is usual to configure.
- the control device is configured to change the driving characteristics of the vehicle by changing the index according to the content of the operation for driving by the driver in addition to the acceleration described above.
- the operation is basically an operation that changes the acceleration acting on the vehicle.
- an accelerator that changes the output of a driving force source such as an engine or the transmission gear ratio by changing the amount of depression of an accelerator pedal.
- These include an operation, a brake operation for changing the braking force, and a steering operation for changing the turning amount of the vehicle.
- the content of the operation is an operation amount and an operation speed.
- FIG. 1 is a flowchart showing the basic configuration of control executed in the present invention.
- the routine shown in FIG. 1 is repeatedly executed at predetermined short time intervals while the vehicle is running or the main switch is turned on.
- an index is calculated based on the accelerations Gx and Gy.
- the accelerations Gx and Gy include a longitudinal acceleration (that is, acceleration and deceleration) Gx and a lateral acceleration Gy, which are arranged to detect accelerations in the respective directions (acceleration sensors).
- it may be an estimated acceleration calculated from a drive request amount based on an accelerator operation, a brake request amount based on a brake operation, or a turn request amount based on a steering angle.
- the sensors for detecting the actual acceleration may be arranged in the longitudinal direction and the lateral direction of the vehicle, and the so-called longitudinal acceleration Gx and lateral acceleration Gy may be directly detected by these sensors.
- An acceleration sensor may be arranged with a 45 ° inclination on the horizontal plane with respect to the front-rear direction, and the longitudinal acceleration Gx and the lateral acceleration Gy may be calculated from the acceleration detected by the acceleration sensor.
- the index is for reflecting the driving direction of the driver as described above in the driving characteristics of the vehicle, and increases as the acceleration increases, and decreases the acceleration. In addition, it is configured to decrease when a predetermined other condition is satisfied. Therefore, the index is easy to change the running characteristics of the vehicle in a direction in which the behavior becomes agile (so-called sporty direction), and hardly changes in the opposite direction.
- the actual acceleration and the estimated acceleration can be used as the acceleration, there may be an index based on the actual acceleration and an index based on the estimated acceleration. This corresponds to the first index in the present invention, and the index based on the estimated acceleration corresponds to the second index in the present invention.
- step S101 It is determined whether or not the index obtained as described above is updated to the increasing side (the direction in which the behavior becomes agile) (step S101). The result of this determination is affirmative when the acceleration or its peak value is greater than the previous value, and in this case, the index value is updated to a value corresponding to the new acceleration (step S102). Then return.
- a threshold for determining whether or not the condition for changing the index is satisfied is set (step S104).
- the parameters for setting the threshold value are the operation details for acceleration / deceleration and turning by the driver. Specifically, the accelerator opening degree Pa, its change rate ⁇ Pa, and the brake Br are operated. Or a change rate ⁇ Br of the manipulated variable, a steering angle ⁇ , or a change rate ⁇ thereof.
- the threshold value to be set is a value at which the index is more difficult to decrease as these parameters are larger, and is set to a larger value, for example.
- step S105 it is determined whether or not the condition for lowering the index is satisfied based on the threshold value. That is, the operation content of the driver is reflected in the index for setting the driving characteristics. Note that specific examples of the threshold and conditions will be described later. If the determination result in step S105 is negative, there is no factor for changing the index, and therefore, the routine returns without performing any particular control in order to maintain the previous value. On the other hand, if a positive determination is made in step S105, a condition for lowering the index value is set (step S106).
- This condition determines the rate of decrease in index value (decrease rate), the pattern of decrease (pattern such as stepwise decrease or linear decrease), and the like, and is the same as the parameter for setting the threshold described above.
- the accelerator opening degree Pa, the change rate ⁇ Pa thereof, the operation of the brake Br, the change rate ⁇ Br of the operation amount, the steering angle ⁇ , or the change rate ⁇ thereof are set. More specifically, for example, a map is prepared, and a decrease rate and a pattern are obtained based on the map. Thereafter, the index value is decreased (step S107), and the process returns.
- the control device not only the acceleration but also the content of the operation by the driver that changes the behavior of the vehicle is reflected in the index for setting the running characteristics. Therefore, the driving characteristics of the driver are better reflected in the driving characteristics of the vehicle, and it is possible to perform driving with less discomfort for the driver.
- a vehicle targeted by the present invention is a vehicle that accelerates / decelerates by a driver's operation and turns, and a typical example thereof is an internal combustion engine or It is an automobile using a motor as a driving force source.
- An example of this is shown in a block diagram in FIG.
- the vehicle 1 shown here is a vehicle provided with four wheels, two front wheels 2 that are steering wheels and two rear wheels 3 that are drive wheels. Each of these four wheels 2 and 3 is a suspension device 4. Is attached to the vehicle body (not shown).
- the suspension device 4 is composed mainly of a spring and a shock absorber (damper), as is generally known, and FIG. 24 shows the shock absorber 5.
- the shock absorber 5 shown here is configured to cause a buffering action by utilizing the flow resistance of a fluid such as gas or liquid, and is configured so that the flow resistance can be changed to a large or small value by an actuator such as a motor 6. Yes. That is, when the flow resistance is increased, the vehicle body is unlikely to sink, and the vehicle feels so hard that the comfort of the vehicle is reduced and the sporty feeling is increased. Note that the vehicle height can be adjusted by supplying and discharging pressurized gas to and from these shock absorbers 5.
- Each of the front and rear wheels 2 and 3 is provided with a brake device (not shown).
- the brake device When the brake pedal 7 disposed in the driver's seat is depressed, the brake device operates to give the front and rear wheels 2 and 3 braking force. It is configured as follows.
- the driving force source of the vehicle 1 is a driving force source having a generally known configuration such as an internal combustion engine, a motor, or a combination thereof.
- FIG. 24 shows an example in which an internal combustion engine (engine) 8 is mounted.
- a throttle valve 10 for controlling the intake air amount is disposed in the intake pipe 9 of the engine 8.
- the throttle valve 10 is configured as an electronic throttle valve, and is configured to be opened and closed by an electrically controlled actuator 11 such as a motor, and the opening degree is adjusted.
- this actuator 11 is comprised so that it may operate according to the depression amount of the accelerator pedal 12 arrange
- the relationship between the accelerator opening and the throttle opening can be set as appropriate. The closer the relationship between the two, the more so-called direct feeling becomes stronger and the driving characteristics of the vehicle become sporty. On the other hand, if the characteristic is set so that the throttle opening becomes relatively small with respect to the accelerator opening, the running characteristic of the vehicle becomes a so-called mild feeling.
- a current controller such as an inverter or a converter is provided in place of the throttle valve 10 to adjust the current according to the accelerator opening, and the current value relative to the accelerator opening. The relationship, that is, the running characteristics are appropriately changed.
- the transmission 13 is connected to the output side of the engine 8.
- the transmission 13 is configured to appropriately change the ratio between the input rotational speed and the output rotational speed, that is, the gear ratio.
- a generally known stepped automatic transmission or belt-type continuously variable transmission is used.
- a toroidal-type continuously variable transmission is used. Therefore, the transmission 13 includes an actuator (not shown), and is configured to change the gear ratio stepwise (stepwise) or continuously by appropriately controlling the actuator.
- the speed change control is basically performed so as to set a speed change ratio that improves fuel efficiency.
- the target output is calculated based on the state, the target engine speed is obtained from the target output and the optimum fuel consumption line, and the shift control is executed so that the target engine speed is obtained.
- Control that prioritizes fuel efficiency is control that performs upshifting at a relatively low vehicle speed or control that uses a relatively high speed gear ratio on the low vehicle speed side, and control that improves driving force or acceleration characteristics, This is control for executing an upshift at a relatively high vehicle speed or control for using a relatively low speed side gear ratio on a high vehicle speed side.
- Such control can be performed by switching the shift map, correcting the drive request amount, or correcting the calculated gear ratio.
- a transmission mechanism such as a torque converter with a lock-up clutch can be provided between the engine 8 and the transmission 13 as necessary.
- the output shaft of the transmission 13 is connected to the rear wheel 3 via a differential gear 14 that is a final reduction gear.
- the steering mechanism 15 that steers the front wheels 2 will be described.
- a steering linkage 17 that transmits the rotational operation of the steering wheel 16 to the left and right front wheels 2 is provided, and an assist mechanism 18 that assists the steering angle or steering force of the steering wheel 16.
- the assist mechanism 18 includes an actuator (not shown) and is configured to be able to adjust the assist amount by the actuator. Therefore, the steering force (or the steering angle) and the actual steering of the front wheels 2 can be reduced by reducing the assist amount.
- the force (or turning angle) is close to a one-to-one relationship, so that the direct feeling of steering is increased, and the running characteristics of the vehicle are so-called sporty.
- the vehicle 1 described above includes an anti-lock brake system (ABS), a traction control system, and a vehicle that integrates and controls these systems as a system for stabilizing behavior or posture.
- a stability control system (VSC) or the like is provided. These systems are generally known, and reduce the braking force applied to the wheels 2 and 3 based on the deviation between the vehicle speed and the wheel speed, or apply the braking force, and further together with these. By controlling the engine torque, it is configured to prevent or suppress the locking and slipping of the wheels 2 and 3 to stabilize the behavior of the vehicle.
- a navigation system that can obtain data (ie, driving environment) related to the driving path and planned driving path, and a driving mode such as a sports mode, a normal mode, and a low fuel consumption mode (eco mode) for manually selecting.
- a switch may be provided, and furthermore, a four-wheel drive mechanism (4WD) capable of changing traveling characteristics such as climbing performance, acceleration performance, or turning ability may be provided.
- 4WD four-wheel drive mechanism
- a wheel speed sensor 19 that detects the rotational speeds of the front and rear wheels 2 and 3, an accelerator opening sensor 20, a throttle opening sensor 21, an engine speed sensor 22, and an output speed of the transmission 13 are detected.
- Each of the acceleration sensors 25 and 26 can be used in common with an acceleration sensor used in vehicle behavior control such as the anti-lock brake system (ABS) or the vehicle stability control system (VSC).
- ABS anti-lock brake system
- VSC vehicle stability control system
- the longitudinal and lateral accelerations Gx and Gy are obtained by decomposing detection values detected by an acceleration sensor arranged at a predetermined angle (for example, 45 °) with respect to the longitudinal direction of the vehicle on a horizontal plane into longitudinal and lateral accelerations. It is also good to get it.
- the longitudinal and lateral accelerations Gx and Gy may be calculated based on the accelerator opening, the vehicle speed, the road load, the steering angle, and the like instead of being detected by the sensor.
- These sensors 19 to 27 are configured to transmit a detection signal (data) to an electronic control unit (ECU) 28, and the electronic control unit 28 is in accordance with the data, data stored in advance and a program. The calculation is performed, and the calculation result is output to each of the above-described systems or their actuators as a control command signal.
- the combined acceleration is not limited to acceleration including acceleration components in a plurality of directions, such as acceleration including acceleration components in the vehicle longitudinal direction and acceleration components in the vehicle width direction (lateral direction), only in the vehicle longitudinal direction, etc. The acceleration in any one direction may be used.
- the control device is configured to reflect the traveling state of the vehicle in the behavior control of the vehicle.
- the traveling state of the vehicle is a state represented by longitudinal acceleration, lateral acceleration, yawing or rolling acceleration, or an acceleration obtained by combining these accelerations in a plurality of directions.
- the traveling state of the vehicle reflects the traveling environment and driving orientation to some extent. Based on such a background, the present invention is configured to reflect the traveling state of the vehicle in the behavior control of the vehicle.
- the behavior of the vehicle includes acceleration and turning ability (turning ability), support rigidity by the suspension device 4 (that is, the degree of bump rebound and the likelihood of occurrence), the degree of rolling and pitching, and the like.
- the above-described traveling state is included as one of the factors for changing these traveling characteristics.
- the driving characteristics may be changed using the acceleration or composite acceleration value in any direction as an example of the above driving state as it is, but in order to further reduce the sense of incongruity, an index in which those values are corrected May be used.
- the sporting degree is an index indicating the driver's intention or the running state of the vehicle.
- the sportiness that can be employed in the present invention is an index obtained by synthesizing accelerations (especially absolute values thereof) in a plurality of directions.
- accelerations that are largely related to behavior in the running direction longitudinal acceleration Gx and lateral acceleration Gy
- acceleration obtained by synthesizing is an example of this.
- Instantaneous sports degree Iin (Gx 2 + Gy 2 ) 1/2 Is calculated by
- the acceleration is not limited to the acceleration detected by the sensor, but may be calculated or estimated based on an operation by the driver such as an accelerator opening, a steering angle, a brake depression force, or a brake pedal depression amount.
- the “instantaneous sports degree Iin” means a so-called physical quantity that means an index that is calculated based on the acceleration obtained in each direction for each moment during traveling of the vehicle. “Every moment” means every time when acceleration detection and calculation of the instantaneous sports degree Iin based on the acceleration are repeatedly executed at a predetermined cycle time.
- the longitudinal acceleration Gx used in the above arithmetic expression at least one of acceleration-side acceleration or deceleration-side acceleration (that is, deceleration) is normalized or weighted. May be. That is, in a general vehicle, the acceleration on the deceleration side is larger than the acceleration on the acceleration side, but the difference is hardly perceived or recognized by the driver. Are recognized to occur almost equally.
- the normalization process is a process for correcting such a difference between the actual value and the driver's feeling.
- the acceleration side acceleration is increased or the deceleration side acceleration ( That is, this is a process for reducing the deceleration).
- the point is that the longitudinal driving force and lateral force that can be generated by the tire are represented by tire friction circles, and that the maximum acceleration in each direction is located on the circumference of a predetermined radius.
- This is a process of performing correction such as weighting one of the two. Therefore, by performing such normalization processing and weighting processing, the degree of reflection on the running characteristics of the acceleration on the acceleration side and the acceleration on the deceleration side is different.
- the degree of influence of acceleration in the acceleration direction among the acceleration in the deceleration direction before and after the vehicle and the acceleration in the acceleration direction before and after the vehicle is relatively relative to the influence of the acceleration in the deceleration direction.
- the acceleration in the deceleration direction and the acceleration in the acceleration direction may be weighted so as to increase. Since the lateral acceleration may appear larger than the acceleration side acceleration, the lateral acceleration may be normalized or weighted.
- the degree of reflection on the driving characteristics for each acceleration in different directions in other words, the degree of changes in the driving characteristics based on the acceleration in one direction, and the degree of changes in the driving characteristics based on the acceleration in the other direction. It can be configured to be different.
- FIG. 2 shows an example in which the sensor value of the lateral acceleration Gy and the longitudinal acceleration Gy subjected to the above normalization process are plotted on the tire friction circle. This is an example of running on a test course simulating a general road, and when the vehicle is greatly decelerated, the lateral acceleration Gy is frequently increased, and the longitudinal acceleration Gx and the lateral acceleration Gy are generated along the tire friction circle. It can be seen that this is a general trend.
- the indicated sports degree Iout is obtained from the instantaneous sports degree Iin.
- This instruction sporting degree Iout ⁇ ⁇ is an index used for control for changing running characteristics, and immediately increases with respect to the increase of the instantaneous sporting degree Iin from which the calculation is based, and with respect to a decrease in the instantaneous sporting degree Iin. It is an index configured to decrease with a delay.
- the designated sporting degree Iout is reduced due to the establishment of a predetermined condition.
- FIG. 3 shows a change in the indicated sports degree Iout obtained based on a change in the instantaneous sports degree Iin.
- the instantaneous sports degree Iin is indicated by the value plotted in FIG.
- the instruction sports degree Iout is set to the maximum value of the instantaneous sports degree Iin, and the predetermined condition is Until established, the previous value is maintained. That is, the instruction sporting degree Iout is configured as an index that changes quickly on the increasing side and relatively slowly on the decreasing side.
- the instantaneous sports degree Iin obtained by the change in acceleration increases or decreases, but exceeds the previous maximum value. Since the instantaneous sports degree Iin is generated prior to the establishment of the predetermined condition described above, the designated sports degree Iout ⁇ ⁇ is increased and held stepwise.
- the instruction sporting degree Iout decreases because the condition for reduction is satisfied.
- the condition for reducing the designated sporting degree Iout ⁇ is that a state where holding the designated sporting degree Iout at a previously large value does not match the driver's intention is established. In this case, it is configured so that the passage of time is a factor.
- a state in which it is considered that keeping the indicated sporting degree Iout at a large value before is not in accordance with the driver's intention is the difference between the held indicated sporting degree Iout and the instantaneous sporting degree Iin occurring between them. Is relatively large and the state is continuously accumulated. Therefore, when turning acceleration control is performed, when the driver gradually shifts to deceleration without decreasing the indicated sports degree Iout depending on the instantaneous sports degree Iin caused by an operation such as temporarily releasing the accelerator pedal 12, etc.
- the designated sports degree Iout is It is configured that the condition for lowering is established.
- the start condition of the decrease in the designated sporting degree Iout can be the duration of the state in which the instantaneous sporting degree Iin is lower than the designated sporting degree Iout, and the actual running state is more accurately set to the designated sporting degree Iout.
- the time integral value (or cumulative value) of the deviation between the retained instruction sports degree Iout and the instantaneous sports degree Iin reaches a predetermined threshold, can do.
- the threshold value can be appropriately set based on a driving experiment or simulation according to the driver's intention or a questionnaire result based on an actual vehicle experience. If the time integrated value of the latter deviation is used, the instruction sports degree Iout is reduced by taking into account the deviation and time between the instruction sports degree Iout and the instantaneous sporting degree Iin, so that the actual running state or behavior can be reduced. It becomes possible to control the change of the travel characteristics that reflect more accurately.
- the holding time of the indicated sports degree Iout until reaching the time t2 is longer than the holding time of the indicated sports degree Iout until the time t3.
- the instruction sports degree Iout is increased and held to a predetermined value, and thereafter, the instantaneous sports degree Iin increases at time t1 before the above-described decrease start condition is satisfied, Further, the deviation integral value with the indicated sports degree Iout is equal to or less than a predetermined value.
- the predetermined value can be appropriately set by performing a driving experiment or simulation according to the driver's intention, or considering the calculation error of the instantaneous sports degree Iin.
- the fact that the instantaneous sporting degree Iin is close to the indicated sporting degree Iout means that the running state at that time causes the instantaneous sporting degree Iin that is the basis of the held instructing sporting degree Iout.
- the control or processing for the delay may be performed by resetting the accumulated value (cumulative value) of the elapsed time or the integrated value of the deviation and restarting the accumulated elapsed time or the integral of the deviation,
- the integration value may be reduced by a predetermined amount, or the integration or integration may be interrupted for a fixed time.
- FIG. 4 is a schematic diagram for explaining the above-described deviation integration and resetting.
- the hatched area in FIG. 4 corresponds to the deviation integral value.
- the integral value is reset at time t11 when the difference between the instantaneous sports index Iin and the designated sports index Iout is equal to or less than the predetermined value ⁇ d, and the integration of the deviation is started again. Therefore, since the decrease start condition is not satisfied, the designated sporting degree Iout is maintained at the previous value. Then, after the integration is resumed, when the instantaneous sports degree Iin is a value larger than the indicated sports degree Iout, the indicated sports degree Iout is updated to a large value according to the instantaneous sports degree Iin and held, The integral value is reset.
- the degree or gradient of the lowering of the designated sports degree Iout may be varied.
- the integrated value described above is a value obtained by integrating the deviation between the retained instruction sports degree Iout and the instantaneous sports degree Iin with time, so if the deviation is large, the integrated value reaches a predetermined value in a short time, and the condition is satisfied. If the deviation is satisfied and the deviation is small, the integral value reaches a predetermined value over a relatively long time, and the condition is satisfied.
- the instruction sporting degree Iout is reduced at a large rate or gradient.
- the time until the above condition is satisfied is relatively long, the decrease in the instantaneous sports degree Iin with respect to the held instruction sports degree Iout is small, and the retained instructions It cannot be said that the sporting degree Iout is significantly different from the intention of the driver at that time. Therefore, in such a case, the designated sporting degree Iout is slowly lowered at a small rate or gradient.
- the above described instruction sporting degree Iout is a numerical value of a request for driving by the driver via the longitudinal acceleration Gx and the lateral acceleration Gy. Even when the instructed sporting degree Iout ⁇ ⁇ is set to a predetermined value and traveling, acceleration / deceleration operation and steering are performed, and the acceleration accompanying such an operation becomes a change factor of the instructing sporting degree Iout. However, since various operations that cause acceleration are also performed for adjusting the distance to other vehicles and changing the driving lane, it cannot be said that the operations necessarily indicate driving orientation. There is a case.
- the control device of the present invention performs acceleration / deceleration / steering operation by the driver, and further, the operation instruction sports
- the method of reflecting the degree Iout is configured to vary depending on the operation content. An example of this is shown in the flowchart of FIG.
- the routine shown in FIG. 5 is repeatedly executed every predetermined short time, for example, when the main switch or start switch of the vehicle is turned on. Etc. are configured to be initialized.
- step S1 the value of the above-described instantaneous sportiness Iin is calculated (step S1). An example of the calculation is as described above.
- a start threshold T that defines a time until the instruction sporting degree Iout starts to decrease, and a decrease speed when the designated sporting degree Iout is reduced.
- the (ratio or gradient) Vd is calculated (step S2).
- the decrease start threshold value T is for defining the length of time for which the value of the designated sporting degree Iout is held at the previous value.
- the holding period is controlled based on the integral value of the deviation from the sport degree Iin, it is a threshold value for the integral value.
- the threshold value T can be determined in advance as a map, an example of which is shown in FIG. In the example shown in FIG.
- the threshold value T is set as a parameter, and the threshold value T increases as the values of these parameters increase. That is, as the accelerator pedal opening degree Pa is larger or when the accelerator pedal is depressed more rapidly and the increase rate ⁇ Pa is larger, the threshold value T becomes larger and the time during which the indicated sports degree Iout is held at the previous value is increased. become longer. In other words, the designated sports degree Iout becomes difficult to change. The same applies to the braking operation and the steering operation.
- the threshold T becomes large, and the designated sporting degree Iout becomes difficult to change.
- the threshold value T increases and the designated sporting degree Iout becomes difficult to change.
- the map shown in FIG. 6 is a map in which the threshold value T described above becomes longer as the value of the designated instruction sporting degree Iout is larger, the vehicle speed V is higher, and the descending gradient ⁇ is larger. It may be configured. Alternatively, such a map is prepared separately from the map shown in FIG. 6, and the threshold value T is obtained based on the parameter indicating the traveling state at that time together with the content of the operation described above in step S2. Also good.
- the decreasing speed Vd for decreasing the value of the designated sporting degree Iout can be obtained based on a predetermined map, and an example of the map is shown in FIG.
- the map shown in FIG. 7 is similar to the map shown in FIG. 6 described above, the accelerator opening degree Pa, its increase rate ⁇ Pa, the brake pedaling force Br that depresses the brake pedal, its increase rate ⁇ Br, the steering angle ⁇ (absolute value),
- the decrease rate Vd is set using at least one of the increase rates ⁇ as a parameter, and the decrease rate Vd is configured to decrease as the values of these parameters increase.
- the decrease speed Vd may be set to “0” and the decrease in the designated sporting degree Iout may be stopped.
- the control for making it difficult to lower the value of the indicated sporting degree Iout is the same as the control for holding the value of the indicated sporting degree Iout described above, the already set value of the indicated sporting degree Iout, the vehicle speed V, or the descending You may comprise so that it may perform based on gradient (delta). That is, the above-described decrease speed Vd may be configured to be slower as the value of the designated instruction sporting degree Iout is larger, the vehicle speed V is higher, and the descending gradient ⁇ is larger. In that case, such a map is prepared separately from the map shown in FIG. 7, and the reduction speed Vd is determined based on the parameter indicating the running state at that time together with the contents of the operation described above in step S2. It may be asking.
- step S3 it is determined whether or not the value of the instantaneous sports degree Iin is larger than the value of the designated sports degree Iout that has already been set. If a negative determination is made in step S3, that is, if the value of the index obtained from the acceleration at that time is equal to or less than the value of the index that has already been set or held (indicated sporting degree Iout), the deviation is integrated. Alternatively, integration is performed (step S4).
- the deviation is the difference between the index value obtained from the running state of the vehicle, such as the acceleration at that time, and the index value already set or held, and in the example described here, at that time Is the difference between the value of the designated sporting degree Iout that has already been set or held and the value of the instantaneous sporting degree Iin at that time.
- d1 is a calculation cycle.
- step S5 is a judgment step for judging the establishment of the so-called “other conditions”. If the judgment result is affirmative, the deviation is reset (step S6), and thereafter the indicated sports degree Iout is reduced ( Step S7) and then return.
- the decrease start threshold T is set based on the map shown in FIG.
- step S5 If the integrated value (integrated value) D of the deviation is equal to or less than the decrease start threshold value T, a negative determination is made in step S5. That is, deviation integration (integration) is continued.
- step S3 determines whether the value of the instantaneous sports degree Iin at that time is larger than the value of the designated sports degree Iout that is already set and held. If the determination in step S3 is affirmative, that is, if the value of the instantaneous sports degree Iin at that time is larger than the value of the designated sports degree Iout that is already set and held, the designated sports degree The value of Iout is replaced with the newly obtained instantaneous sportiness value Iin and updated (step S7). At the same time, the deviation integrated value (integrated value) D described above is reset. Then return.
- the update of the instruction sporting degree Iout is as described with reference to FIG.
- FIG. 5 The example shown in FIG. 5 described above is an example in which when the value of the instantaneous sports degree Iin is equal to or less than the set value of the designated sports degree Iout, the deviation is uniformly integrated over time. Since Iin or the magnitude of the deviation is considered to represent the driver's direction or intention to travel, the instantaneous sports degree Iin or the deviation is weighted every moment, and the deviation is integrated. It can also be configured. Examples of this are shown in FIGS.
- FIG. 8 is a flow chart for explaining the control example. Like the control example shown in FIG. 5 described above, for example, when the main switch or start switch of the vehicle is turned on, the control is repeated every predetermined short time. This is executed, and when any one of these switches is turned off, data such as the designated sports degree Iout is initialized.
- step S11 the value of the instantaneous sports degree Iin described above is calculated (step S11). This is the same control as step S1 in the control example shown in FIG.
- a start threshold T that defines a time until the instruction sporting degree Iout starts to decrease, and a decrease speed when the designated sporting degree Iout is reduced.
- a (ratio or gradient) Vd is calculated (step S12). The start threshold T and the decrease speed Vd can be obtained in the same manner as in step S2 shown in FIG.
- step S13 it is determined whether or not the value of the instantaneous sports degree Iin is greater than the value of the designated sports degree Iout that has already been set. If a negative determination is made in step S3, that is, if the value of the index obtained from the acceleration at that time is equal to or less than the value of the index that has already been set or held (instructed sport level Iout), the instantaneous sport level Evaluation about Iin, in other words, evaluation of the sporting degree at that time is performed (step S14). Specifically, it is determined whether or not the deviation between the value of the designated sporting degree Iout and the value of the instantaneous sporting degree Iin is smaller than a predetermined criterion value ⁇ d. This determination reference value ⁇ d is a relatively small value. Therefore, in step S14, it is determined whether or not the value of the instantaneous sportiness Iin is close to the value of the indicated sportiness IoutI.
- step S14 If the determination in step S14 is affirmative, the vehicle is traveling at a sporting degree similar to the sporting degree already set as the designated sports degree Iout. Therefore, it is determined that there is no situation in which the sporting degree is lowered, and the above-described integrated value D is reset (step S15), and then the deviation is integrated (step S16). On the other hand, if the determination is negative in step S14 because the deviation between the instantaneous sports degree Iin value and the designated sports degree Iout value ⁇ is equal to or greater than the determination reference value ⁇ d, the process immediately proceeds to step S16. Deviation integration is performed.
- the integration in step S16 is performed by weighting the difference between the instantaneous sports degree Iin value and the designated sports degree Iout value ⁇ ⁇ ⁇ ⁇ at that time. Specifically, the difference between these values (Iout ⁇ Iin) is multiplied by a predetermined gain g and a calculation cycle d1, and this is newly added to the integral value.
- the gain g can be referred to as a so-called weighting coefficient, and can be determined in advance according to a parameter representing an operation state by the driver or a road condition where the vehicle is traveling. An example is shown in FIG.
- the gain g is the accelerator opening degree Pa, its change rate ⁇ Pa, the operation amount of the brake Br, or the change rate ⁇ Br of the operation amount Br, the steering angle ⁇ or
- the rate of change ⁇ , the value of the designated sporting degree Iout, the above-described decrease speed Vd, the road gradient ⁇ , and the like are used as parameters.
- the larger the parameter value the smaller the value is set. Therefore, even if the value of the instantaneous sports degree Iin is smaller than the value of the designated sports degree Iout, if the running state at that time is close to the sports degree set as the designated sports degree Iout, the designated sports degree Iout or the sports degree is set. An increase in the integral value D of the deviation that establishes the condition to be reduced is suppressed, and a decrease in the sport level is relatively delayed.
- step S17 The integrated value (integrated value) D of the deviation thus obtained is compared with the decrease start threshold value T calculated in step S12 (step S17). That is, it is determined whether or not the integrated value (integrated value) D of the deviation is larger than the decrease start threshold T.
- This step S17 is a determination step for determining whether the so-called “other condition” is satisfied. If the determination result is affirmative, the value ⁇ of the indicated sports degree Iout is determined as the rate of decrease obtained in step S12 described above.
- the voltage is gradually decreased by Vd (step S18). This is the same control as step S7 shown in FIG. In this case, the deviation value D may be reset.
- step S17 If the integrated value (integrated value) D of the deviation is equal to or less than the decrease start threshold value T, if the determination is negative in step S17, the process returns. That is, deviation integration (integration) is continued.
- step S13 determines whether the value of the instantaneous sports degree Iin at that time is larger than the value of the designated sports degree Iout that is already set and held. If the determination in step S13 is affirmative, that is, if the value of the instantaneous sports degree Iin at that time is larger than the value of the designated sports degree Iout that is already set and held, the designated sports degree The value of Iout is replaced with the newly obtained instantaneous sportiness value Iin and updated (step S19). At the same time, the deviation integrated value (integrated value) D described above is reset. Then return.
- the update of the instruction sporting degree Iout is as described with reference to FIG.
- the control device is configured to obtain an index based on the acceleration and set the running characteristics according to the index.
- the acceleration may be a so-called actual acceleration obtained by a sensor, but instead of this, an estimated acceleration (or target acceleration) obtained by calculating from a drive request amount, a vehicle speed or a braking operation amount, a steering angle, and the like. ). Further, the actual acceleration and the target acceleration may be used in combination. When the actual acceleration and the target acceleration are used in combination, an index (first index and second index) is obtained according to each acceleration, and an index that increases the so-called sports degree by comparing these indices is adopted.
- the so-called actual instantaneous sports degree Iin and the actual designated sports degree Iout based on the actual acceleration are obtained, while the so-called desired instantaneous sports degree Iin and the target designated sports degree Iout based on the target acceleration are obtained.
- a larger value is adopted between the sporting degree Iout and the target instruction sporting degree Iout, and the running characteristics are set according to the adopted instructioning sporting degree Iout. The relationship between the designated sporting degree IoutI and the running characteristics will be described later.
- the target acceleration can be calculated by various methods, examples of which will be described below.
- the longitudinal target acceleration will be described.
- the longitudinal acceleration of the vehicle is obtained based on the target acceleration and the target deceleration, and the target acceleration is based on, for example, the accelerator opening and the vehicle speed, which are drive request amounts. Can be calculated.
- the deceleration is generated by the braking operation, the deceleration is calculated based on the pressure (M / C pressure) of the brake master cylinder (M / C) corresponding to the amount of the brake operation and the stroke amount of the brake pedal. be able to.
- Step S202 Using these required accelerations Gx1 (v) and Gx0 (v), a constant C (v) determined after the vehicle speed for calculating the required acceleration at “P0 ⁇ Pa ⁇ P1” with a desired Weber ratio is calculated.
- C (v) (Gx1 (v) ⁇ Gx0 (v)) / P1 k
- k is the Weber ratio or a value obtained by correcting the ratio
- Gx * (Pa) [ ⁇ (Gmax ⁇ Gx (P2)) Pa ⁇ / (Pmax ⁇ P2)] + Gx (P2)
- step S204 determines whether the target acceleration Gx * (Pa) is obtained by applying the Weber-Feffner equation (step S207).
- step S206 or step S207 After the control in step S206 or step S207 is executed, while the vehicle is running or the main switch of the vehicle is on, the process returns to step S203, and the process up to step S206 or step S207 is performed. Control is repeatedly executed.
- the target deceleration can be obtained based on the above-mentioned M / C pressure, brake pedal stroke, etc. Specifically, the relationship between these parameters and the target deceleration is mapped by experiment or simulation. And the target deceleration can be obtained based on the map. Examples of the map are shown in FIGS. 12 (a) and 12 (b).
- the longitudinal acceleration Gx can be obtained from the change in the ground contact load in the longitudinal direction.
- Gx ⁇ ((Fzfr ⁇ Fzfr0) + (Fzfl ⁇ Fzfl0)) ⁇ (L / (M ⁇ h))
- Gx ⁇ ((Fzrr ⁇ Fzrr0) + (Fzrl ⁇ Fzrl0)) ⁇ (L / (M ⁇ h))
- M the weight of the vehicle body
- h the height of the center of gravity
- L is the wheel base
- Fz is the dynamic ground load
- Fz0 the static ground load
- the first subscript “r” is the rear wheel. “F” indicates the front wheel
- the second subscript “r” indicates the right wheel
- “l” indicates the left wheel.
- the lateral acceleration Gy can be obtained based on a change in ground load, a steering angle, a yaw rate, and the like.
- Gy ((Fzfr ⁇ Fzfr0) ⁇ (Fzfl ⁇ Fzfl0)) ⁇ (T / (2 ⁇ M ⁇ h ⁇ Rsf)
- Gy ((Fzrr ⁇ Fzrr0) ⁇ (Fzrl ⁇ Fzrl0)) ⁇ (T / (2 ⁇ M ⁇ h ⁇ (1 ⁇ Rsf)) Holds.
- Rsf is the roll stiffness distribution
- M is the weight of the vehicle body
- h is the height of the center of gravity
- T is the tread
- Fz is the dynamic grounding load
- Fz0 is the static grounding load.
- n is a steering gear ratio
- l is a wheel base
- A is a stability factor
- V is a vehicle speed.
- the instantaneous sports degree Iin is calculated based on the so-called actual acceleration or estimated acceleration described above, and the indicated sports degree Iout determined from the instantaneous sports degree Iin represents the running state of the vehicle. It includes the driving environment such as the presence or absence of curvature and the curvature thereof, and further the driving direction of the driver. This is because the acceleration of the vehicle changes depending on the state of the traveling road, the acceleration / deceleration operation is performed by the driver depending on the state of the traveling road, and further the acceleration changes due to the acceleration / deceleration operation.
- the control device according to the present invention is configured to utilize the indicated sports degree Iout for controlling the running characteristics of the vehicle.
- the traveling characteristics in the present invention include acceleration characteristics, steering characteristics, suspension characteristics, sound characteristics, and the like.
- These characteristics include the control characteristics of the throttle valve 10, the transmission characteristics of the transmission 13, and the shock in the suspension device 4.
- the damping characteristic by the absorber 5, the assist characteristic of the assist mechanism 18 and the like are appropriately set by changing the actuators provided respectively.
- a general tendency of the change in the running characteristic is a change in the characteristic that enables so-called sporty running as the indicated sports degree Iout increases.
- the required maximum acceleration rate defines the marginal driving force.
- the required maximum acceleration rate of 100% is a state that enables the maximum acceleration that can be generated by the vehicle. Is to set the gear ratio that maximizes the engine speed or the largest gear ratio (the gear ratio on the lowest vehicle speed side).
- the required maximum acceleration rate of 50% is a state in which half the maximum acceleration that can be generated by the vehicle is possible, and an intermediate gear ratio is set for the transmission 13. In the example shown in FIG.
- the required maximum acceleration rate is increased as the indicated sports degree Iout increases.
- the basic characteristics shown by the solid line in FIG. 13 are obtained by calculating the relationship between the indicated sports degree Iout and the required maximum acceleration rate based on the data obtained by actually running the vehicle. A simulation was performed and corrections were made as appropriate.
- the characteristic line is set on the side where the required maximum acceleration rate becomes larger than the basic characteristic, the acceleration of the vehicle becomes relatively large, so that a so-called sporty running characteristic or acceleration characteristic is obtained.
- the characteristic line is set on the side where the required maximum acceleration rate becomes small, the acceleration of the vehicle becomes relatively small, so that a so-called comfort running characteristic or acceleration characteristic is obtained.
- the required maximum acceleration rate is set to zero when the indicated sports degree Iout ⁇ ⁇ ⁇ ⁇ ⁇ is greater than zero.
- the acceleration characteristics are set or changed for slow speed driving conditions such as traffic congestion and garage entry. This is because it is not reflected in the control to do.
- FIG. 14 shows the relationship between the vehicle speed and the acceleration for each required rotational speed, and the required maximum acceleration rate obtained from the indicated sporting degree Iout is added to this as shown in FIG.
- the required maximum acceleration rates of 100% and 50% are added, a thick solid line in FIG. 14 is obtained. Therefore, the number of revolutions represented by a line passing through the intersection of the line indicating the requested maximum acceleration obtained from the indicated sporting degree Iout and the line indicating the vehicle speed at the current time point becomes the requested number of revolutions.
- a vehicle including the transmission 13 as described with reference to FIG. 24 described above includes a basic shift map in order to control a gear ratio to be set by the transmission 13.
- the shift map is a map in which the gear ratio is set according to the vehicle speed and the engine speed.
- An example of the gear ratio control is control generally known as torque demand control.
- a required driving force is obtained from a driving force map based on an accelerator opening and a vehicle speed as a required driving amount, and the required driving is performed.
- the required output of the engine is obtained from the force and the vehicle speed or the engine speed.
- a target engine speed at which the required output is output with optimum fuel efficiency is obtained based on the engine speed map, and the gear ratio of the continuously variable transmission is controlled so as to achieve the target engine speed.
- the transmission 13 is caused to function as an engine speed control mechanism that is a driving force source. Since the output of the engine is obtained by the product of the torque and the rotational speed, the engine torque that achieves the required output is obtained based on the target engine rotational speed or the vehicle speed corresponding thereto, and becomes the engine torque Thus, the throttle opening is calculated.
- the sports mode rotational speed instruction means B31 shown in FIG. 14 is a means for instructing the required rotational speed obtained based on the above-described designated sports degree Iout and can be said to be a sports rotational speed calculation means.
- the number instructing means B32 is a means for instructing a target speed obtained by normal engine speed control such as torque demand control, and can be said to be a normal speed calculating means.
- These so-called normal mode rotational speeds and the so-called sports mode rotational speeds are compared (arbitrated) by the rotational speed arbitrating means B33, and a rotational speed with a large value is selected. So-called Max Select.
- the selected rotational speed is output as a control signal by the final rotational speed instruction means B34.
- the sports mode D rotational speed is maintained when the normal mode rotational speed is lower than the sports mode rotational speed.
- a downshift is performed when the required amount of driving exceeds the required maximum acceleration, such as when the accelerator pedal is greatly depressed.
- Such control is gear shift control for a continuously variable transmission, which is aimed at a low gear speed gear ratio (large gear ratio).
- gear shift control for a continuously variable transmission
- the maximum drive force or engine braking force increases as the gear ratio increases, making vehicle behavior control more agile, so-called sporty characteristics, or the driver's driving orientation or the condition of the road It is a characteristic that matches the driving environment.
- Such control for a vehicle equipped with a continuously variable transmission may be configured to be executed when a mode selection switch is mounted and, for example, a sports mode is selected by the switch.
- the transmission 13 is a stepped transmission
- control is performed as shown in FIG.
- a target shift stage is determined, and a control command signal is output to the actuator of the transmission 13 so as to set the shift stage. Therefore, if the relationship between the vehicle speed and the acceleration for each gear stage is shown, it becomes as shown in FIG. 15, and the required maximum acceleration rate calculated from the indicated sports degree Iout is 100% and 50% required maximum acceleration lines. Is added to the thick solid line in FIG. Therefore, the shift speed indicated by the shift speed line closest to the intersection of the line indicating the requested maximum acceleration obtained from the indicated sporting degree Iout and the line indicating the vehicle speed at the current time point becomes the target shift speed.
- the normal target shift stage by the stepped transmission is set based on a shift diagram (shift map) in which the region of each shift stage is defined by the required drive amount such as the accelerator opening and the vehicle speed, and therefore the accelerator pedal is A downshift occurs when the required driving acceleration exceeds the required maximum acceleration, such as when the vehicle is depressed greatly, and an upshift is possible when the vehicle speed further increases.
- shift diagram shift map
- the sport mode gear stage indicating means B41 shown in FIG. 15 is a means for instructing the gear stage obtained based on the above described instruction sporting degree Iout, and the normal mode gear stage instructing means B42 has a normal accelerator pedal opening and This is means for instructing a gear stage obtained based on a shift map based on vehicle speed.
- These so-called sport mode gear stage and normal mode gear stage are compared (arbitrated) by the gear stage arbitrating means B43, and a lower speed gear stage (gear stage having a larger gear ratio) is selected. The so-called minimum is selected.
- the gear stage selected in this way is output as a control signal by the final gear stage instructing means B44. That is, the transmission 13 is caused to function as an engine speed control mechanism that is a driving force source. Therefore, if the normal mode gear is higher than the sport mode gear due to the accelerator opening, the sport mode gear is maintained, and the lower gear (high gear ratio) is maintained. Will be set.
- Such control is gear shift control for a stepped transmission with a target of a low gear speed gear ratio (a large gear ratio).
- a low gear speed gear ratio a large gear ratio
- the driving force or engine braking force increases as the gear ratio increases, and the vehicle behavior becomes agile, so-called sporty characteristics, or the driving environment such as the driving direction of the driver or the condition of the driving path It becomes the characteristic in line with.
- Such control may be performed when a mode selection switch is mounted and a so-called sports mode is selected by the switch, and control may be prohibited when the mode selection switch is not selected.
- each means shown in FIG. 14 or the function of each means shown in FIG. 15 can be provided in the electronic control device 28 described above, or an electronic control device for sports mode control is provided, and the sport mode is provided.
- the electronic control device for control can be provided.
- FIG. 16 shows an example in which the target shift speed and the target engine torque are obtained from the required driving force.
- the required driving force is calculated from the vehicle speed and the accelerator opening (block B1). Since the required driving force is determined by the weight of the vehicle body, the power performance applied to the vehicle, etc., the calculation in block B1 prepares a map in which the required driving force is determined according to the vehicle speed and the accelerator opening. This is done by obtaining the required driving force based on the map.
- the gear position (gear stage) is calculated based on the required driving force (block B2).
- the shift control of the stepped transmission is performed based on a shift diagram in which the shift speed region or the upshift line and the downshift line are set with the vehicle speed and the required driving force as parameters, so that the shift speed calculation in the block B2 is performed. Is performed based on a shift diagram prepared in advance.
- the required shift speed thus obtained is output as a control command signal to the shift control device (ECT) B3, and shift control in the transmission 13 is executed.
- a lockup clutch (LU) is provided in the power transmission path of the vehicle 1, it is determined whether the lockup clutch is engaged or released based on a map prepared in advance, and the engagement / release is performed.
- a command signal for controlling is also output.
- the required engine torque is calculated based on the required driving force determined in the block B1 and the actual gear position in the transmission 13 (block B4). That is, since the engine speed is determined based on the shift speed and the vehicle speed, the required engine torque can be calculated based on the engine speed and the required driving force.
- the engine (ENG) 8 is controlled so as to generate the engine torque thus determined (block B5). Specifically, the throttle opening is controlled.
- the indicated sports degree Iout changes based on the instantaneous sports degree Iin such as the longitudinal acceleration Gx, the lateral acceleration Gy, or the combined acceleration obtained by combining these, and the required maximum acceleration changes accordingly.
- the required maximum acceleration is reflected in the shift control as described with reference to FIG. 15, and the shift speed obtained based on the indicated sporting degree Iout in the sport mode is lower than the shift speed in the normal mode. If it is a gear position, the gear position on the low vehicle speed side becomes the final instruction gear position. Since the basic configuration described with reference to FIG.
- the 16 performs shift control in the normal mode, if the final command shift speed based on the command sports degree Iout is a shift speed on the lower vehicle speed side, this Is taken in the block B2 and set as the required shift speed.
- the vehicle behavior control becomes agile, so-called sporty characteristics, or the driver's driving orientation or driving The characteristics are in line with the driving environment such as road conditions.
- the power output from the engine 8 may be increased or decreased.
- the control is performed by inputting the correction driving force to the block B1 described above and the basic configuration described above.
- the required driving force obtained in (1) is increased or decreased by the corrected driving force.
- the corrected driving force may be configured so as to be obtained based on the above-described instruction sports degree Iout. For example, the relationship between the indicated sporting degree Iout and the corrected driving force is determined by experiments or simulation suitable for the driver's intention, and this is prepared as data in the form of a map or the like, and the indicated sport obtained during driving
- the corrected driving force may be obtained from the degree Iout and data such as the corrected driving force map.
- the example shown in FIG. 17 is an example in which the shift speed (gear speed) and the required driving force are obtained in parallel from the vehicle speed and the accelerator opening.
- the gear ratio of the stepped transmission is controlled based on a shift diagram in which the shift speed or the upshift line and the downshift line are set according to the vehicle speed and the accelerator opening, so that the vehicle speed and the accelerator opening
- the gear position is calculated (block B12)
- the required driving force is calculated from the vehicle speed and the accelerator opening (block B11).
- the calculation of the required driving force is the same as the calculation in the block B1 shown in FIG.
- the required shift speed determined in block B12 is transmitted to the shift control device (ECT) B13, and shift control in the transmission 13 is executed.
- ECT shift control device
- a lockup clutch (LU) is provided in the power transmission path of the vehicle 1, it is determined whether the lockup clutch is engaged or released based on a map prepared in advance, and the engagement / release is performed.
- a command signal for controlling is also output.
- the required engine torque is calculated based on the required driving force determined in the block B11 and the actual shift speed in the transmission 13 (block B14), and the engine ( ENG) 8 is controlled (block B15).
- the control in the block B14 is the same as the control in the block B4 shown in FIG. 16, and the control in the block B15 is the same as the control in the block B5 shown in FIG.
- the example shown in FIG. 18 is an example in which the transmission 13 and the engine 8 are independently controlled based on the vehicle speed and the accelerator opening. That is, the gear position is calculated based on the vehicle speed and the accelerator opening (block B22), the required gear speed obtained by the calculation is transmitted to the gear shift control device (ECT) B23, and the gear shift control in the transmission 13 is performed. Executed. These controls are the same as those in block B12 and block B13 shown in FIG. Further, the throttle opening is calculated based on the accelerator opening (block B24), and the engine 8 is controlled according to the required throttle opening (block B25). When an electronic throttle valve is provided, the relationship between the accelerator opening and the required throttle opening is generally non-linear. When the accelerator opening is relatively small, the accelerator opening When the change amount of the throttle opening is small with respect to the change amount and the accelerator opening is relatively large, the change amount of the accelerator opening and the change amount of the throttle opening become close to a one-to-one relationship.
- the accelerator pedal 12 when the accelerator pedal 12 is depressed to accelerate, when the brake pedal 7 is depressed to decelerate, or when the steering wheel 16 is rotated to turn,
- the resultant acceleration increases based on the intention of deceleration, turning, etc.
- the indicated sports degree Iout immediately increases in accordance with the increase in the resultant acceleration.
- the marginal driving force increases in accordance with the increase in the designated sporting degree Iout, and the required acceleration is generated instantaneously. Since the above-mentioned operation by the driver is usually executed to perform the traveling according to the traveling environment such as the gradient of the traveling path, after all, the change in the traveling characteristics described above depends on the driver's orientation and traveling. It reflects the environment.
- the contents of the acceleration / deceleration operation and steering operation by the driver, or the sporting degree, the vehicle speed or the gradient at that time are reflected in the instruction sporting degree Iout.
- the for example when the accelerator pedal is greatly depressed or rapidly depressed, the degree of holding / continuing the instruction sporting degree Iout becomes strong, and the sporting degree is hardly lowered. Therefore, it is difficult for an upshift to occur due to an increase in vehicle speed after the accelerator pedal is depressed on an ascending slope. As a result, it is possible to prevent or suppress a decrease in driving torque or a decrease in generated acceleration due to a decrease in engine speed. .
- the degree to which the instruction sporting degree Iout is maintained increases, so that it is possible to prevent or suppress a decrease in engine braking force by suppressing an upshift. it can.
- the instruction sportiness level Iout is maintained and there is no excessive downshift, preventing an excessive increase in engine speed. Can do.
- the accelerator pedal and the brake pedal are depressed simultaneously to control the vehicle speed, the generated acceleration can be suppressed and the braking effect can be improved.
- the degree of holding the designated sporting degree Iout during turning is increased, so that it is possible to suppress a decrease in acceleration due to an upshift during turning and a decrease in engine speed. Can be avoided or suppressed.
- the acceleration sensor is larger than the value corresponding to the actual acceleration. Output the value.
- the instantaneous sportiness Iin increases during acceleration as compared with the case where the vehicle is traveling on a flat road without an inclination.
- the instruction sports degree Iout increases, so that the acceleration characteristics of the vehicle are changed in a direction in which the acceleration force increases. Therefore, a relatively large driving force can be obtained on the uphill road.
- the acceleration sensor outputs a value smaller than the value corresponding to the actual acceleration, so that the instantaneous sportiness Iin becomes relatively small during deceleration.
- gravitational acceleration is added to the acceleration accompanying the brake operation, so that the output value of the acceleration sensor becomes relatively large, and as a result, the instantaneous sports degree Iin increases.
- a relatively large engine braking force can be obtained. Therefore, a special acceleration / deceleration operation for traveling on an uphill road and traveling on a downhill road becomes unnecessary or alleviated, and drivability is further improved. Further, it is possible to reduce or eliminate so-called uphill / downhill control such as prohibiting or limiting a generally known gear ratio on the high vehicle speed side.
- the factors that affect and determine the driving characteristics of the vehicle are not only the control of the gear ratio described above, but the output characteristics of the engine torque with respect to the accelerator operation, the steering angle or the front wheel with respect to the steering force.
- There are a steering characteristic which is a relation of a steering angle, a damping characteristic of vibration by the suspension device 4 or a spring constant thereof, a turning ability (turning performance) based on a torque distribution ratio with respect to a front wheel and a rear wheel in a four-wheel drive vehicle.
- the control device according to the present invention can be configured to change each of these characteristics based on an index obtained from acceleration.
- the output responsiveness of the engine 8 is made appropriate in accordance with the indicated sporting degree Iout, that is, the increase rate of the throttle opening is made appropriate, and the assist torque by the assist mechanism 18 is made appropriate so-called direct.
- the feeling is made appropriate, the gear ratio in the steering mechanism 15 is made appropriate, and the torque distribution amount for the rear wheels is made appropriate to make the turning performance appropriate.
- Such control for changing each characteristic can be performed by changing the output characteristic of the actuator provided in each mechanism.
- FIG. 19 is a block diagram for explaining the control for changing the steering characteristic based on the above-described instruction sports degree Iout, and schematically shows an electric power steering mechanism (EPS) using a variable gear ratio steering gear (VGRS gear). Is shown.
- EPS electric power steering mechanism
- VGRS gear variable gear ratio steering gear
- a rack 30 that moves back and forth in the width direction (lateral direction) of the vehicle in response to the steering force is provided, and the gear of the VGRS gear unit 31 is engaged with the rack 30.
- a VGRS actuator 32 for changing the gear ratio is attached to the VGRS unit 31.
- An EPS gear motor 33 is provided to assist (assist) the movement of the rack 30 in the steered direction. Furthermore, a command signal is output to the VGRS actuator 32 to change the gear ratio, and a torque (thrust applied to the rack 30) to be output by the EPS gear motor 33 is calculated and output as a command signal. An assist torque calculator 35 is provided. As these transmission power steering mechanism and each calculation unit, those having a generally known configuration can be used.
- the detected values of the vehicle speed, the steering angle, and the steering torque are input to each of the arithmetic units 34 and 35 as data. These data can be obtained by sensors provided according to each.
- the correction gear ratio is input as data to the gear ratio calculation unit 34.
- the correction gear ratio is a gear ratio for correcting a command signal for the VGRS actuator 32, and is configured to be set to a value corresponding to the above-described instruction sports degree Iout. Specifically, a map in which a correction gear ratio corresponding to the designated sports degree Iout is prepared in advance, and the correction gear ratio may be obtained from the map. The relationship between the designated sporting degree IoutI and the correction gear ratio can be determined as needed.
- the corrected assist torque is input to the assist torque calculator 35 as data.
- the correction assist torque is a torque for correcting a command signal for the EPS gear motor 33, and is configured to be set to a value corresponding to the above-described instruction sports degree Iout.
- a map in which a corrected assist torque corresponding to the designated sports degree Iout is prepared in advance, and the assist torque may be obtained from the map. The relationship between the instructed sporting degree Iout ⁇ and the correction assist torque can be appropriately determined as necessary.
- the gear ratio in the VGRS unit 31 is changed and assists the steering force in accordance with the magnitude of the indicated sports degree Iout obtained based on the acceleration generated in the vehicle. Torque is changed.
- FIG. 20 is a block diagram for explaining the control for changing the suspension characteristics based on the above-described instruction sporting degree Iout.
- the vehicle height length and the vibration damping coefficient and the spring constant by the suspension mechanism (not shown) are shown. It is the example comprised so that it might control.
- a calculation unit 40 is provided for calculating the vehicle height length, the vibration damping coefficient, and the required value of the spring constant.
- the calculation unit 40 is configured mainly by a macro computer as an example, and calculates a required vehicle height, a required damping coefficient, and a required spring constant by performing calculations using the input data and data stored in advance. It is configured to ask for.
- Examples of the data include vehicle speed, detection signal from the right front wheel (FR) wheel height control sensor, detection signal from the left front wheel (FL) wheel height control sensor, detection signal from the right rear wheel (RR) wheel height control sensor, Left rear wheel (RL) wheel height control sensor detection signal, right front wheel (FR) vertical G (acceleration) sensor detection signal, left front wheel (FL) vertical G (acceleration) sensor detection signal, right rear wheel (RR)
- the detection signal of the vertical G (acceleration) sensor and the detection signal of the left rear wheel (RL) vertical G (acceleration) sensor are input as data. These are similar to commonly known devices.
- the corrected vehicle height, the corrected damping coefficient, and the corrected spring constant are input as data for controlling suspension characteristics.
- the corrected vehicle height is data for correcting the vehicle height according to the indicated sports degree Iout.
- a map that defines the corrected vehicle height corresponding to the indicated sports degree Iout is prepared in advance. It can comprise so that correction
- the correction attenuation coefficient is data for correcting the attenuation coefficient in a device that performs a vibration attenuation action such as a shock absorber.
- a map in which a correction attenuation coefficient corresponding to the indicated sporting degree Iout ⁇ ⁇ is prepared in advance. A correction attenuation coefficient can be obtained by a map.
- the corrected attenuation coefficient is set to a larger value as the indicated sports degree Iout is larger, and the suspension device is set to a so-called hard feeling characteristic.
- the correction spring constant is the same, and as a data for correcting the spring constant in the suspension device, for example, a map in which a correction spring constant corresponding to the indicated sports degree Iout is prepared in advance, and the correction spring constant is obtained from the map. It can be constituted as follows.
- the correction spring constant is set to a larger value as the indicated sports degree Iout is larger, and the suspension device is set to a so-called hard feeling characteristic.
- the calculation unit 40 performs calculation using each of the above-described data, outputs the calculated requested vehicle height length to the vehicle height length control unit 41 as a control command signal, and calculates the vehicle height corresponding to the indicated sports degree Iout. It is configured to control the length. Specifically, when the instruction sporting degree Iout is relatively large, the vehicle height is controlled to be relatively low. In addition, the calculation unit 40 is configured to output the requested attenuation coefficient obtained as a result of the calculation to the attenuation coefficient control unit 42 as a control command signal, and to control the attenuation coefficient according to the instruction sports degree Iout. Specifically, when the instruction sporting degree Iout is relatively large, the attenuation coefficient is controlled to be relatively large.
- the calculation unit 40 is configured to output the required spring constant obtained as a result of the calculation to the spring constant control unit 43 as a control command signal, and to control it to a damping spring constant corresponding to the indicated sports degree Iout. Specifically, when the instruction sports degree Iout is relatively large, the spring constant is controlled to be relatively large.
- the control device changes the suspension characteristic, which is an example of the traveling characteristic, according to the control index such as the indicated sports degree Iout obtained based on the acceleration (particularly the longitudinal acceleration Gx and the lateral acceleration Gy).
- the suspension characteristic becomes a so-called soft feeling characteristic and the riding comfort is improved, and the longitudinal and / or lateral acceleration is also increased.
- the acceleration may be calculated or combined based on the absolute value of the acceleration sensor or information on the operation system and vehicle motion.
- control when performing control such as making it easy to determine the turning state, making it difficult to reflect the longitudinal acceleration in the index, or making the index easy to decrease, it may be configured to achieve an intended purpose such as numerically processing detected data or data compared with the data to facilitate the above determination.
- the required maximum acceleration rate is obtained based on the indicated sports degree IoutI, and the gear ratio or the gear position is set based on the required maximum acceleration rate.
- the corrected driving force, the corrected gear stage, and the corrected throttle opening are obtained based on the designated sporting degree Iout, and the gear ratio control and the engine control are performed by correcting them.
- the correction assist torque and the correction gear ratio are obtained based on the indicated sporting degree Iout ⁇ , and the control amount of the power steering device is corrected based on these correction values.
- the suspension mechanism is controlled by obtaining a correction value such as a length, a damping coefficient, or a correction spring constant based on the indicated sporting degree Iout and performing correction based on the correction value.
- a correction value such as a length, a damping coefficient, or a correction spring constant based on the indicated sporting degree Iout
- the relationship between the indicated sports degree Iout and each correction value in such control is determined in advance in the form of a map or the like, and a correction value corresponding to the indicated sports degree Iout obtained based on the acceleration is calculated from the map. Will be adopted.
- the control device of the present invention is configured so that no difference occurs between the driving characteristics set based on the indicated sports degree Iout and the driving characteristics expected by the driver. You can also.
- FIG. 21 shows an example of an operating mechanism for changing the gear ratio by manual operation.
- FIG. 21 (a) shows the transmission 13 capable of manual shifting. The position in the so-called gate type shift device is shown.
- These positions are for setting a running state (running range) corresponding to the position by moving a shift lever (not shown), and “P” is a parking position for setting a stop state, “ “R” is a reverse position for reverse travel, “N” is a neutral position that does not transmit driving force to the wheels, and “D” is a forward speed that automatically sets a predetermined gear ratio according to the vehicle speed, accelerator opening, etc.
- Drive position for running “M” is a manual position where the gear ratio can be changed by operating the shift lever, “+” is one step or position each time the shift lever is moved.
- FIG. 21B shows positions in the shift device for the transmission 13 that can select an engine brake range having a narrow range of changeable gear ratios.
- “P”, “R”, “N ”And“ D ” are the same as those shown in FIG. 21A, and“ S ”adjacent to the drive position is restricted from setting the gear ratio on the high vehicle speed side.
- the first engine brake position in which the width of the settable gear ratio is narrower at the drive position, “B” is restricted from setting the gear ratio on the higher vehicle speed side.
- Each of the narrower second engine brake positions at the first engine brake position is shown.
- FIG. 21C shows an example of a shift device configured to be able to perform upshift and downshift by button operation.
- An up switch 52 and a down switch are provided in a portion corresponding to the spoke 51 of the steering wheel 50.
- a switch 53 is provided.
- These switches 52 and 53 are button switches and are configured to output signals each time they are turned on.
- These switches 52 and 53 are switches that are activated when a specific position such as a manual position is selected by a lever-type shift device (not shown), and the up switch 52 is turned on once to turn on the signal. It is configured to change the gear ratio to one step or a predetermined amount every time an output is output, and the down switch is turned on once to output the signal by one step or a predetermined amount. It is configured to change to the downshift side.
- FIG. 21 (d) shows a rotary switch 54 for finely adjusting the automatically set speed ratio by manual operation.
- the speed is increased at a relatively low vehicle speed.
- a shift is likely to occur, and conversely, by turning to the “ ⁇ ” side, an upshift is unlikely to occur and a relatively large gear ratio is easily set.
- Such control may be performed by correcting the shift map, or by correcting the vehicle speed, accelerator opening, or target engine speed, which are parameters for selecting the gear ratio, according to the operation amount of the rotary switch 54. it can.
- an upshift is less likely to occur by turning to the “+” side, and an upshift is likely to occur at a relatively low vehicle speed by turning to the “ ⁇ ” side. Needless to say.
- the gear ratio can be selected manually or the gear ratio can be changed.
- the rotary switch shown in FIG. 21D is also used as a switch for finely adjusting the suspension hardness and vehicle height, the assist amount in the power steering device, the relationship of the engine output with respect to the accelerator opening, and the like. be able to.
- FIG. 22 shows a flowchart for explaining an example of the correction control.
- the designated sports degree Iout is obtained based on the acceleration described above, and a predetermined value is determined according to the designated sports degree Iout. It is repeatedly executed every predetermined short time with the running characteristics set.
- manual operation is read (step S300). This manual operation is an operation of manually operating the shift device shown in FIG.
- step S301 the correction of the travel characteristics based on the manual operation is calculated.
- the travel characteristics that are subject to correction include so-called chassis characteristics and driving force characteristics, and the chassis characteristics include so-called suspension characteristics by the suspension mechanism and turning characteristics by the power steering device, and further drive.
- the force characteristics include engine output characteristics, transmission shift characteristics, and the like.
- the correction amount of at least one of these characteristics is calculated. Since there are various parameters that define the driving characteristics, including the acceleration described above, the calculation in step S301 is performed using the driving characteristics themselves. In addition to directly determining the correction amount and the correction content, any correction amount or correction content of a parameter that defines the running characteristics may be obtained.
- the instantaneous sports degree Iin is corrected.
- the instantaneous sportiness Iin is a combined acceleration (or an absolute value thereof) of the longitudinal acceleration Gx and the lateral acceleration Gy, and is corrected based on the corrected instantaneous sportiness Iin. It is good also as calculating
- the correction if the content of the manual operation is, for example, a content that increases the sporting degree, a predetermined coefficient is added, or a predetermined coefficient greater than “1” is multiplied to increase and correct the instantaneous sporting degree Iin.
- a predetermined coefficient is subtracted or multiplied by a predetermined coefficient smaller than “1” to reduce and correct the value of the instantaneous sporting degree Iin.
- the coefficient is set to a constant value that does not cause a sense of incongruity, and may be corrected by the coefficient every time the above manual operation is performed, or the degree of change in the sport level by the manual operation It is also possible to predetermine a coefficient corresponding to the above and select the coefficient according to the content of manual operation and use it for correction. Moreover, it is good also as changing the normalization rate and weighting coefficient which are used for the process which normalizes the longitudinal acceleration Gx and lateral acceleration Gy which were mentioned above.
- the content of raising the sporting degree here is an operation of manually downshifting or making the suspension mechanism harder or lowering the vehicle height, and further reducing the amount of assist in the power steering device so-called steering. This is an operation that increases the direct feeling.
- the operation opposite to these operations is the content of the manual operation that reduces the sporting degree.
- the correction in step S301 may be correction of the indicated sports degree Iout obtained based on the instantaneous sports degree Iin instead of correcting the value of the instantaneous sports degree Iin. What is necessary is just to comprise so that the correction
- the content and amount of the correction is the content and amount that increases the sportiness of the vehicle by changing the driving characteristics in the same direction if the content of the manual operation increases the sportiness. If the content of the operation is to reduce the sportiness, the content and quantity can be smoothly or gently traveled by changing the driving characteristics in the same direction and lowering the sportiness of the vehicle. . Then, the correction may be performed by preparing a predetermined coefficient in advance and adding / subtracting / dividing it to / from the basic characteristic as in the case of the correction of the instantaneous sports degree Iin.
- the correction of the running characteristics described here is a correction accompanying changing the acceleration performance and turning ability by manual operation in a state where the vehicle is running, and because the vehicle is running, At that time, the vehicle may be accelerating / decelerating or turning. When such a change in behavior and a change in driving characteristics are superimposed, a change in behavior that is not intended by the driver may occur, which may cause a sense of incongruity.
- the condition for executing the correction is a condition that does not cause such a sense of incongruity or a condition for suppressing the sense of incongruity. In the control example shown in FIG.
- the acceleration / deceleration area is an area set on the tire friction circle shown in FIG. 2, and the component ratio of the longitudinal acceleration Gx is relatively large in the acceleration that determines the combined acceleration (instantaneous sports degree Iin). For example, it is a region surrounded by a line opened at 45 ° ⁇ 5 ° to the left and right with the Gx line in FIG. 2 as the center. This region is set not only as an acceleration region on the acceleration side but also as a braking region on the deceleration side.
- a region other than the acceleration / deceleration region on the tire friction circle is a turning region, and therefore the component of the lateral acceleration Gy in the turning region is relatively larger than the component of the lateral acceleration Gy in the acceleration / deceleration region.
- step S302 If a positive determination is made in step S302 that the running state of the vehicle is in the above acceleration / deceleration range, the jerk (time differential value of acceleration or amount of change per unit time) at that time is determined in advance. It is determined whether it is equal to or less than the determination reference value ⁇ (step S303).
- This step S303 is for determining whether or not the acceleration generated in the vehicle is stable. Therefore, the above-described determination reference value is a value close to “0”, and is a determination that replaces the determination of “0”. It is the same as the judgment that is normally performed.
- step S302 the correction of the characteristics relating to the driving force is prohibited (step S304), and then the process proceeds to step S303. If a negative determination is made in step S302, the vehicle traveling state is in the turning region described above, and the driving force (driving torque) changes in accordance with changes in engine output and gear ratio in that state. As a result, the driver feels uncomfortable, and the correction of the driving force characteristic is prohibited. On the other hand, correction of chassis characteristics such as suspension characteristics and steering characteristics is permitted.
- step S303 If a negative determination is made in step S303, the process returns to step S302. That is, even if the vehicle is traveling close to a straight line as determined in step S302 affirmatively, in the state where the longitudinal acceleration is changed as determined negative in step S303, the vehicle travels. If the behavior of the vehicle that occurs as a result of the correction of characteristics is superimposed on the change in acceleration, there is a possibility that the driver will feel uncomfortable because of a change in behavior that the driver has not intended. Get higher. For this reason, when a negative determination is made in step S303, the process returns to step S302, and the correction of the running characteristics is not executed.
- step S305 This is timing control for changing the driving force of the engine, the transmission gear ratio, and the control amount of the suspension mechanism and the power steering device based on the correction value calculated in step S301 described above.
- the driving intention expressed by performing the manual operation reflects the driving characteristics, the driving characteristics, the driving characteristics such as the suspension characteristics, and the optimum timing.
- the corrected running characteristics are retained (step S306).
- the above correction amount is stored or rewritten to a value with the basic characteristic corrected. This is control corresponding to learning correction. Therefore, while the driver is driving the vehicle, the driving performance or behavior that the driver intends or expects can be obtained, so that the user can travel without feeling a sense of incongruity without performing manual operation again. Or drivability is good.
- the corrected driving characteristics may be maintained until the next correction, but manual operation is caused by preference and driving orientation for each driver, and the road surface, traffic volume or area at that time. Since it is considered that the driving environment is greatly affected by the driving environment, it is possible to cancel the retention of the corrected driving characteristic when the instruction sporting degree Iout decreases.
- An example thereof is shown in FIG. 22, and it is determined whether or not the designated sporting degree Iout has decreased following step S306 (step S307). The decrease or decrease in the instruction sporting degree Iout is as described with reference to FIGS. If a negative determination is made in step S307, the process returns to continue holding the corrected running characteristics.
- step S307 the determination in step S307 is affirmative
- the correction of the corrected running characteristics is canceled (step S308), and then the process returns.
- the basic characteristics described above are set as the running characteristics corresponding to the designated sports degree Iout. It should be noted that the manual operation described above and the correction of the travel characteristics associated therewith are considered to be unique for each driver, so that the correction may be reset when the vehicle main switch is turned off.
- FIG. 23 shows an example of correcting driving force characteristics (required maximum acceleration rate) as an example of correction of running characteristics caused by manual operation.
- FIG. 23 is a diagram showing the relationship between the designated sporting degree Iout and the required maximum acceleration rate, and the thick solid line shows the basic characteristics. That is, this basic characteristic is a characteristic that is set to be used when the required maximum acceleration rate is calculated based on the indicated sporting degree Iout when a manual operation such as a manual shift operation is not performed.
- a thin solid line indicates a corrected characteristic line and is prepared in advance as a line corresponding to a manual operation.
- “+ Correction” in FIG. 23 is a characteristic line used when a manual operation for increasing the sporting degree such as a manual downshift is performed.
- the required maximum acceleration rate corresponding to the indicated sporting degree Iout is basically It is set to be larger than in the case of characteristics.
- “ ⁇ Correction” is a characteristic line used when a manual operation to lower the sporting degree is performed, such as a manual upshift. Therefore, the required maximum acceleration rate corresponding to the indicated sporting degree Iout is higher than that of the basic characteristic. It is set to be smaller.
- the required maximum acceleration rate obtained based on these corrected characteristic lines is used for engine output control or gear ratio control when the conditions for executing correction are satisfied, and therefore the correction control is performed.
- the driving force (driving torque) is corrected by executing the above.
- the control device that corrects the travel characteristics based on the manual operation described above is not limited to the configuration that corrects the power characteristics based on the operation that changes the gear ratio, and is configured to correct other characteristics.
- the steering characteristic, the engine output characteristic, or the suspension characteristic by the suspension mechanism based on the manual operation for changing the gear ratio may be configured so that the same change as the content of the change by the manual operation appears in the traveling characteristic. it can.
- the manual operation is not limited to the manual operation for changing the power characteristic, but may be an operation for changing the steering characteristic or the suspension characteristic. It may be configured to perform correction so as to be reflected in FIG.
- control device performs so-called fine adjustment of the running characteristics based on the manual operation when the driver changes the gear ratio, the spring constant that is the deceleration coefficient of the suspension mechanism, or the like by manual operation. Therefore, it is possible to make the running characteristics of the vehicle more suitable for the preference and direction of the driver.
Abstract
Description
瞬時スポーツ度Iin=(Gx2+Gy2)1/2
で算出される。ここで、加速度はセンサで検出された加速度に限らず、アクセル開度や操舵角、ブレーキ踏力もしくはブレーキペダルの踏み込み量などの運転者による操作に基づいて演算もしくは推定されたものであってもよい。また、「瞬時スポーツ度Iin」とは、車両の走行中における各瞬間毎に、各方向の加速度が求められ、その加速度に基づいて算出される指標という意味であり、いわゆる物理量である。なお、「各瞬間毎」とは、加速度の検出およびそれに基づく瞬時スポーツ度Iinの算出が所定のサイクルタイムで繰り返し実行される場合には、その繰り返しの都度を意味する。
D=D+(Iout-Iin)・d1
なお、d1は演算周期である。
Iout=Iout-Vd・d1
Gx*(P0,v)=Gx0(v)
これは、例えば予め用意したマップに基づいて行うことができる。
Gx*(P1,v)=Gx1(v)
これは、例えば予め用意したマップに基づいて行うことができる。
C(v)=(Gx1(v)-Gx0(v))/P1k
ここで、kはウェーバー比もしくはこれを修正した値であり、「刺激の弁別閾は、基準となる基礎刺激の強度に比例する」とするウェーバーの法則による基礎刺激量の強度に対する識別閾値の比である。
Gx*(P2)=C(v)P2k+Gx0(v)
によって演算される。
Gx*(Pa)=[{(Gmax-Gx(P2))Pa}/(Pmax-P2)]+Gx(P2)
Gx*(Pa)=C(v)Pak+Gx0(v)
によって行うことができる。
Gx=-((Fzfr-Fzfr0)+(Fzfl-Fzfl0))×(L/(M×h))
が成り立ち、後輪について、
Gx=-((Fzrr-Fzrr0)+(Fzrl-Fzrl0))×(L/(M×h))
が成り立つ。ここで、Mは車体重量、hは重心高、Lはホイールベース、Fzは動的接地荷重、Fz0は静的接地荷重であり、これらの1番目の添え字の「r」は後輪であること、「f」は前輪であること、2番目の添え字の「r」は右車輪であること、「l」は左車輪であることをそれぞれ示している。
Gy=((Fzfr-Fzfr0)-(Fzfl-Fzfl0))×(T/(2×M×h×Rsf)
が成り立ち、後輪について、
Gy=((Fzrr-Fzrr0)-(Fzrl-Fzrl0))×(T/(2×M×h×(1-Rsf))
が成り立つ。ここで、Rsfはロール剛性配分、Mは車体重量、hは重心高、Tはトレッド、Fzは動的接地荷重、Fz0は静的接地荷重であり、これらの1番目の添え字の「r」は後輪であること、「f」は前輪であること、2番目の添え字の「r」は右車輪であること、「l」は左車輪であることをそれぞれ示している。
Gy=(St/nl)・{V2/(1+AV2)}
ここで、nはステアリングギヤ比、lはホイールベース、Aはスタビリティファクタ、Vは車速である。
Gy=Yr・V
であるから、ヨーレートYrをセンサによって検出し、上記の式によって横加速度Gyを求めればよい。なお、GPSによって自車両の位置を検出できるので、前述した前後加速度Gxと同様に、GPSを使用して横加速度Gyを求めることもできる。
Claims (12)
- 車両の走行特性を設定する指標を車両に生じる加速度に基づいて変化させる車両の制御装置において、
前記加速度が変化して前記指標を変化させる場合、前記加速度を生じさせる要因となる運転者の操作の内容に応じて、前記指標の変化の仕方を異ならせることを特徴とする車両の制御装置。 - 前記指標の変化の仕方が異なることは、前記操作の量もしくはその操作の量の変化率が大きい場合には前記加速度の絶対値が大きい場合の指標を前記加速度の絶対値が小さい場合の指標に変化し難くし、かつ前記操作の量もしくはその操作の量の変化率が小さい場合には前記加速度の絶対値が大きい場合の指標を前記加速度の絶対値が小さい場合の指標に変化し易くすることを含むことを特徴とする請求項1に記載の車両の制御装置。
- 前記指標の変化の仕方が異なることは、既に設定されている前記指標の値が前記加速度の絶対値が大きい場合に設定される値である場合には前記加速度の絶対値が小さい場合に設定される値である場合に比較して、もしくは前記車両の車速が高車速の場合には低車速の場合に比較して、あるいは前記車両が走行している路面の下り勾配が大きい場合には小さい場合に比較して、前記加速度の絶対値が大きい場合の指標を前記加速度の絶対値が小さい場合の指標に変化し難くすることを含むことを特徴とする請求項1または2に記載の車両の制御装置。
- 前記指標は、加速度検出器で検出された実加速度に基づいて求められかつその実加速度の絶対値が大きいほど大きい値となる第1指標と、加速度推定手段で推定された推定加速度に基づいて求められかつその推定加速度の絶対値が大きいほど大きい値となる第2指標とを含み、前記走行特性は、前記第1指標と第2指標とのうち大きい値の指標に基づいて設定されるように構成されていることを特徴とする請求項1ないし3のいずれかに記載の車両の制御装置。
- 前記運転者の操作は、前記車両の駆動力源の出力を変化させるアクセル操作と、車両の制動力を生じさせるブレーキ操作と、車両の走行方向を変化させる操舵操作との少なくともいずれか一つを含むことを特徴とする請求項1ないし4のいずれかに記載の車両の制御装置。
- 前記指標を前記加速度の絶対値が大きい場合の値から前記加速度の絶対値が小さい場合の値に変化させ難くする制御は、前記指標を所定値に保持している場合にはその保持時間を長くし、また前記加速度の絶対値が小さい場合の値に変化させている場合にはその変化速度を小さくしもしくは変化を停止する制御を含むことを特徴とする請求項2ないし5のいずれかに記載の車両の制御装置。
- 前記指標を前記加速度の絶対値が大きい場合の値から前記加速度の絶対値が小さい場合の値に変化させ難くする制御は、前記指標を所定値に保持している場合にはその保持時間を長くし、また前記加速度の絶対値が小さい場合の値に変化させている場合にはその変化速度を小さくしもしくは変化を停止する制御を含み、
前記車両の駆動力源の出力を増大させる方向の前記アクセル操作量が大きい場合もしくはその増大率が大きい場合、あるいは前記ブレーキ操作が実行された場合もしくはそのブレーキ操作量が増大した場合、あるいは前記操舵操作による操舵角度が大きい場合もしくは操舵角度の増大率が大きい場合に、前記指標を前記加速度の絶対値が大きい場合の値から前記加速度の絶対値が小さい場合の値に更に変化させ難くするように構成されている
ことを特徴とする請求項5に記載の車両の制御装置。 - 車両の走行特性を設定する指標を車両に生じる加速度に基づいて変化させ、かつ変速比もしくは変速のタイミングを決める変速特性と加速操作に対する動力源の出力を決める出力特性と車体を支持する懸架特性と操舵操作に対する回頭性を決める操舵特性との少なくともいずれか一つの特性を手動操作によって変更できる車両の制御装置において、
前記指標に基づいて所定の走行特性が設定されている状態で前記手動操作により前記いずれかの特性が変更された場合に、前記指標に基づいて設定されている前記走行特性を、前記いずれかの特性が前記手動操作による変更と同様の方向に変更するように前記指標もしくはその指標に基づく走行特性を補正する機能を備えていることを特徴とする車両の制御装置。 - 前記手動操作が行われたことによる前記車両の走行中における前記走行特性の補正は、前記車両の走行状態毎に予め定めた条件が成立した場合に実行されるように構成されていることを特徴とする請求項8に記載の車両の制御装置。
- 前記加速度は、前記車両の前後方向の前後加速度と、前記車両の横方向の横加速度とを含み、
前記予め定めた条件は、前記車両の加速度の状態がこれらの前後加速度と横加速度とに基づいて定めた制動領域にある場合および加速領域にある場合の少なくともいずれかの場合には前記前後加速度と横加速度との合成加速度の時間変化率が予め定めた値以下であることを特徴とする請求項9に記載の車両の制御装置。 - 前記車両の加速度の状態が前記前後加速度と横加速度とに基づきかつ横加速度の前後加速度に対する割合が前記制動領域および加速領域におけるよりも相対的に大きい旋回領域にある場合には前記手動操作が行われたことによる前記車両の走行中における前記走行特性の補正のうち、前記車両の駆動力を変化させる走行特性の補正が禁止され、かつ前記車両の駆動力を変化させる走行特性以外の走行特性の補正が許可されるように構成されていることを特徴とする請求項10に記載の車両の制御装置。
- 前記走行特性の補正は、その走行特性自体の補正と、その走行特性が基づいている前記指標の補正と、その指標が基づいている前記加速度の値の補正との少なくともいずれか一つを含むことを特徴とする請求項8ないし11のいずれかに記載の車両の制御装置。
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KR20120038506A (ko) | 2012-04-23 |
EP2468599B1 (en) | 2015-01-14 |
CN104192143A (zh) | 2014-12-10 |
IN2012DN01026A (ja) | 2015-04-10 |
CN102470863A (zh) | 2012-05-23 |
RU2012105525A (ru) | 2013-09-27 |
JP5263401B2 (ja) | 2013-08-14 |
JPWO2011021634A1 (ja) | 2013-01-24 |
EP2468599A1 (en) | 2012-06-27 |
KR101288715B1 (ko) | 2013-07-22 |
CN102470863B (zh) | 2014-12-31 |
EP2468599A4 (en) | 2013-06-12 |
US8521338B2 (en) | 2013-08-27 |
EP2796331B1 (en) | 2017-04-19 |
CN104192143B (zh) | 2017-01-11 |
US20120136506A1 (en) | 2012-05-31 |
RU2503559C2 (ru) | 2014-01-10 |
EP2796331A1 (en) | 2014-10-29 |
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