JP2003327105A - Running control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a running control device capable of stabilizing a behavior of a vehicle by preventing increase of an error between a target driving braking torque indicated by a command value and a driving braking torque actually generated by a control object. <P>SOLUTION: When the command value indicating the target braking torque is inputted from a manager ECU 40, a brake ECU 10 determines a parameter αs corresponding to a coefficient of static friction to be the parameter α (s120) during stop of the vehicle (s110: YES), and determines a parameter αm corresponding to a coefficient of dynamic friction to be the parameter α (s130) during running of the vehicle (s110: NO). The brake ECU 10 calculates a brake control variable based on the determined parameter α (s150). <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling control device for controlling a traveling state of a vehicle.

[0002]

2. Description of the Related Art Conventionally, as a travel control device for controlling a running condition of a vehicle, a target drive to be generated by a control target (for example, a brake device, an automatic transmission, etc.), which is one component of a vehicle drive / braking system There is a configuration in which a command value representing a braking torque is received from a higher-order control device, the command value is converted into a control amount of a control target, and the control target is controlled by the converted control amount.

In this type of travel control device, conversion characteristics obtained by simulating a vehicle (for example, an equation showing a procedure for calculating a control amount from a command value, a command value and a control amount corresponding to the command value are used. The command value was converted into the control amount according to the table etc.

[0004]

However, in the above-mentioned travel control device, the command value is always converted into the control amount according to the same conversion characteristic regardless of whether the vehicle is running or stopped. It was Therefore, if the conversion characteristic is a simulation of a vehicle running (or stopping), it is indicated by the drive braking torque actually generated by the control target and the command value when the vehicle is stopped (or running). Error from the target drive braking torque
There was a risk of making the behavior of the vehicle unstable.

For example, in a traveling control device that controls a brake device, a target braking torque that is a command value is converted into a hydraulic pressure value of a brake cylinder that is a control amount.
In such a travel control device, conventionally, the target braking torque has been converted into a hydraulic pressure value in accordance with a conversion characteristic that simulates a running vehicle.

The friction coefficient (or frictional resistance) of the brake pad in such a brake device becomes larger when the vehicle is stopped than when the vehicle is running, so that the brake device in the stopped vehicle is In order to generate the same braking torque as when the vehicle is running, the converted hydraulic pressure value may be small because the friction coefficient of the brake pad is large. However, in the above-described travel control device, regardless of whether the vehicle is running or stopped, the target braking torque is always converted into the hydraulic pressure value in accordance with the conversion characteristic that simulates the running vehicle. When the brake is stopped, the braking torque actually generated by the brake device increases as the friction coefficient increases.

As described above, when the vehicle is started to run in the state where the braking device is generating a braking torque larger than the target braking torque, the braking torque generated by the braking device is not sufficiently reduced. Of the vehicle may be started, which may prevent the vehicle from starting smoothly.

The present invention prevents the error between the target drive braking torque indicated by the command value and the drive braking torque actually generated by the controlled object from increasing, thereby stabilizing the behavior of the vehicle. An object is to provide a control device.

[0009]

Means for Solving the Problems and Effects of the Invention In order to solve the above problems, the traveling control device according to claim 1 should first occur in a controlled object which is one component of the drive / braking system of the vehicle. A command value representing the driving braking torque is received from the host controller. Next, the command value is converted by the conversion means into a controlled variable to be controlled. And, by the control means,
The controlled object is controlled by the control amount converted by the conversion means.

The conversion means in this travel control device converts the command value from the higher-level control object into the control amount of the control object according to the conversion characteristic. The conversion characteristic is switched by the switching means to the conversion characteristic corresponding to the traveling vehicle when the vehicle is traveling based on the detection result of the traveling detection means, and the conversion characteristic corresponding to the stopped vehicle when the vehicle is stopped. Can be switched to.

According to the traveling control device thus constructed, the command value is converted into the control amount according to the conversion characteristics corresponding to whether the vehicle is traveling or stopped. Therefore, regardless of whether the vehicle is running or stopped, the command value is converted into the control amount according to the same conversion characteristics, so that the drive braking torque and the command value actually generated by the controlled object The behavior of the vehicle can be stabilized without increasing the error from the driving braking torque shown.

The above-mentioned switching means is a means for switching the conversion characteristic used when converting the command value into the controlled variable of the controlled object, and it is determined whether or not the vehicle is traveling while the traveling detecting means detects the traveling characteristic. It is means for switching between the conversion characteristic corresponding to the vehicle and the conversion characteristic corresponding to the stopped vehicle. The conversion characteristic here is composed of an equation (a procedure for calculating a control amount from a command value) and a table (a command value and a control amount corresponding to the command value) obtained by simulating a vehicle that is running or stopped. It is a characteristic indicated by such as.

For example, if the conversion characteristic is expressed by the equation,
The conversion means converts the command value into the control amount by calculating the control amount from the command value according to this equation. In addition, if the conversion characteristics are shown in the table, the conversion means converts the command value into the control amount by extracting the control amount corresponding to the command value from the table.

In order to switch such conversion characteristics between when the vehicle is running and when the vehicle is stopped, for example, an equation or table used when converting a command value into a control amount is used. , If it is running based on the detection result of the running detection means, switch to the formula or table obtained by simulating the running vehicle, and if it is stopped, use the formula or table obtained by simulating the stopped vehicle. It may be configured to switch.

In particular, when the conversion characteristic is expressed by an equation for calculating the control amount based on the command value and a predetermined parameter, this parameter corresponds to a parameter corresponding to a running vehicle and a stopped vehicle. The parameter may be switched to the parameter to be used. As a parameter, for example,
A parameter corresponding to the controlled friction coefficient can be used. As a specific configuration, the configuration as described in claim 2 can be considered.

In the traveling control device according to the second aspect, the dynamic friction coefficient is used when the switching means uses the parameter used when the conversion means calculates the controlled variable of the controlled object if the traveling result is detected by the traveling detection means. The conversion characteristic is switched by switching to the parameter corresponding to the above, and switching to the parameter corresponding to the coefficient of static friction when stopped.

According to the traveling control device having such a configuration, the conversion characteristic can be switched by switching the parameter corresponding to the friction coefficient to be controlled. The controlled object such as the brake device or the automatic transmission has different frictional resistance (friction coefficient) generated during operation when the vehicle is running and when the vehicle is stopped, and normally when the vehicle is stopped The frictional resistance generated during operation increases. Therefore, it is suitable to stabilize the behavior of the vehicle by switching the parameter corresponding to the friction coefficient of the controlled object between when the vehicle is traveling and when the vehicle is stopped.

The parameter corresponding to the dynamic friction coefficient or the static friction coefficient is, for example, a parameter calculated based on the dynamic friction coefficient or the static friction coefficient, or a parameter including the dynamic friction coefficient or the static friction coefficient. . Further, it is a parameter calculated based on the frictional resistance of the controlled object when the vehicle is running or stopped, a parameter including a friction coefficient, and the like.

Further, as a structure for detecting that the vehicle is traveling by the above-mentioned traveling detection means, for example, as described in claim 3, the traveling detection means detects the traveling speed of the vehicle. It is possible to detect that the traveling speed is detected as that the vehicle is traveling,
Such a configuration can be considered.

According to the traveling control device thus constructed, it is possible to detect that the vehicle is traveling based on the traveling speed of the vehicle. Further, as another configuration for detecting that the vehicle is traveling by the traveling detection means, as described in claim 4, the traveling detection means can detect the traveling speed of the vehicle and the acceleration applied to the vehicle. It is also possible to consider a configuration in which the state after the traveling speed is not detected and the change in acceleration becomes equal to or more than a predetermined threshold value is detected as the vehicle is traveling. it can.

According to the traveling control device thus constructed, it is possible to detect that the vehicle is traveling, based on changes in the traveling speed of the vehicle and the acceleration applied to the vehicle. The traveling control means capable of detecting the traveling speed of the vehicle and the acceleration applied to the vehicle may be configured so that the means for detecting the traveling speed of the vehicle and the means for detecting the acceleration are separate means.

Further, as a structure for detecting that the vehicle is stopped by the above-mentioned running detecting means, for example, as described in claim 5, the running detecting means detects the running speed of the vehicle. It is possible to consider a configuration in which it is possible to detect a state in which the traveling speed is not detected as that the vehicle is stopped.

According to the traveling control device thus constructed, it is possible to detect that the vehicle is stopped based on the traveling speed of the vehicle. The above-mentioned switching unit may switch the parameter used when calculating the control amount as long as the vehicle is running or stopped as a result of detection by the running detection unit.

In particular, when the controlled object is a brake device, it is desirable that the timing at which the parameter corresponding to the dynamic friction coefficient is switched to the parameter corresponding to the static friction coefficient is just before the stopped vehicle starts running. . When the parameters are switched at this timing, the control amount is calculated based on the parameter corresponding to the dynamic friction coefficient, even when the vehicle is stopped, except immediately before the vehicle starts traveling. When the control amount is calculated based on the parameter corresponding to the dynamic friction coefficient when the vehicle is stopped, the dynamic friction coefficient is smaller than the static friction coefficient, so the calculated control amount is based on the parameter corresponding to the static friction coefficient. Will be larger than the calculated control amount. Therefore, the braking torque actually generated by the brake device also becomes larger than the braking torque indicated by the command value. In this way, when the vehicle starts to run in a state where the braking device is generating a braking torque larger than the braking torque indicated by the command value, the braking torque generated by the braking device is not sufficiently reduced before There is a risk that the vehicle will start running and the smooth start of the vehicle will be hindered.

However, immediately before the stopped vehicle starts traveling, the parameters used in calculating the control amount are
By switching from the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient, the braking torque generated by the brake device can be sufficiently reduced before the vehicle starts traveling, so that The smooth start of the car will not be hindered. Further, when the vehicle is stopped except immediately before the vehicle starts traveling, the braking torque actually generated by the brake device becomes larger than the braking torque indicated by the command value, so that the vehicle can be reliably operated. It is preferable because it can be stopped.

As described above, for example, as a specific configuration, the parameter corresponding to the dynamic friction coefficient is switched to the parameter corresponding to the static friction coefficient immediately before the stopped vehicle starts traveling. Such a structure can be considered. In the traveling control device according to the sixth aspect, the operation detecting means detects the operation state of the vehicle by the driver, and the first predicting means predicts the start of traveling of the vehicle based on the operation state. Then, only until the predetermined period elapses after the start of traveling of the vehicle is predicted,
The parameter used when the conversion means calculates the controlled variable of the controlled object is configured to be switched to the parameter corresponding to the static friction coefficient by the switching means.

According to the traveling control device having such a configuration, when the first predicting means predicts the traveling start of the vehicle, that is, when the control amount is calculated immediately before the stopped vehicle starts traveling. It is possible to switch the parameter used for the parameter from the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient.

The above-mentioned first predicting means is means for predicting the start of traveling of the vehicle before the vehicle actually starts traveling. For example, the vehicle is in a stopped state (detected by the traveling detecting means). ), It may be configured to predict that the amount of depression of the accelerator pedal or the brake pedal operated by the driver becomes equal to or greater than (or less than) a predetermined amount of depression as the vehicle starts traveling.

Further, as another configuration for switching the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient immediately before the stopped vehicle starts traveling, consider the configuration as described in claim 7. You can also The travel control device according to claim 7 can acquire the target drive braking torque calculated by the higher-order control device by the acquisition means, and the vehicle based on the target drive braking torque and the detection result by the travel detection means. The start of traveling is predicted by the second prediction means. Then, the parameter used when the conversion means calculates the controlled variable of the controlled object is changed to the parameter corresponding to the static friction coefficient by the switching means only until the predetermined period elapses after the start of traveling of the vehicle is predicted. It is configured to be switched.

Further, the host control device, which receives the command value from the traveling control device, calculates the target drive braking torque necessary for controlling the vehicle to a predetermined traveling state, and at the same time, outputs the target drive braking torque to the vehicle. In order to generate by using multiple constituent elements that make up the drive / braking system, the command value for each control device that controls the multiple constituent elements is set based on the target driving / braking torque, and each set command value Is output to each of a plurality of control devices including the travel control device.

According to the traveling control device constructed as described above, when the traveling start of the vehicle is predicted by the second predicting means, that is, when the control amount is calculated immediately before the stopped vehicle starts traveling. It is possible to switch the parameter used for the parameter from the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient.

The second predicting means is a means for predicting the start of traveling before the vehicle actually travels. For example, the target driving braking torque acquired by the acquiring means accelerates the vehicle. It may be configured to predict that a positive value (driving torque) is reached as the vehicle starts traveling.

Further, the above-mentioned switching means sets the parameter used when calculating the control amount to the parameter corresponding to the static friction coefficient only until the predetermined period elapses after the predicted start of running of the vehicle. Switch. Here, "until a predetermined period elapses" is a period from when the vehicle starts to travel to when the vehicle actually starts to travel, for example, when the vehicle starts to travel. The time may be from when the vehicle is actually started to the time when it is estimated that the vehicle actually starts traveling. In this case, the time estimated that the vehicle actually starts traveling may be obtained experimentally or theoretically in advance.

As a configuration for switching to the parameter corresponding to the static friction coefficient only until the time when it is estimated that the vehicle actually starts traveling elapses, for example, as described in claim 8, Such a structure can be considered. The traveling control device according to claim 8 is configured such that the switching means switches to a parameter corresponding to the coefficient of static friction only during a period after a predetermined time elapses after the start of traveling of the vehicle is predicted. .

According to the traveling control device having such a configuration, the static friction coefficient is used as the parameter used in calculating the control amount only during the period from the predicted start of traveling of the vehicle to the elapse of a predetermined time. You can switch to the parameter corresponding to. Further, "until the predetermined period elapses" may be a period during which the vehicle is traveling as a result of detection by the traveling detection unit. As a configuration for switching to the parameter corresponding to the static friction coefficient only until the vehicle is traveling as a result of detection by the traveling detection means, for example, a configuration as described in claim 9 may be considered. it can.

In the traveling control device according to a ninth aspect of the present invention, the switching means has a parameter corresponding to the static friction coefficient only during a period from when the vehicle is predicted to start traveling to when the vehicle is traveling as a result of detection by the traveling detection means. Is configured to switch to. According to the traveling control device configured as described above, the parameter used when calculating the control amount is stopped only after the traveling start of the vehicle is predicted until the vehicle is traveling based on the detection result of the traveling detection unit. It is possible to switch to a parameter corresponding to the coefficient of friction.

By the way, when the conversion characteristic is switched by the switching means, the parameter corresponding to the static friction coefficient and the parameter corresponding to the dynamic friction coefficient have different values. Therefore, the control amount calculated after the switching is changed before the switching. There is a risk that the value will deviate significantly from the control amount calculated in. In such a case, a large difference occurs between the control amounts that are continuously calculated after the conversion characteristics are switched, and as a result, the drive braking torque generated by the control target changes abruptly and the vehicle Is not preferable because the behavior of may become unstable. Therefore, it is desirable to correct the control amount so that a large difference does not occur between the control amounts that are continuously calculated after the conversion characteristic is switched. As a specific configuration for correcting the control amount, for example, the configuration described in claim 10 can be considered.

In the traveling control device according to the tenth aspect of the present invention, the parameter used by the switching means when the conversion means calculates the controlled variable of the controlled object is the parameter indicated by this parameter from one parameter to the other parameter. It is configured to switch so as to continuously change up to.

According to the traveling control device thus configured, the value indicated by the parameter is changed from one parameter (the parameter corresponding to the static friction coefficient or the dynamic friction coefficient) to the other parameter (before and after the parameter switching). The dynamic friction coefficient or the parameter corresponding to the static friction coefficient) continuously changes. Therefore, in the process of switching the parameters, the control amount continuously calculated is corrected so as to continuously change. in this way,
In the process of switching the parameters, a large difference is less likely to occur between the control amounts that are successively calculated, as compared with the configuration in which the parameters are not corrected. Therefore, it is possible to prevent the braking drive torque of the controlled object from changing abruptly, and to prevent the behavior of the vehicle from becoming unstable accordingly.

The parameter used when calculating the controlled variable of the controlled object is only available when the parameter corresponding to the static friction coefficient (or the dynamic friction coefficient) is switched to the parameter corresponding to the dynamic friction coefficient (or the static friction coefficient). , May be configured to change continuously.

In particular, when the controlled object is a brake device, the value indicated by the parameter is continuously changed only when the parameter corresponding to the static friction coefficient is switched to the parameter corresponding to the dynamic friction coefficient. It is desirable to do. In such a configuration, when the parameter corresponding to the dynamic friction coefficient is switched to the parameter corresponding to the static friction coefficient, the value indicated by the parameter does not change continuously. The switching from the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient is performed after the running vehicle stops and the wheels stop rotating. Therefore, even if the braking torque generated by the braking device changes abruptly and the control amount calculated after the switching becomes a value that greatly deviates from the control amount calculated before the switching, the vehicle behavior will change. It has no significant effect.

For this reason, when switching from the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient, there is no problem even if the value indicated by the parameter is not continuously changed. Rather, when switching from the parameter corresponding to the dynamic friction coefficient to the parameter corresponding to the static friction coefficient, the parameter can be switched quickly because the value indicated by the parameter is not continuously changed. It is preferable because the load related to the processing for continuously changing the value indicated by the parameter can be reduced.

As described above, as a specific configuration for continuously changing the value indicated by the parameter only when the parameter corresponding to the static friction coefficient is switched to the parameter corresponding to the dynamic friction coefficient, for example, the following is set forth in claim 11. It is possible to consider the configuration as described in.

In the traveling control device according to the eleventh aspect, the parameter used by the switching means when the converting means calculates the controlled variable of the controlled object is changed from the parameter corresponding to the static friction coefficient to the parameter corresponding to the dynamic friction coefficient. Only when switching to, the value indicated by this parameter is configured to be switched so as to continuously change from the parameter corresponding to the static friction coefficient to the parameter corresponding to the dynamic friction coefficient.

According to the traveling control device thus configured, the value indicated by the parameter can be continuously changed only when the parameter corresponding to the static friction coefficient is switched to the parameter corresponding to the dynamic friction coefficient.

[0046]

BEST MODE FOR CARRYING OUT THE INVENTION An example in which the configuration of the present invention is adopted in a brake ECU which is a part of a vehicle integrated control system for integrally controlling a running state of a vehicle based on torque will be described below. [First Embodiment] A vehicle integrated control system according to the first embodiment integrally controls a plurality of control targets (brake device 100, engine 200, and automatic transmission 300) that are components of a vehicle drive / braking system. 1, a brake ECU 10 for controlling the brake device 100 via a brake actuator (hereinafter referred to as a brake ACT) 110 and an engine 2 as shown in FIG.
Engine ECU 20 for controlling 00, automatic transmission 300
For controlling the ECU, each ECU 10, 20, 30
It is configured by a manager ECU 40 and the like for controlling the. Each of these ECUs 10, 20, 30, 40 is provided with an arithmetic processing unit 10a, 20a, 30a, 4 for performing various arithmetic processes.
0a, communication units 10b, 20b, 30b, 40b that perform data communication with other ECUs via the in-vehicle LAN line L, and signal input / output units 10c, 20c, 30 that input / output various signals.
c, 40c, etc.

The brake ECU 10 includes a signal input / output unit 10
A vehicle speed sensor 40 for detecting the traveling speed of the vehicle via c.
0, an acceleration / deceleration sensor (hereinafter, referred to as a G sensor) 410 that detects an acceleration / deceleration applied to the vehicle, and an accelerator pedal opening sensor 420 that detects a depression amount of an accelerator pedal. Communication unit 10
The command value from the manager ECU 40 is input via b. Then, based on the processing (see FIG. 2) described later,
A control signal for operating the brake device 100 is generated according to the command value, and the control signal is supplied to the signal input / output unit 10.
The brake device 100 is controlled by outputting to the brake ACT 110 via c.

The engine ECU 20 includes an accelerator pedal opening sensor 420, an air flow meter for detecting the intake air amount,
An intake air temperature sensor that detects the temperature of intake air, a throttle opening sensor that detects the opening of a throttle valve, an oxygen concentration sensor that detects the oxygen concentration in exhaust gas, a knock sensor that detects knocking, and a water temperature sensor that detects the cooling water temperature. , A detection signal from a sensor such as a crank angle sensor for detecting a rotation angle or a rotation speed of a crank shaft, an ignition switch, or the like is input via a signal input / output unit 20c, and a manager is also input via a communication unit 20b. ECU4
Input the command value from 0. Then, the process described later (see FIG.
Based on the command value, a control signal for operating the engine 200 is generated, and the control signal is output to the engine 200 via the signal input / output unit 20c to control the engine 200.

The AT ECU 30 includes a vehicle speed sensor 400, an oil temperature sensor for detecting the temperature of hydraulic oil in the automatic transmission 300, and a shift position for detecting the operation position (shift position) of the shift lever via the signal input / output unit 30c. A detection signal is input from sensors such as a switch and a stop lamp switch that detects a state of a stop lamp that is turned on by a brake operation (a driver's brake operation), and a command from the manager ECU 40 is sent via the communication unit 30b. Enter the value. Then, based on a process (see FIG. 2) described later, a control signal for operating the automatic transmission 300 according to the command value is generated, and the control signal is sent to the automatic transmission 300 via the signal input / output unit 30c. The automatic transmission 300 is controlled by the output.

The manager ECU 40 includes a signal input / output unit 4
0c, a vehicle speed sensor 400, a G sensor 410, an accelerator pedal opening sensor 420, and a yaw rate sensor 43 for detecting a yaw rate (an angular velocity applied to the vehicle at the time of turning).
0, the detection signals from sensors such as the front recognition sensor 440 that detects the inter-vehicle distance between the host vehicle and the preceding vehicle are input. Then, a command value is calculated based on the processing (see FIG. 2) described later, and this command value is sent to each E via the communication unit 40b.
Output to CU10, 20, 30. -Process for controlling the running state of the vehicle Each of the above ECUs 10, 20, 30,
A process for controlling the running state of the vehicle by 40 will be described based on the functional block diagram shown in FIG.

(1) Manager ECU 40 The manager ECU 40 calculates a command value based on the detection signals from various sensors input via the signal input / output unit 40c, and outputs this command value to each ECU 10, 20, 30. To do. This process will be described below.

First, the manager ECU 40 calculates the target drive braking torque of the vehicle based on the detection signals from the various sensors by the torque calculation units 41, 42, 43, 44, 45. Among these torque calculation units, the driver request torque calculation unit 41 determines the driver based on the vehicle traveling speed detected by the vehicle speed sensor 400 and the accelerator pedal operation amount detected by the accelerator pedal opening sensor 420. The drive braking torque required by is calculated as the target drive braking torque. Further, the VSC torque calculation unit 42 controls the vehicle traveling stability (VSC: Vehicle Stabi).
target drive braking torque for power control) is calculated. In addition, the ABS / TRC torque calculation unit 43 controls slip control (ABS: Antilock Brake System, TRC: T) that suppresses wheel slip during braking and acceleration of the vehicle.
The target drive braking torque for Raction Control) is calculated. Further, the constant speed CC torque calculation unit 44 calculates a target drive braking torque for constant speed control (constant speed CC: Cruise Control). In addition, the ACC torque calculation unit 45 follows the following control (ACC: Adaptive Cr
target drive braking torque for uise control) is calculated.

Next, the manager ECU 40 causes the torque selection unit 46 to select the target drive braking torque calculated by each torque calculation unit according to a preset condition, which is the highest priority target drive condition in the vehicle driving conditions. The braking torque is selected as the target drive braking torque used for traveling control.

Next, the manager ECU 40 causes the torque converter 47 to convert the target drive braking torque selected by the torque selector 46 into the target tire drive braking torque which is the target drive braking torque generated by the tire. Next, the manager ECU 40 causes the control target selection unit 48 to control the control target used for controlling the tire to the target tire driving braking torque calculated by the torque conversion unit 47, by using the brake device 100, the engine 200, and the automatic transmission 300. And a control target calculation unit (engine control target calculation unit 49, which corresponds to the selected control target).
AT control target calculation unit 50, brake control target calculation unit 5
The control target calculation command is output to 1).

If the target tire driving braking torque is a positive value (driving torque) for accelerating the vehicle, the engine 200 and the automatic transmission 300 are selected as the control objects used for the traveling control. Among the control targets thus selected, a control target calculation command for generating a target tire driving braking torque using the engine 200 is output to the engine control target calculation unit 49 corresponding to the engine 200, and the automatic transmission 300 AT control target calculation unit 5 corresponding to
A control target calculation command for instructing shift down or the like is output to 0.

On the other hand, if the target tire driving braking torque is a negative value (braking torque) for decelerating the vehicle, it is determined whether the braking torque is generated by the brake device 100, the braking torque is generated by the engine brake, or the automatic transmission. Three
Whether or not the braking torque is generated is comprehensively determined by the above-described combination including 00, and the control target used for the traveling control is selected. Among the control targets thus selected, a control target calculation command for generating a target tire driving braking torque using the brake device 100 is output to the brake control target calculation unit 51 corresponding to the brake device 100,
A control target calculation command for generating a target tire driving / braking torque using the engine 200 is output to the engine control target calculation unit 49, and a control for commanding a downshift or the like to the AT control target calculation unit 50. The target calculation command is output.

Then, the manager ECU 40 controls the control target selecting section 4 by the control target calculating sections 49, 50 and 51.
Each ECU 1 based on the control target calculation command input from 8
A command value to 0, 20, 30 is calculated, and this command value is output to each ECU 10, 20, 30 via the communication unit 40b.

Of these control target calculation units, the engine control target calculation unit 49, based on the control target calculation command input from the control target selection unit 48, outputs the target tire drive braking torque indicated by the control target calculation command to the engine. A target engine torque and a target engine speed required to realize the control are calculated as command values.

The AT control target calculation unit 50 also outputs data indicating the control target calculation command output from the control target selection unit 48 and the target engine speed and target engine torque calculated by the engine control target calculation unit 49. Based on the above, the target shift speed of the automatic transmission 300, the target shift time at the time of shifting, the target slip amount for release / engagement of the lockup clutch or lockup slip control is calculated as a command value.

In addition, the brake control target calculation unit 51 uses the brake device 100 to obtain the target tire driving braking torque indicated by the control target calculation command based on the control target calculation command output from the control target selection unit 48. A target braking torque to be generated in the brake device 100 in order to realize it is calculated as a command value.

(2) Brake ECU 10 The brake ECU 10 generates a control signal for controlling the brake device 100 based on a command value input via the communication unit 10b, and outputs this control signal to the signal input / output unit 10.
It outputs to the brake ACT110 via c. This process will be described below.

First, the brake ECU 10 causes the brake control amount calculation unit 12 to generate a target braking torque indicated by a command value in the brake device 100 (a brake control amount (a hydraulic pressure value of a master cylinder included in the brake device 100)). ) Is described later in "Brake control amount calculation unit 1
Calculation of brake control amount by 2 ”(see FIG. 3).

Then, the brake ECU 10 causes the brake ACT command output unit 14 to add the brake control amount calculated by the brake control amount calculation unit 12 to the brake device 1.
A control signal for controlling 00 is generated, and this control signal is output to the brake ACT 110.

Brake ACT1 to which this control signal is input
Reference numeral 10 controls the brake device 100 with the brake control amount indicated by the control signal. (3) Engine ECU 20 The engine ECU 20 generates a control signal for controlling the engine 200 based on the command value input via the communication unit 20b, and outputs this control signal to the engine 200 via the signal input / output unit 20c. Output to. This process will be described below.

First, the engine ECU 20 causes the engine control amount calculator 22 to set the engine torque and the engine speed of the engine 200 to the target engine torque and the target engine speed indicated by the command value. (For example, a target throttle opening) is calculated.

Then, the engine ECU 20 uses the actuator command output unit 24 to calculate the engine control amount calculated by the engine control amount calculation unit 22 into the engine 200.
A control signal for controlling the engine is generated, and the control signal is output to the actuators included in the engine 200. In addition, the actuator provided in the engine 200 includes an injector provided for each cylinder, an igniter that generates a high voltage for ignition, a fuel pump that draws fuel from a fuel tank and supplies it to the injector, and a throttle valve provided in an intake pipe is opened and closed. There is a throttle drive motor for doing so.

The actuators to which this control signal is input are controlled by the engine 20 with the engine control amount indicated by the control signal.
Control 0. (4) AT ECU 30 The AT ECU 30 generates a control signal for controlling the automatic transmission 300 based on the command value input via the communication unit 30b, and the control signal is automatically transmitted via the signal input / output unit 30c. Output to the machine 300. This process will be described below.

The AT ECU 30 uses the solenoid command output unit 32 to generate a control signal for controlling the automatic transmission 300 based on the target shift speed, the target shift time, and the target slip amount indicated by the command value, and this control is performed. The signal is output to the actuators included in the automatic transmission 300. In addition, the actuator provided in the automatic transmission 300 includes a shift solenoid for switching the shift stage, a line pressure solenoid for operating the engaging force of the shift clutch, and a lockup pressure solenoid for operating the engaging force of the lockup clutch. and so on. Calculation of the brake control amount by the brake control amount calculation unit 12 Below, the brake control amount calculation unit 1 of the brake ECU 10 will be described.
The procedure for calculating the brake control amount by 2 will be described with reference to FIG. This procedure turns on the ignition switch.
It is repeatedly executed while being switched to the side.

First, based on the detection signal from the vehicle speed sensor 400, it is checked whether or not the vehicle is stopped (s110). Here, it is determined that the vehicle is stopped when the traveling speed of the vehicle is not detected by the vehicle speed sensor 400, and it is determined that the vehicle is traveling when the traveling speed of the vehicle is detected.

In the procedure of s110, if the vehicle is stopped (s110: YES), the parameter α used when calculating the brake control amount is determined as the parameter αs corresponding to the static friction coefficient (αs → α). Yes (s120). The parameter αs corresponding to the static friction coefficient is a parameter obtained by simulating the brake device 100 in a stopped vehicle, and the brake control amount ys is obtained by integrating the target braking torque x with the parameter αs.
(= Αs * x) is a parameter included in the formula that can be calculated. Since the parameter αs is obtained by simulating the brake device 100 in a state where the wheels 120 are not rotating, it is a parameter including the static friction coefficient μs of the brake pad included in the brake device 100 (αs = ks / μs, ks = constant).

Further, if the vehicle is traveling in the procedure of s110 (s110: NO), the parameter α used when calculating the brake control amount is determined as the parameter αm corresponding to the dynamic friction coefficient (αm → α). Yes (s130). The parameter αm corresponding to the dynamic friction coefficient is a parameter obtained by simulating the brake device 100 in a vehicle that is running, and the brake control amount y (= α is obtained by adding the target braking torque x to the parameter αm.
m * x) is a parameter included in the formula that can be calculated.
Since the parameter αm is obtained by simulating the brake device 100 in a state where the wheels 120 are rotating, it is a parameter including the dynamic friction coefficient μm of the brake pad included in the brake device 100 (αm = km). / Μm, km = constant).

Thus, after the procedure of s120 or s130 is completed, the parameter α is corrected (s140). Here, after the parameter α used when calculating the brake control amount is switched from the parameter αs corresponding to the static friction coefficient to the parameter αm corresponding to the dynamic friction coefficient, in the “calculation of brake control amount” procedure. While the brake control amount is calculated by the parameter αs, the parameter α is corrected by the procedure of s140.

When the parameter α used in calculating the brake control amount is switched from the parameter αs to the parameter αm, the values of the parameters αs and αm are different. Therefore, the brake control calculated after the switching is performed. The amount may deviate significantly from the brake control amount calculated before switching. In such a case, a large difference is generated between the brake control amounts that are continuously calculated after the parameters are switched, and accordingly, the braking torque generated by the brake device 100 rapidly changes, and the vehicle Is not preferable because the behavior of may become unstable. Therefore, in the procedure of s140, the parameter α is corrected so that a large difference does not occur between the brake control amounts that are continuously calculated after the parameters are switched. In addition, this s1
A specific procedure of correcting the parameter α by the procedure of 40 will be described in “Correction of the parameter α by the brake control amount calculation unit 12” (see FIG. 4) described later.

Then, the brake control amount is calculated (s1
50). In the procedure of s150, the brake control amount y (= α * x) is calculated by integrating the parameter α with the target braking torque x indicated by the command value. In this way, after finishing the procedure of s150, it returns to the procedure of s110. Correction of Parameter α by Brake Control Amount Calculation Unit 12 Below, the brake control amount calculation unit 1 of the brake ECU 10 will be described.
A procedure for correcting the parameter α by 2 will be described with reference to FIG. Note that this procedure is a specific description of the procedure of s140 in FIG.

First, the parameter α used when calculating the brake control amount is checked (s210). Here, the parameter (αs or αm) used when calculating the brake control amount is checked by checking which of the steps s120 and s130 in FIG. 3 determines the parameter α.

In the procedure of s210, when the parameter α is the parameter αm corresponding to the dynamic friction coefficient (s21
0: YES), it is checked whether "0" is set in the counter flag F1 (F1 = 0) (s22).
0). The counter flag F1 is set to "0" as an initial value, and is set to "1" only while the timer T1 is counting in the subsequent processing (processing from s240 to s280).

By the procedure of s220, the counter flag F
When "0" is set to 1 (s220: YE
S), "1" is set to the counter flag F1 (1 → F
1) After re-doing (s230), the timer T1 is started (s240). It should be noted that the state where the counter flag F1 is set to "0" in the procedure of s220 indicates that the parameter αs corresponding to the static friction coefficient in the procedure shown in the "calculation of the brake control amount" (Fig. 3) executed immediately before.
After the brake control amount is calculated by using (S150), the parameter α corresponding to the dynamic friction coefficient is calculated in the procedure shown in the following "calculation of brake control amount".
This is a state in which the brake control amount is calculated using m.
This indicates that the parameter used when calculating the brake control amount has been switched from the parameter αs corresponding to the static friction coefficient to the parameter αm corresponding to the dynamic friction coefficient. That is, this s230 and s24
In the procedure of 0, the parameter used when calculating the brake control amount is the parameter αs corresponding to the static friction coefficient.
Is performed only when the parameter is switched to the parameter αm corresponding to the coefficient of dynamic friction.

Thus, when the counter flag F1 is set to "1" (s220: NO) after the procedure of s240 is completed or in the procedure of s220, the timer T is set.
It is checked whether or not the count value t1 of 1 has reached a predetermined threshold value t0 (1 second in this embodiment) (t0 ≦ t1) (s250). The threshold value t0 is set after the parameter used when calculating the brake control amount is switched from the parameter αs to the parameter αm.
It is a value indicating the time at which the parameter α should be corrected.

In the procedure of s250, if the count value t1 has not reached the threshold value t0 (s250: N
O), the parameter α is corrected (s260). Here, the parameter α calculated by an equation based on the respective parameters αs and αm and the count value t1 of the timer T1.
0 (= ((αm-αs) / t0) * t1 + αs) is determined as a new parameter α (α0 → α). In addition,
The expression used to modify the parameter α is such that the value of α0 continues from αs (when t1 = 0) to αm (when t1 = t0) according to the count value t1 (elapsed time) of the timer T1. It has been previously obtained as a formula that increases with time. In this way, the parameter α is switched so that the parameters αs to αm continuously increase.

If the parameter α is the parameter αs corresponding to the coefficient of static friction in the procedure of s210 (s2
10: NO), or the count value t in the procedure of s250
If 1 has reached the threshold value t0 (s250: YE
S), "0" is set to the counter flag F1 (0 → F
1) After resetting (s270), the timer T1 is stopped and reset (s280).

In this way, after the procedure of s260 or s280 is completed, the process returns to s150 in FIG. [Effect of First Embodiment] According to the traveling integrated control system configured as described above, s120 or s in FIG.
In the procedure of 130, the target braking torque can be converted into the brake control amount based on the parameter (parameter αs or αm) corresponding to each of whether the vehicle is stopped or running. Therefore, regardless of whether the vehicle is running or stopped, the braking torque that is actually generated by the brake device 100 and the target are changed as in the configuration in which the target braking torque is converted into the brake control amount based on the same parameter. It is possible to stabilize the behavior of the vehicle without increasing the error from the braking torque.

Further, in the procedure of s260 in FIG. 4, the parameter α is set to the parameter α together with the count value t1.
It is corrected so as to continuously change from s to the parameter αm. Therefore, in the process of continuously changing the parameter, a large difference is less likely to occur between the continuously calculated brake control amounts as compared with the configuration in which the parameter α is not corrected as in the procedure of s260. Therefore, the brake device 1
It is possible to prevent the braking torque generated by 00 from changing suddenly, and to prevent the behavior of the vehicle from becoming unstable accordingly.

Particularly, in the procedure of s260, the parameter α
Only when s is switched to the parameter αm, the parameter α is corrected so as to continuously change according to the count value t1. In such a configuration, when switching from the parameter αm to the parameter αs, the parameter α does not change continuously. Parameter α
Switching from m to the parameter αs is performed after the running vehicle stops and the wheels 120 stop rotating. Therefore, the brake control amount calculated after the switching is a value that greatly deviates from the brake control amount calculated before the switching, and the brake device 100.
Even if the braking torque generated by is drastically changed, it does not significantly affect the behavior of the vehicle. Therefore, when switching from the parameter αm corresponding to the dynamic friction coefficient to the parameter αs corresponding to the static friction coefficient, there is no problem even if the value indicated by the parameter is not continuously changed. Rather, when the parameter αm is switched to the parameter αs, the parameter switching can be performed faster because the parameter α is not continuously changed, and a process for continuously changing the parameter α is performed. This is preferable because the load related to can be reduced.

Further, the parameter used when calculating the brake control amount is switched to the parameter αs corresponding to the static friction coefficient when the vehicle is stopped, and when the vehicle is running, the dynamic friction coefficient is changed. By switching to the parameter αm corresponding to, the conversion characteristic when converting the target braking torque into the brake control amount can be switched to the conversion characteristic corresponding to the vehicle that is running or stopped.

The brake device 100 (included in the brake pad) has different frictional resistance (friction coefficient) generated during operation when the vehicle is running and when the vehicle is stopped.
Generally, the frictional resistance generated during operation becomes larger when the vehicle is stopped. Therefore, it is suitable to stabilize the behavior of the vehicle by switching the parameter corresponding to the friction coefficient of the controlled object between when the vehicle is traveling and when the vehicle is stopped.

In the procedure of s110 in FIG. 3,
The state in which the vehicle speed is not detected by the vehicle speed sensor 400 is determined (detected) as the state in which the vehicle is stopped.
However, the state in which the traveling speed is detected can be determined (detected) as the state in which the vehicle is traveling.

[Second Embodiment] The vehicle integrated control system according to the second embodiment has the same configuration as the vehicle integrated control system according to the first embodiment, and the processing contents are partially different. Only detailed. Calculation of Brake Control Amount by Brake Control Amount Calculation Unit 12 A procedure for calculating the brake control amount by the brake control amount calculation unit 12 of the brake ECU 10 will be described below with reference to FIG. This procedure is repeatedly executed while the ignition switch is switched to the ON side.

First, based on the detection signal from the vehicle speed sensor 400, it is checked whether or not the vehicle is stopped (s310). Here, it is determined that the vehicle is stopped when the traveling speed of the vehicle is not detected by the vehicle speed sensor 400. In addition, when the vehicle is stopped, G
It is determined that the vehicle has actually started traveling in a state where the acceleration detected by the sensor 410 shows a change of a predetermined threshold value or more, and after the vehicle has started traveling, the traveling speed is determined by the vehicle speed sensor 400. It is determined that the vehicle is traveling during a period from when the vehicle is in the detected state to when the vehicle traveling speed is not detected. It is known that the G sensor 410 always detects a constant acceleration value according to the inclination angle when the vehicle is inclined. Therefore, determining the start of running of the vehicle based on the change in acceleration rather than the magnitude of acceleration is suitable for accurately detecting that the vehicle actually started running.

In the procedure of s310, when the vehicle is stopped (s310: YES), it is checked whether or not it is just before the vehicle starts traveling (s320). Here, it is determined that the state in which the depression amount of the accelerator pedal detected by the accelerator pedal opening sensor 420 is equal to or more than a predetermined depression amount is immediately before the vehicle starts traveling, and the depression amount is the predetermined depression amount. It is determined that the smaller state is not immediately before the vehicle starts traveling. As described above, the state in which the vehicle is stopped and the accelerator pedal is equal to or more than the predetermined depression amount is a state in which the driver is actually trying to start traveling of the vehicle. By detecting, it can be predicted that the vehicle will start traveling.

In the procedure of s320, when the vehicle is about to start running (s320: YES), the parameter α used when calculating the brake control amount is determined as the parameter αs corresponding to the static friction coefficient (αs → α) (s
330). This procedure is s in FIG. 3 of the first embodiment.
The procedure is similar to the procedure of 120.

If the vehicle is traveling in the procedure of s310 (s310: NO), or if it is not just before the vehicle starts traveling in the procedure of s320 (s320: N).
O), the parameter α used when calculating the brake control amount is determined as the parameter αm corresponding to the dynamic friction coefficient (α
m → α) (s340). This procedure is similar to the procedure of s130 in FIG. 3 of the first embodiment.

Thus, after the procedure of s330 or s340 is completed, the parameter α is corrected (s350). This procedure is similar to the procedure of s140 in FIG. 3 of the first embodiment. Then, the brake control amount is calculated (s360). This procedure is similar to the procedure of s150 in FIG. 3 of the first embodiment.

Thus, after the procedure of s360 is completed, s
Return to step 310. [Effects of Second Embodiment] According to the vehicle integrated control system configured as described above, the vehicle integrated control system is used for calculating the brake control amount only when the vehicle is just before starting to travel in the procedure of s320 in FIG. The parameter to be set is s330
It is possible to switch to the parameter αs corresponding to the static friction coefficient by the procedure of.

In such a configuration, except for the period from immediately before the vehicle starts to run until when the vehicle actually starts running (a period in which both steps are YES in steps s310 and s320 in FIG. 5). In some cases, the brake control amount may be calculated based on the parameter αm corresponding to the dynamic friction coefficient, even when the vehicle is stopped. When the brake control amount ym is calculated based on the parameter αm even when the vehicle is stopped (ym = αm
* X, αm = km / μm) and the dynamic friction coefficient μm is smaller than the static friction coefficient μs, the calculated brake control amount ym is the brake control amount ys calculated based on the parameter αs corresponding to the static friction coefficient μs. (Ys = αs *
x, αs = ks / μs) (ys <y
m). Therefore, the braking torque actually generated by the brake device 100 also becomes larger than the target braking torque. As described above, when the vehicle starts traveling while the braking device 100 is generating a braking torque larger than the target braking torque, the braking force of the vehicle is reduced before the braking torque generated by the braking device 100 becomes sufficiently small. There is a risk that the vehicle may start running and the smooth start of the vehicle may be hindered. However, during the period immediately before the vehicle starts to run until the vehicle actually starts running, the parameter αs
Thus, the brake control amount is calculated. As a result, before the vehicle starts traveling, the braking device 10
Since the braking torque at which 0 is generated can be made sufficiently small, smooth starting of the vehicle is not hindered. Furthermore, except just before the vehicle starts running
When the vehicle is stopped, the braking torque actually generated by the brake device 100 becomes larger than the target braking torque, so that the vehicle can be reliably stopped.

When it is determined that the vehicle is stopped, it is determined that the vehicle has started traveling when the change in acceleration detected by the G sensor 410 exceeds a predetermined threshold value. (Detection) is possible. In addition, it is possible to predict that the vehicle will start traveling by detecting a state in which the vehicle is stopped and the accelerator pedal has reached a predetermined depression amount or more.

[Third Embodiment] The vehicle integrated control system according to the third embodiment differs from the vehicle integrated control system according to the second embodiment in part of the configuration and part of the processing contents. Therefore, only this difference will be described. Detailed description.

The brake ECU 10 includes a signal input / output unit 10
The torque selection unit 46 of the manager ECU 40 via c
The data indicating the target drive braking torque selected by is acquired. Calculation of the brake control amount by the brake control amount calculation unit 12 Below, the brake control amount calculation unit 1 of the brake ECU 10 will be described.
A procedure for calculating the brake control amount will be described with reference to 2. Note that this procedure is partially different from the "calculation of the brake control amount by the brake control amount calculation unit 12" (FIG. 5) in the second embodiment, and therefore only the differences will be described based on FIG. Detailed description.

First, based on the detection signal from the vehicle speed sensor 400, it is checked whether or not the vehicle is stopped (s310). In the procedure of s310, when the vehicle is stopped (s310: YES), it is checked whether or not it is just before the vehicle starts traveling (s320). Here, when it is detected that the target drive braking torque selected by the torque selection unit 46 of the manager ECU 40 has become a positive value (drive torque) for accelerating the vehicle, immediately before the vehicle starts traveling. When it is determined that the target drive braking torque is “0” or a negative value (braking torque) for decelerating the vehicle, it is determined that the vehicle is not immediately before starting traveling. In this way, when the vehicle is at a stop and the target drive braking torque has a positive value (braking torque), the manager ECU 40
Is trying to control the entire vehicle by the drive torque, and by detecting such a state, it can be predicted that the vehicle will start traveling.

In the procedure of s320, when the vehicle is about to start running (s320: YES), the parameter α used in calculating the brake control amount is determined as the parameter αs corresponding to the static friction coefficient (αs → α) (s
330). Further, if the vehicle is traveling in the procedure of s310 (s310: NO), or if it is not immediately before the vehicle starts traveling in the procedure of s320 (s320: N).
O), the parameter α used when calculating the brake control amount is determined as the parameter αm corresponding to the dynamic friction coefficient (α
m → α) (s340).

Thus, after the procedure of s330 or s340 is completed, the parameter α is corrected (s350). Then, the brake control amount is calculated (s360). In this way, after finishing the procedure of s360, it returns to the procedure of s310.

[Effects of Third Embodiment] According to the vehicle integrated control system configured as described above, the vehicle is stopped and the target drive braking torque is a positive value (braking torque).
It is possible to predict that the vehicle will start traveling by detecting the state where

[Correspondence with the Present Invention] The brake ECU 10 in the above-described first, second, and third embodiments is a travel control device in the present invention. Also, the manager EC
U40 is a higher-level control device in the present invention.

Further, the brake control amount calculator 12 of the brake ECU 10 is a converting means in the present invention. The brake control amount calculator 12 converts the command value into the brake control amount by calculating the brake control amount according to the procedure shown in FIG. Also, the brake ACT11
Reference numeral 0 is a control means in the present invention.

Further, the procedure of s110 in FIG. 3 and FIG.
The procedure of s310 in is the traveling detection means in the present invention. In these procedures and processes, the vehicle speed sensor 4
00 and the detection signal from the G sensor 410,
It detects that the vehicle is running or stopped.

In addition, s120 and s13 in FIG.
The procedure of 0 is the switching means in the present invention. This s1
In the procedures of 20 and s130, the parameter used when calculating the brake control amount corresponds to the parameter αs corresponding to the static friction coefficient or the traveling vehicle depending on whether the vehicle is stopped or traveling. Parameter α
The conversion characteristic is switched by switching to m. Further, the procedure of s260 in FIG. 4 is also the switching means in the present invention. In the procedure of s260, the parameter α is corrected so that the value indicated by the parameter continuously changes with the elapse of time by an expression that continuously increases from the parameter αs to the parameter αm.

In addition, s32 in FIG. 5 of the second embodiment.
The procedure of 0 is the operation detecting means in the present invention. In this procedure, the accelerator pedal opening sensor 420
The amount of depression of the accelerator pedal by the driver is detected.
The procedure of s320 is the first predicting means in the present invention. In this procedure, when the amount of depression of the accelerator pedal becomes equal to or larger than a predetermined amount of depression when the vehicle is stopped, it is predicted that the vehicle starts to travel.

Further, in the third embodiment, the brake ECU 10 for acquiring the data indicating the target drive braking torque selected by the torque selection unit 46 of the manager ECU 40 via the signal input / output unit 10c is the acquisition unit of the present invention. Is. In addition, the procedure of s320 in FIG.
It is the second predicting means in the present invention. In this procedure, when the vehicle is stopped, it is predicted that the target drive braking torque becomes a positive value (drive torque) as the start of traveling of the vehicle.

[Modification] Although the embodiments of the present invention have been described above, the present invention is not limited to the above specific embodiments, but can be carried out in various forms. For example, in the above embodiment, the brake ECU 10 that is part of the vehicle integrated control system adopts the configuration of the present invention. However, the configuration of the present invention may be applied to an ECU (for example, ATECU3) that controls another controlled object.
It can also be adopted for 0).

Further, in the above embodiment, in the procedure of 260 in FIG. 4, the value of α0 is αs according to the elapsed time.
Although an example in which an expression that continuously changes from 1 to αm is used to correct the parameter is illustrated, other expressions may be used to correct the parameter, or a method other than the expression may be used. May be.

Further, in the procedure of s150 in FIG. 3,
An example is shown in which the target braking torque is converted into the brake control amount by calculating the brake control amount based on the parameter corresponding to the static friction coefficient or the dynamic friction coefficient. However, as a configuration for converting the target braking torque to the brake control amount, for example, a table (a target braking torque and a brake control amount corresponding to the target braking torque that is obtained by simulating a vehicle that is running or stopped) is used. It is also possible to adopt a configuration utilizing a configured data table). In this case, the brake control amount corresponding to the target braking torque may be extracted from the table in the procedure of s150.

Further, in the procedure of s150 in FIG. 3, by changing over the parameter αs corresponding to the static friction coefficient and the parameter αm corresponding to the dynamic friction coefficient, the conversion characteristic when converting the target braking torque into the brake control amount is obtained. The one configured to switch is exemplified. However, as a configuration for switching the conversion characteristic, for example, by switching the table obtained by simulating a vehicle that is running and stopped, by switching between when the vehicle is running and when it is stopped, The conversion characteristics may be switched. Specifically, s15
If the vehicle is stopped by the procedure of 0, the brake control amount corresponding to the target braking torque is extracted from the table obtained by simulating the stopped vehicle, and if the vehicle is running, the running vehicle The brake control amount corresponding to the target braking torque may be extracted from the table obtained by simulating.

Further, in the procedure of s150 in FIG. 3, the parameter α used when calculating the brake control amount is the parameter αs including the static friction coefficient or the dynamic friction coefficient,
An example of αm is shown. However, as the parameters used when calculating the brake control amount, for example,
Brake device 1 when the vehicle is running or stopped
00 may be a parameter including a value indicating the frictional resistance generated.

Further, in the second and third embodiments, in the processing of s320 in FIG. 5, the acceleration detected by the G sensor 410 is equal to or more than the predetermined threshold value from the state in which the vehicle is stopped. An example is shown which is configured to determine that the vehicle has actually started traveling in a state showing a change. However, after the acceleration detected by the G sensor 410 shows a change of a predetermined threshold value or more from the state in which the vehicle is stopped, and after the time when the vehicle is estimated to actually start traveling elapses. The state may be configured to determine that the vehicle has actually started traveling.

As a specific configuration, s3 in FIG.
The procedure from 10 to s350 may be configured to perform the procedure described below (see FIG. 6). It should be noted that only the procedure different from the procedure in FIG. 5 will be described in detail (the same procedure is denoted by the same subscript). First, based on the detection signal from the vehicle speed sensor 400, it is checked whether or not the vehicle is stopped (s310).

In the procedure of s310, when the vehicle is stopped (s310: YES), it is checked whether or not it is just before the vehicle starts traveling (s320). This s3
In the procedure of 20, when it is just before the vehicle starts traveling (s320: YES), it is checked whether or not "0" is set in the traveling start flag F2 (F2 = 0) (s321). The traveling start flag F2 is set to "0" as an initial value, and is set to "1" only while the timer T2 is counting in the subsequent processing (processing from s323 to s326). .

In the procedure of s321, the traveling start flag F
When "0" is set in 2 (s321: YE
S), "1" is set to the traveling start flag F2 (1 → F
2) After re-doing (s322), the timer T2 is started (s323). In this way, after finishing the procedure of s323 or when the traveling start flag F2 is set to "1" in the procedure of s321 (s321: NO), the count value t2 by the timer T2 is the predetermined threshold value ts.
It is checked whether or not (ts ≦ t2) has been reached (1 second in the present embodiment) (s324). Threshold ts
Is the time after the acceleration detected by the G sensor 410 shows a change equal to or more than a predetermined threshold value, that is, the time when the vehicle is actually predicted to start traveling after being predicted to start traveling. It is a value obtained in advance.

When the count value t2 has not reached the predetermined threshold value ts in the procedure of s324 (s324:
NO), the parameter α used when calculating the brake control amount is determined as the parameter αs corresponding to the static friction coefficient (αs → α) (s330). Thus, until the count value t2 reaches the threshold value ts, the parameter α used when calculating the brake control amount becomes the parameter αs corresponding to the static friction coefficient.

When the vehicle is traveling in the procedure of s310 (s310: NO), or when the count value t2 reaches the predetermined threshold value ts in the procedure of s324 (s324: YES). "0" in the running start flag F2
After resetting (0 → F2) (s325), the timer T2 is stopped and reset (s326).

Next, the parameter α used in calculating the brake control amount is set to the parameter α corresponding to the dynamic friction coefficient.
m is determined (αm → α) (s340). Thus, s
After finishing the procedure of 330 or s340, the parameter α
Is corrected (s350).

In addition, s in FIG. 5 of the third embodiment.
In the procedure of 320, the one configured to predict that the target drive braking torque selected by the torque selection unit 46 of the manager ECU 40 has become the braking torque as the start of the vehicle is illustrated. However, in order to predict the start of running of the vehicle, for example, the manager E
The tire target drive braking torque converted by the torque conversion unit 47 of the CU 40 may be predicted as the drive torque when the vehicle starts to travel.

[Brief description of drawings]

FIG. 1 is a block diagram showing a configuration of a traveling control device.

FIG. 2 is a functional block diagram showing control processing executed by each ECU.

FIG. 3 is a flowchart showing a calculation procedure of a brake control amount in the first embodiment.

FIG. 4 is a flowchart showing a procedure for correcting a parameter in the first, second, and third embodiments.

FIG. 5 is a flowchart showing a calculation procedure of a brake control amount in the second and third embodiments.

FIG. 6 is a flowchart showing a procedure for calculating a brake control amount in another embodiment.

[Explanation of symbols]

10 ... Brake ECU, 10a ... Arithmetic processing unit,
10b ... communication section, 10c ... signal input / output section, 12
... Brake control amount calculation unit, 14 ... Command output unit,
16 ... Running state detection unit, 20 ... Engine EC
U, 20a ... Arithmetic processing section, 20b ... Communication section, 2
0c ... Signal input / output unit, 22 ... Engine control amount calculation unit, 24 ... Actuator command output unit, 30 ...
・ ATECU 30, 30a ... Arithmetic processing unit, 30b
..Communication unit, 30c ... Signal input / output unit, 32 ... Solenoid command output unit, 41 ... Driver required torque calculation unit, 42 ... VSC torque calculation unit, 43 ... AB
S / TRC torque calculation unit, 44 ... Constant speed CC torque calculation unit, 45 ... ACC torque calculation unit, 46 ... Torque selection unit, 47 ... Torque conversion unit, 48 ... Control target selection Part, 49 ... Engine control target calculation part, 50 ...
.. AT control target calculation unit, 51 ... Brake control target calculation unit

Claims (11)

[Claims] 1. A command value representing a drive braking torque to be generated in a controlled object, which is a component of a vehicle drive / braking system, is received from a higher-level control device, and the controlled object is controlled based on the command value. A travel control device, comprising: a conversion unit that converts the command value received from the higher-order control device into a control amount of a control target; and a control unit that controls the control target with the control amount converted by the conversion unit. A travel detection means for detecting that the vehicle is running or stopped, and a conversion characteristic used when the conversion means converts the command value into a controlled variable of a controlled object, based on a detection result by the travel detection means. A traveling control device comprising: a switching means for switching to a conversion characteristic corresponding to a traveling vehicle when the vehicle is traveling and for switching to a conversion characteristic corresponding to a stopped vehicle when the vehicle is stopped. . 2. The converting means is configured to calculate a controlled variable of the controlled object based on the command value and a parameter corresponding to a friction coefficient of the controlled object, and the switching means is the converting means. The parameter used when calculating the controlled variable of the controlled object is switched to the parameter corresponding to the dynamic friction coefficient when the vehicle is traveling based on the detection result of the traveling detection means, and the parameter corresponding to the static friction coefficient when the vehicle is stopped. The traveling control device according to claim 1, wherein the conversion characteristic is switched by switching to. 3. The traveling detection means is capable of detecting the traveling speed of the vehicle, and the traveling speed is detected.
The traveling control device according to claim 1 or 2, wherein the traveling control device detects that the vehicle is traveling. 4. The traveling detection means is capable of detecting a traveling speed of a vehicle and an acceleration applied to the vehicle, the traveling speed is not detected, and a change in acceleration is equal to or more than a predetermined threshold value. The traveling control device according to claim 1 or 2, wherein a state after that is detected as that the vehicle is traveling. 5. The traveling detection means is capable of detecting a traveling speed of the vehicle and detects a state in which the traveling speed is not detected as the vehicle being stopped. 5. The traveling control device according to claim 4. 6. An operation detecting means for detecting an operation state of a vehicle by a driver, and an operation state detected by the operation detecting means,
A first predicting unit that predicts the start of traveling of the vehicle, wherein the switching unit uses a parameter that is used when the converting unit calculates a controlled variable of the controlled object, by the first predicting unit. The travel control device according to any one of claims 2 to 5, wherein the parameter is switched to a parameter corresponding to the static friction coefficient only after the start of the vehicle is predicted until a predetermined period of time elapses. 7. The high-order control device calculates a target drive braking torque required to control the vehicle to a predetermined traveling state, and configures the drive / braking system of the vehicle with the target drive braking torque. In order to generate using a plurality of constituent elements, a command value for each control device that controls the plurality of constituent elements is set based on the target drive braking torque, and the set command values are set to the travel control device. Is configured to output to each of a plurality of control devices including, the travel control device, an acquisition means for acquiring the target drive braking torque calculated by the higher-order control device, and the detection result by the travel detection means A second predicting unit that predicts the start of traveling of the vehicle based on the target drive braking torque acquired by the acquiring unit; and the switching unit includes the converting unit. The parameter used when calculating the controlled variable of the controlled object is switched to the parameter corresponding to the static friction coefficient only until a predetermined period elapses after the vehicle start is predicted by the second predicting means. The travel control device according to any one of claims 2 to 5. 8. The switching means switches to a parameter corresponding to a static friction coefficient only until a predetermined time elapses after the start of traveling of the vehicle is predicted. 7. The traveling control device according to 7. 9. The switching means switches to a parameter corresponding to a coefficient of static friction only during a period from when the vehicle is predicted to start traveling to when the vehicle is traveling as a result of detection by the traveling detection means. Claim 6 or claim 7
The traveling control device described in. 10. The switching unit uses a parameter used by the conversion unit when calculating a control amount of a controlled object so that a value indicated by the parameter continuously changes from one parameter to the other parameter. 10. The traveling control device according to claim 2, wherein the traveling control device is switched to. 11. The switching means switches the parameter used when the converting means calculates the controlled variable of the controlled object from the parameter corresponding to the static friction coefficient to the parameter corresponding to the dynamic friction coefficient, only when the parameter is changed. 11. The travel control device according to claim 10, wherein the value indicated by is switched so as to continuously change from the parameter corresponding to the static friction coefficient to the parameter corresponding to the dynamic friction coefficient.