JP5034222B2 - Vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle driving force control apparatus.

  As a technique for prohibiting the speed change operation in the continuous corner section and quickly releasing the prohibition of the speed change operation when exiting the corner section, a technique described in Japanese Patent Application Laid-Open No. 2004-347032 (Patent Document 1) is disclosed. Are known. In this publication, there is provided a shift control device for a transmission which includes an input shaft driven by an engine and an output shaft connected to drive wheels, and which automatically shifts and transmits power from the input shaft to the output shaft. A turn detection means for detecting a corner turning state of the vehicle; a change rate calculation means for calculating a change rate of the detection value based on a detection value from the turn detection means; and the detection value is a predetermined detection. Shift prohibiting means for prohibiting a shift operation when the value range is exceeded, and shift release for canceling the prohibition of the shift operation when the detection value falls within a predetermined detection value range and the change rate falls within a predetermined change rate range. Means.

JP 2004-347032 A

  When there is a driving force control such as an unnecessary shift (mainly upshift) when traveling at a continuous corner (when the vehicle is turning), the driving feeling is deteriorated. Thus, for example, as in the technique of Patent Document 1, it is effective to fix the gear position when the lateral acceleration, the steering angle, and the rate of change thereof are outside a predetermined range.

  However, as shown in FIG. 3, for example, when the same-direction corners 302 and 303 after the sharp corner 301 are continuous, the vehicle travels on the continuous corner based on the lateral acceleration of the vehicle, the steering angle, and the rate of change thereof. It may be difficult to detect what the vehicle is doing (the vehicle is turning). If it is not possible to detect that the vehicle is traveling in a continuous corner, driving force control such as unnecessary shifting (mainly upshifting) may be performed, in which case driving feeling deteriorates. . It is desired to be able to more reliably detect that the vehicle is turning.

  The present invention provides a vehicle driving force control device that can more reliably detect that a vehicle is in a turning state and can suppress deterioration in driving feeling by suppressing unnecessary driving force control. It is intended to provide.

The vehicle driving force control device of the present invention is a vehicle driving force control device that controls the driving force of a vehicle by detecting or estimating that the vehicle is in a turning state, and determines that the turning state has ended. The vehicle steering angle or lateral acceleration is within a predetermined range set in advance, the vehicle steering direction is not in the direction away from the neutral point direction, and the vehicle steering acceleration or lateral acceleration is preset. is characterized by determining a by a predetermined range in der was is, and is within a predetermined range of the steering angle rate of change, or lateral acceleration rate of change of the vehicle is set in advance.

  The vehicle driving force control device according to the present invention is characterized in that when it is determined that the turning state is finished, the control of the driving force based on the fact that the vehicle is in the turning state is finished.

  ADVANTAGE OF THE INVENTION According to this invention, it can detect more reliably that a vehicle is in a turning state, and it becomes possible to suppress the deterioration of driving | operation feeling by suppressing unnecessary driving force control.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

  With reference to FIGS. 1 to 4, an embodiment of a vehicle driving force control apparatus of the present invention will be described.

  In this embodiment, in the device for controlling the driving force of the vehicle, after the corner turning state is detected and the shift prohibition control is started, the steering angle or the vehicle lateral acceleration and the steering speed (the amount of change in the steering angle) or the vehicle lateral Both the acceleration change amount and the acceleration of the steering acceleration or the lateral acceleration of the vehicle are within a predetermined range set in advance, and the steering angle change direction is the convergence direction to 0 point (change rate of | steer angle | ≦ 0). Until the condition is satisfied, it is determined that the vehicle is traveling in a continuous corner (the vehicle is turning), and the shift prohibiting control is not released.

  As shown in FIG. 2, an engine 11 as an internal combustion engine is connected to an automatic transmission 13 having a torque converter 12, and the driving force of the engine 11 is transmitted to the automatic transmission 13 via the torque converter 12. It is inputted and transmitted to the drive wheel 16 through the differential gear 14 and the drive shaft 15. In the automatic transmission 13, the gear ratio is automatically controlled by the A / T hydraulic control device 17 according to the driving state of the vehicle. The brake device 18 is controlled by the brake hydraulic pressure control device 19 to brake the vehicle.

  The vehicle is provided with an electronic control unit (ECU) 20 that controls the engine 11, the automatic transmission 13, the brake device 18, and the like. The ECU 20 performs comprehensive control of the engine 11, the automatic transmission 13 (A / T hydraulic control device 17), and the brake device 18 (brake hydraulic control device 19).

  The vehicle is provided with an accelerator position sensor 21 that detects the amount of operation of the accelerator pedal (accelerator opening). A signal indicating the accelerator opening detected by the accelerator position sensor 21 is output to the ECU 20. A throttle control valve 23 is provided in the intake pipe 22 of the engine 11. The throttle control valve 23 can be opened and closed by a throttle actuator 24. The ECU 20 causes the throttle actuator 24 to operate the throttle control valve 23. The ECU 20 controls the throttle actuator 24 so that the throttle opening by the throttle control valve 23 corresponds to the accelerator opening.

  The intake pipe 22 is provided with a bypass passage 25 that bypasses the throttle control valve 23. The bypass passage 25 is provided with an idle speed control valve (ISC valve) 26 for controlling the intake air amount when the throttle control valve 23 is fully closed in order to control the idle speed of the engine 11. A throttle opening sensor 27 with an idle switch for detecting the fully closed state (idle state) of the throttle control valve 23 and the throttle opening is provided. Signals indicating the idle state and the throttle opening detected by the throttle opening sensor with idle switch 27 are output to the ECU 20.

The engine 11 is provided with an engine speed sensor 28 that detects the engine speed (engine speed). A signal indicating the engine speed detected by the engine speed sensor 28 is output to the ECU 20.
The vehicle speed sensor 29 detects the rotation speed of the output shaft of the automatic transmission 13 that is proportional to the vehicle speed. A signal indicating the vehicle speed detected by the vehicle speed sensor 29 is output to the ECU 20.

The shift position sensor 30 detects the position (shift position) of the shift lever operated by the driver. A signal indicating the shift position detected by the shift position sensor 30 is output to the ECU 20.
The left / right (lateral) G sensor 31 detects the left / right (lateral) G (lateral acceleration) of the vehicle. A signal indicating the lateral G detected by the lateral G sensor 31 is output to the ECU 20.

  The brake operation amount sensor 32 detects the operation amount of the brake device 18. A signal indicating the operation amount of the brake device 18 detected by the brake operation amount sensor 32 is output to the ECU 20. The steering angle sensor 33 detects the steering angle of the steering operated by the driver. A signal indicating the steering angle detected by the steering angle sensor 33 is output to the ECU 20. The direction indicator switch 34 is operated by a driver, and an operation for specifying a direction indicated by a direction indicator (not shown) is performed. A signal indicating the direction indicated by the direction indicator is output to the ECU 20.

  The operation mode setting switch 35 is operated by the driver, and an operation for setting the operation mode is performed. By operating the driving mode setting switch 35 by the driver, a sports driving-oriented or normal driving-oriented driving mode is set, and a signal indicating the set driving mode is output to the ECU 20.

  The ECU 20 has a shift map, determines the gear position of the automatic transmission 13 based on the throttle opening, vehicle speed, and the like, and sets the A / T hydraulic control device 17 so as to establish the determined gear position. Can be controlled. Further, the ECU 20 stores a program in which the control steps of the flowchart shown in FIG. 1 are described.

  The navigation device 50 has a basic function of guiding the host vehicle to a predetermined destination, and includes an ECU 60, an operation unit 51, a display unit 52, a speaker 53, a position detection unit 54, and a map database 55. And an operation history recording unit 56. The ECU 60 of the navigation device 50 is capable of bidirectional communication with the ECU 20.

  The navigation device 50 informs the driver of road information around the current location of the vehicle and guides the travel route to the destination of the vehicle. Instruction data such as a destination is input to the operation unit 51. The display unit 52 displays information such as map information around the current location, current location, destination location, and route. A guidance voice is output from the speaker 53.

  The ECU 60 performs various arithmetic processes such as a navigation process based on the input information. The ROM of the ECU 60 stores various programs for searching for a route to the destination, traveling guidance in the route, determining a specific section, and the like.

  The position detection unit 54 includes a GPS receiver, a geomagnetic sensor, a distance sensor, a beacon sensor, and a gyro sensor, detects the position of the own vehicle, and outputs data indicating the detected position of the own vehicle to the ECU 60.

  The map database 55 stores information (map, straight road, corner, uphill / downhill, highway, etc.) necessary for vehicle travel. The map database 55 includes a map data file, an intersection data file, a node data file, and a road data file. Each of these files stores various data for performing a route search and displaying a guide map along the searched route. The ECU 60 reads out necessary information with reference to the map database 55.

  The driving history recording unit 56 records information such as the travel route on which the vehicle traveled and the date and time when the vehicle traveled on the travel route. The ECU 60 reads driving history data from the driving history recording unit 56 as necessary.

  The ECU 60 includes a CPU 61, a ROM 62, and a RAM 63, and is necessary from the map database 55 based on instruction data such as a destination input from the operation unit 51 and the own vehicle position detected by the position detection unit 54. The map information is searched, and the route information obtained by the search is displayed on the display unit 52. The ECU 60 displays road information around the vehicle position on the display unit 52 when the instruction data such as the destination input from the operation unit 51 is not input.

  As shown in FIG. 3, the case where the vehicle travels in a continuous corner will be described. If there are unnecessary speed changes (mainly upshifts) when running on continuous corners, the driving feeling will deteriorate. Therefore, as shown in Patent Document 1, it is effective to fix the gear position when the lateral acceleration (lateral G), the steering angle, and the rate of change of the vehicle are out of a predetermined range.

  However, as shown in FIG. 3, it may be difficult to detect a continuous corner based on the rate of change of the steering angle (or lateral G), such as when the same-direction corners 302 and 303 after the sharp corner 301 are continuous. (It will be described later with reference to FIG. 4). Therefore, in the present embodiment, it is possible to determine the continuous corner more accurately by determining the continuous corner in consideration of the steering acceleration (or lateral G acceleration) and the steering direction.

This embodiment will be described with reference to the time chart of FIG.
Here, the case where it runs on the continuous corner shown in FIG. 3 is demonstrated.

  Normally, control for downshifting is performed based on an operation of setting a gear position or stepping on a brake in front of a corner based on information on a previous corner obtained from the map database 55 or the like of the navigation system device 50. (Hereinafter, this control is referred to as normal speed control).

  In the present embodiment, in addition to the normal speed change control (step S102 in FIG. 1), it is detected that the vehicle is traveling in a continuous corner (the vehicle is turning) and is traveling in the continuous corner. Is detected (step S104, step S108-N), a control (step S105) is performed to suppress unnecessary upshifts by maintaining the gear position.

  First, it is detected that a change in the steering angle (or lateral G) 201 is greater than or equal to the threshold A and the corner is being turned, and the subsequent corner end determination (turning state end determination) is determined as the steering angle (or lateral G) 201 and A case where detection is performed based on the steering speed (change rate of the steering angle) or the change rate 202 of the lateral G will be described.

  It is determined that the corner is turning when the steering angle 201 is outside the predetermined range, that is, the steering is turned by a predetermined value (threshold A) or more or the lateral G is a predetermined value or more (determination flag F1 is 1). be able to. Further, by detecting that the steering speed (change rate of the steering angle) or the change rate 202 of the lateral G is equal to or higher than the threshold value B (the determination flag F2 is 1), it is possible to detect the state of moving the steering.

  By combining these two determination flags (determination flag F1 and determination flag F2), the first continuous corner determination (determination flag F4 is 1) can be performed, and whether or not the determination flag F4 is 1 is determined. It is possible to detect that the vehicle is traveling in a continuous corner with a certain degree of accuracy. Here, if at least one of the determination flag F1 and the determination flag F2 is 1, the determination flag F4 is set to 1.

  However, as shown in FIG. 3, when the corners 302 and 303 in the same direction continue, the determination flag F4 may become zero. Therefore, the steering acceleration or the lateral G acceleration 203 and the steering direction are considered.

  First, by detecting the steering acceleration or the lateral G acceleration 203, it is possible to detect the start of steering and the correction rudder, and to catch the next corner at an early stage, and to turn off the correction rudder after exiting the corner. It is possible to suppress inadvertent upshifts during the period. In FIG. 4, the determination flag F <b> 3 is 1 when the steering acceleration or the lateral G acceleration 203 is equal to or greater than a predetermined value (threshold C).

  Further, as shown in the graph of the steering angle (or lateral G) 201, the steering direction is determined by determining whether the steering is moved in the neutral point direction (straight line traveling direction) or reversely. Even if the angle 201 is within the predetermined range (threshold A, −threshold A), while the steering operation is away from the neutral point 0 direction (the hatched portion in the graph of the steering angle (or lateral G) 201) It is determined that the vehicle is traveling in a continuous corner (determination flag F5).

  As shown in FIG. 4, the determination flag F5 becomes 1 when the determination flag F1 is 1 or the steering direction is away from the neutral point 0 direction. As a method for detecting the steering angle direction, it is possible to detect whether or not the change rate of the absolute value of the steering angle is within a predetermined value.

  The second continuous corner determination (determination flag F6) is 1 when the determination flag F1 is 1, and is 0 when the determination flag F5 is 0, the determination flag F2 is 0, and the determination flag F3 is 0. . When the determination flag F6 is 1, it can be detected that the vehicle is turning (running on a continuous corner). Thus, by determining based on the second continuous corner determination (determination flag F6), it is possible to detect more accurately that the vehicle is turning (traveling through a continuous corner) by the above method.

  Next, the operation of this embodiment will be described with reference to FIG. 1, FIG. 2, and FIG.

[Step S101]
In step S101, the ECU 20 determines whether or not a continuous corner is being determined. That is, it is determined whether or not the continuous corner determination flag F6 = 0. As a result of the determination, if it is determined that the continuous corner is not being determined (continuous corner determination flag F6 = 0) (step S101-Y), the process proceeds to step S102; otherwise, the process proceeds to step S108. move on.

[Step S102]
In step S102, the ECU 20 sets a gear position (or gear ratio) based on the normal gear shift control (shift control for a single corner ahead of the vehicle). Following step S102, step S103 is performed.

[Step S103]
In step S103, the ECU 20 determines whether or not the steering angle or the lateral G201 is outside a predetermined range (threshold A to −threshold A) based on information input from the steering steering angle sensor 33 and the lateral G sensor 31. Determine whether. As a result of the determination, if the steering angle or the lateral G201 is outside a predetermined range (threshold A to -threshold A) set in advance (step S103-Y), it is detected that the vehicle is turning and a determination flag F1 becomes 1, and the process proceeds to step S104. Otherwise, the process proceeds to step S106.

  In step S103, whether or not the vehicle is turning is determined based on the steering angle (or lateral G) 201, and information from a camera (not shown) or the navigation device 50 is used. It can also be performed based on. Further, whether or not the vehicle is turning may be estimated by other means instead of the method of detecting as described above.

[Step S104]
In step S104, the ECU 20 sets the continuous corner determination flag (determination flag F6) to 1 assuming that the vehicle is traveling (turning) in the continuous corner. Following step S104, step S105 is performed. If it is determined in step S103 that the steering angle (or lateral G) 201 is outside the predetermined range (threshold A to -threshold A) (step S103-Y) and the determination flag F1 is set to 1, determination is made. The flag F6 is also set to 1.

[Step S105]
In step S105, the ECU 20 sets the previous gear stage or gear ratio and prohibits gear shifting. That is, since it is determined that the vehicle is traveling in a continuous corner (step S104), the previous shift stage is maintained and the shift (mainly upshift) is prohibited. Thereby, the deterioration of driving feeling is suppressed. After step S105, step S106 and step S107 are performed. However, since the shift is prohibited in step S105, the shift is not performed.

[Step S106] and [Step S107]
In step S106, the ECU 20 stores the current shift speed or gear ratio, and in step S107, outputs a shift command to the shift speed by the normal speed shift control set in step S102. As a result, the gear shifts to the gear position based on the normal speed shift control set in step S102. After step S107, this control flow is returned.

[Step S108] and [Step S109]
In step S <b> 108, the ECU 20 performs a continuous corner end determination based on information input from the steering angle sensor 33 and the lateral G sensor 31. That is, whether the steering angle (or lateral G) 201 is (the rate of change of the steering angle absolute value) a preset predetermined range (threshold A~- threshold A) in a and the steering direction is a predetermined value smaller than D That is, whether the determination flag F5 is 0, and whether the steering speed (change rate of the steering angle) or the change rate 202 of the lateral G is within a predetermined range (threshold value B to -threshold value B), Whether the determination flag F2 is 0 and the acceleration of the steering angle or the lateral G acceleration 203 is within a predetermined range (threshold C to −threshold C), that is, the determination flag F3 is 0. Or not.

  As a result of the determination in step S108, when the determination flag F5 is 0, the determination flag F2 is 0, and the determination flag F3 is 0, the process proceeds to step S109, and the continuous corner determination is finished (not in the turning state). As a result, the determination flag F6 is reset to zero. On the other hand, as a result of the determination in step S108, if any one of the determination flag F5, the determination flag F2, and the determination flag F3 is 1, it is determined that the continuous corner determination is not completed (turning), and the step The process proceeds to S105.

  In the example of FIGS. 3 and 4, as indicated by the letters “steep” in the graph of the steering angle (or lateral G) 201 in FIG. 4, when traveling on the steep first corner 301, the steering angle (or lateral G) ) 201 exceeds a predetermined range (threshold A to -threshold A), step S103 is affirmatively determined, the continuous corner determination flag F6 is set to 1 (step S104), and gear shifting is prohibited (step S105). ). In the next control cycle, since the continuous corner determination flag F6 is 1, when the negative determination is made in step S101, the continuous corner end determination is performed in step S108. If a negative determination is made in the continuous corner end determination (step S108-N), the shift prohibition is continued.

  In the example of FIGS. 3 and 4, as shown between the characters “slow” and “sudden” in the graph of the steering angle (or lateral G) 201 in FIG. The steering angle (or lateral G) 201 falls within a predetermined range (threshold A to −threshold A) at a part of a short straight road between the corners 303, and the rate of change 202 of the steering angle or lateral G is Although it may fall within a predetermined range (threshold B to -threshold B), the acceleration 203 of the steering angle (or lateral G) is also outside the predetermined range (threshold C to -threshold C) at that location, or Since the steering direction is away from the neutral point direction, in step S108, the continuous corner end determination is not positively determined (determined that the vehicle is not in the turning state). This effectively suppresses unnecessary shifts at the continuous corners and improves driving feeling.

  In the above description, the determination flag F5, the determination flag F2, and the determination flag F3 are used in the continuous corner end determination (step S108). As described below, all these determination flags are used. It is possible to accurately determine the end of a continuous corner without using.

(When only the determination flag F5 is used)
For example, even when only the determination flag F5 is used, the continuous corner end determination can be performed with high accuracy. As shown in FIG. 4, the determination flag F5 is more flagged than the determination flag F4 related to the combination of the steering angle (or lateral G) 201 and the steering speed (change rate of the steering angle) or the lateral G change rate 202. Since the period in which the value is 0 is short, the end of continuous corner can be determined with high accuracy. In this case, by taking the logical sum (OR) of the value of the determination flag F5 and the value obtained by delaying the value of the determination flag F5, the period during which the value of the determination flag F5 is 0 is shortened in the continuous corner. be able to.

(When determination flag F5 and determination flag F3 are used)
Further, for example, by taking the logical sum (OR) of the determination flag F5 and the determination flag F3 related to the acceleration 203 of the steering angle (or lateral G), the continuous corner end determination can be performed with high accuracy. In the case of a driver who is inexperienced in steering operation, the value of the determination flag F5 may become 0 if the steering operation is switched back. However, even in such a case, the acceleration 203 of the steering angle (or lateral G). Since the value of the determination flag F3 regarding is 1, the logical sum of the determination flags F5 and F3 remains 1, and the continuous corner end determination can be performed with high accuracy.

(When using the determination flag F5 and the determination flag F2)
Similarly, the end of continuous corner can be determined with high accuracy by the combination (logical sum) of the determination flag F5 and the determination flag F2 regarding the steering angle or lateral G change rate 202.

(When using determination flag F5, determination flag F2, and determination flag F3)
Further, the combination of the determination flag F2 regarding the steering angle or lateral G change rate 202, the determination flag F3 regarding the acceleration 203 of the steering angle (or lateral G), and the determination flag F5 makes it possible to perform the continuous corner end determination with high accuracy. .

(When determination flag F3 and determination flag F1 are used)
Further, for example, by taking the logical sum (OR) of the determination flag F1 related to the steering angle (or lateral G) 201 and the determination flag F3 related to the acceleration 203 of the steering angle (or lateral G), the continuous corner end determination can be performed with high accuracy. Can be done. In the case of a driver who is inexperienced in the steering operation, the value of the determination flag F1 related to the steering angle (or lateral G) 201 may become zero if there is a switch back of the steering operation. Since the value of the determination flag F3 regarding the acceleration 203 at the corner (or lateral G) is 1, the logical sum of the determination flags F1 and F3 remains 1, and the continuous corner end determination can be performed with high accuracy.

(When using the determination flag F3 and the determination flag F2)
(When determination flag F3, determination flag F2, and determination flag F1 are used)
Similarly, a combination of a determination flag F3 regarding the steering angle (or lateral G) acceleration 203 and a determination flag F2 regarding the steering angle or lateral G change rate 202, or a determination flag F3 regarding the steering angle (or lateral G) acceleration 203. The combination of the determination flag F2 related to the steering angle or lateral G change rate 202 and the determination flag F1 related to the steering angle (or lateral G) 201 makes it possible to perform continuous corner end determination with high accuracy. Note that combinations other than those described above may be used as long as the continuous corner end determination can be performed with higher accuracy than in the prior art.

  In the driving force control of the above-described embodiment, as a means for controlling the driving force of the vehicle, in addition to the shifting of the stepped transmission (shifting prohibited), the shifting of the continuously variable transmission (shifting prohibited), the brake (automatically) Brake) or MG (motor generator).

It is a flowchart which shows operation | movement of one Embodiment of the driving force control apparatus for vehicles of this invention. 1 is a schematic configuration diagram of an embodiment of a vehicle driving force control device of the present invention. It is a figure which shows an example of a continuous corner. It is a time chart of one Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

11 Engine 13 Automatic Transmission 17 A / T Hydraulic Control Device 18 Brake Device 19 Brake Hydraulic Control Device 20 ECU
DESCRIPTION OF SYMBOLS 21 Accelerator position sensor 27 Throttle opening sensor 28 Engine speed sensor 29 Vehicle speed sensor 30 Shift position sensor 31 Lateral G sensor 32 Brake operation amount sensor 33 Steering angle sensor 34 Direction indicator switch 35 Driving mode setting switch 50 Navigation device 54 Position Detection unit 55 Map database 56 Operation history recording unit 60 ECU
61 CPU
62 ROM
63 RAM

Claims (2)

A vehicle driving force control device that controls the driving force of a vehicle by detecting or estimating that the vehicle is turning.
The condition for determining that the turning state has ended is:
The vehicle steering angle or lateral acceleration is within a predetermined range, the vehicle steering direction is not away from the neutral point direction, and the vehicle steering acceleration or lateral acceleration is a predetermined range. Uchidea is, and the vehicle driving force control apparatus, wherein the steering angle rate of change, or lateral acceleration of the rate of change of the vehicle is within a predetermined range set in advance. The vehicle driving force control device according to claim 1 ,
When it is determined that the turning state is finished, the driving force control based on the fact that the vehicle is in the turning state is finished.

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