Vehicle control device, control program, and control method

Abstract

To appropriately set starting point acceleration when achieving requested acceleration received from a driving support system.SOLUTION: The motion manager 45 receives the requested acceleration from the advanced driving assistance section 50S in the vehicle. The motion manager 45 determines a starting acceleration from which the acceleration of the vehicle is changed toward the requested acceleration. The motion manager 45 generates a connecting acceleration that connects the starting acceleration to the requested acceleration. The motion manager 45 outputs an instruction signal for controlling an actuator of the vehicle based on the transition acceleration.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control device, a control program, and a control method. [Background technology]

[0002] Patent Document 1 describes a control device that functions as a motion manager. When the motion manager receives a requested acceleration from a driving assistance system, it outputs a command according to the request to an actuator control unit of the vehicle. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2020-32894 Summary of the Invention [Problem to be solved by the invention]

[0004] When there is a difference between the acceleration requested by the driving assistance system and the current acceleration of the vehicle, it is possible to calculate a transition acceleration that gradually changes the acceleration from the current acceleration of the vehicle, which serves as a starting point, toward the requested acceleration. If the current acceleration recognized by the driving assistance system is used as the starting acceleration when the motion manager calculates a command for the vehicle's actuator control unit, the resulting starting acceleration may not be optimal. Therefore, it is desirable to appropriately set the starting acceleration when realizing the requested acceleration received from the driving assistance system. [Means for solving the problem]

[0005] A vehicle control device that solves the above problem performs the following steps: receives a required acceleration from a vehicle's driving assistance system; determines a starting acceleration that serves as a starting point when changing the vehicle's acceleration toward the required acceleration; generates a transition acceleration that connects the starting acceleration to the required acceleration; and outputs an instruction signal for controlling the vehicle's actuator based on the transition acceleration.

[0006] In addition, a control program that solves the above problem causes a control device to receive a required acceleration from a vehicle's driving assistance system, determine a starting acceleration that serves as a starting point when changing the vehicle's acceleration toward the required acceleration, generate a transition acceleration that connects the starting acceleration to the required acceleration, and output an instruction signal for controlling the vehicle's actuator based on the transition acceleration.

[0007] In addition, a control method that solves the above problem involves a control device receiving a required acceleration from a vehicle's driving assistance system, determining a starting acceleration that serves as a starting point when changing the vehicle's acceleration toward the required acceleration, generating a transition acceleration that connects the starting acceleration to the required acceleration, and outputting an instruction signal for controlling the vehicle's actuator based on the transition acceleration. [Effects of the Invention]

[0008] It is possible to appropriately set the starting acceleration when realizing the requested acceleration received from the driving assistance system. [Brief explanation of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram of a vehicle. [Figure 2] FIG. 2 is a functional block diagram showing the basic configuration of the exercise manager. [Figure 3] FIG. 3 is a flowchart showing a processing procedure for determining the starting acceleration. [Figure 4]FIG. 4 is a flowchart showing a processing procedure for generating a transition acceleration. [Figure 5] FIG. 5 is a diagram showing a change in acceleration in the first comparative example. [Figure 6] FIG. 6 is a diagram showing a change in acceleration in this embodiment. [Figure 7] FIG. 7 is a diagram showing a change in acceleration in the second comparative example. [Figure 8] FIG. 8 is a diagram showing a change in acceleration in this embodiment. [Figure 9] FIG. 9 is a diagram showing a change in acceleration in the third comparative example. [Figure 10] FIG. 10 is a diagram showing a change in acceleration in this embodiment. [Figure 11] FIG. 11 is a diagram showing a change in acceleration in the fourth comparative example. [Figure 12] FIG. 12 is a diagram showing a change in acceleration in this embodiment. [Figure 13] FIG. 13 is a diagram showing a change in acceleration in the fifth comparative example. [Figure 14] FIG. 14 is a diagram showing a change in acceleration in this embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0010] <Vehicle Overview> An embodiment of the present invention will now be described with reference to Figures 1 to 14. First, the general configuration of a vehicle 100 will be described.

[0011] 1, the vehicle 100 includes a powertrain device 71, a steering device 72, and a braking device 73. In this embodiment, the powertrain device 71, the steering device 72, and the braking device 73 are each an actuator of the vehicle 100.

[0012] The powertrain device 71 includes an engine, a motor generator, a transmission, etc. The engine is capable of applying driving force to the drive wheels of the vehicle 100 via the transmission. The motor generator is also capable of applying driving force to the drive wheels of the vehicle 100 via the transmission.

[0013] An example of the steering device 72 is a rack and pinion type electric steering device. The steering device 72 can change the direction of the steered wheels of the vehicle 100 by controlling a rack and pinion (not shown).

[0014] The brake device 73 is a so-called mechanical brake device that mechanically brakes the wheels of the vehicle 100. In this embodiment, an example of the brake device 73 is a disc brake.

[0015] 1, the vehicle 100 includes a central ECU 10, a powertrain ECU 20, a steering ECU 30, a brake ECU 40, and an advanced driving assistance ECU 50. The vehicle 100 also includes a first external bus 61, a second external bus 62, a third external bus 63, and a fourth external bus 64. Note that "ECU" is an abbreviation for (Electronic Control Unit).

[0016] The central ECU 10 controls the entire vehicle 100. The central ECU 10 includes an execution device 11 and a storage device 12. An example of the execution device 11 is a CPU. The storage device 12 includes a read-only ROM, a read-and-write volatile RAM, and a read-and-write non-volatile storage. The storage device 12 stores various programs and various data in advance. The execution device 11 executes the programs stored in the storage device 12 to realize various processes.

[0017] The powertrain ECU 20 can communicate with the central ECU 10 via a first external bus 61. The powertrain ECU 20 controls the powertrain device 71 by outputting a control signal to the powertrain device 71. The powertrain ECU 20 includes an execution device 21 and a storage device 22. An example of the execution device 21 is a CPU. The storage device 22 includes a ROM, a RAM, and a storage. The storage device 22 stores various programs and various data in advance. Specifically, the storage device 22 stores a powertrain application 23A in advance as one of the various programs. The powertrain application 23A is application software for controlling the powertrain device 71. The execution device 21 executes the powertrain application 23A stored in the storage device 22 to realize the function of a powertrain control unit 23 (described later). In this embodiment, the powertrain ECU 20 is a control device for controlling the powertrain device 71.

[0018] The steering ECU 30 can communicate with the central ECU 10 via the second external bus 62. The steering ECU 30 controls the steering device 72 by outputting a control signal to the steering device 72. The steering ECU 30 includes an execution device 31 and a storage device 32. An example of the execution device 31 is a CPU. The storage device 32 includes a ROM, a RAM, and storage. The storage device 32 stores various programs and various data in advance. Specifically, the storage device 32 stores a steering application 33A in advance as one of the various programs. The steering application 33A is application software for controlling the steering device 72. The execution device 31 executes the steering application 33A stored in the storage device 32 to realize the function of a steering control unit 33, which will be described later. In this embodiment, the steering ECU 30 is a control device for controlling the steering device 72.

[0019] The brake ECU 40 can communicate with the central ECU 10 via a third external bus 63. The brake ECU 40 controls the brake device 73 by outputting a control signal to the brake device 73. The brake ECU 40 includes an execution device 41 and a storage device 42. An example of the execution device 41 is a CPU. The storage device 42 includes a ROM, a RAM, and storage. The storage device 42 stores various programs and various data in advance. Specifically, the storage device 42 stores a brake application 43A in advance as one of the various programs. The brake application 43A is application software for controlling the brake device 73. Furthermore, the storage device 42 stores an exercise manager application 45A in advance as one of the various programs. The exercise manager application 45A is application software for arbitrating multiple exercise requests. The execution device 41 executes the brake application 43A stored in the storage device 42 to realize the function of a brake control unit 43 (described later). The execution device 41 also executes an exercise manager application 45A stored in the storage device 42 to realize the function of an exercise manager 45, which will be described later. In this embodiment, the brake ECU 40 is a control device. The exercise manager application 45A is a control program. That is, the execution device 41 of the brake ECU 40 executes various processes in the control method by executing the exercise manager application 45A. The brake ECU 40 is also a control device for controlling the brake device 73.

[0020] The advanced driving assistance ECU 50 can communicate with the central ECU 10 via a fourth external bus 64. The advanced driving assistance ECU 50 executes various driving assistance functions. The advanced driving assistance ECU 50 is a computer including an execution device 51 and a storage device 52. An example of the execution device 51 is a CPU. The storage device 52 includes a ROM, a RAM, and storage. The storage device 52 stores various programs and various data in advance. The various programs include a first assistance application 56A, a second assistance application 57A, a third assistance application 58A, a fourth assistance application 59A, and a qualifying arbitration application 53A. An example of the first assistance application 56A is application software for a collision mitigation braking system (AEB), which automatically applies the brakes to mitigate damage caused by a collision to the vehicle 100. An example of the second assistance application 57A is application software for a lane keeping assistance system (LKA), which maintains the lane in which the vehicle 100 is traveling. An example of the third support application 58A is application software for so-called adaptive cruise control (ACC), which allows the vehicle 100 to follow a vehicle ahead while maintaining a constant distance from the vehicle ahead. An example of the fourth support application 59A is application software for parking assistance that automatically parks the vehicle 100. In the present embodiment, each of the first support application 56A, the second support application 57A, the third support application 58A, and the fourth support application 59A is application software that realizes a driving assistance function of the vehicle 100. The execution device 51 realizes the function of a first support unit 56 (described later) by executing the first support application 56A stored in the storage device 52. Furthermore, the execution device 51 realizes the function of a second support unit 57 (described later) by executing the second support application 57A stored in the storage device 52. Furthermore, the execution device 51 realizes the function of a third support unit 58 (described later) by executing the third support application 58A stored in the storage device 52. Furthermore, the execution device 51 executes a fourth support application 59A stored in the storage device 52, thereby realizing the function of a fourth support unit 59, which will be described later.The execution device 51 executes a qualifying race arbitration application 53A stored in the storage device 52, thereby realizing the function of a qualifying race arbitration unit 53, which will be described later. In this embodiment, the advanced driving assistance ECU 50 is a control device that configures a driving assistance system. In addition, hereinafter, the driving assistance control executed by the advanced driving assistance ECU 50 may be referred to as ADAS (Advanced Driver-Assistance Systems) control.

[0021] The vehicle 100 is equipped with an acceleration sensor 81 , an accelerator operation amount sensor 86 , a steering angle sensor 87 , and a brake operation amount sensor 88 . The acceleration sensor 81 is a so-called three-axis sensor, which is capable of detecting a longitudinal acceleration gx, a lateral acceleration gy, and a vertical acceleration gz.

[0022] The longitudinal acceleration gx is the acceleration along the longitudinal axis of the vehicle 100, with acceleration acting in the driving direction of the vehicle 100 being expressed as a positive value and deceleration, which is acceleration acting in the braking direction of the vehicle 100, being expressed as a negative value. Therefore, when the driving force of the vehicle 100 is large, the value of the longitudinal acceleration gx is larger than when the driving force of the vehicle 100 is small. In other words, the value of the longitudinal acceleration gx is positive and the absolute value is large. On the other hand, when the braking force of the vehicle 100 is small, the value of the longitudinal acceleration gx is larger than when the braking force of the vehicle 100 is large. In other words, the value of the longitudinal acceleration gx is negative and the absolute value is small.

[0023] The lateral acceleration gy is acceleration along the lateral axis of the vehicle 100, with acceleration acting to the left of the vehicle 100 being represented by a positive value and acceleration acting to the right of the vehicle 100 being represented by a negative value. The vertical acceleration gz is the acceleration along the vertical axis of the vehicle 100, with acceleration acting upward of the vehicle 100 being represented by a positive value and acceleration acting downward of the vehicle 100 being represented by a negative value. Note that the terms "front / back," "left / right," and "up / down" used here refer to directions as seen from the driver's seat of the vehicle 100.

[0024] The accelerator operation amount sensor 86 detects the accelerator operation amount ACC, which is the amount of operation of the accelerator pedal operated by the driver of the vehicle 100. The steering angle sensor 87 detects the steering angle RA, which is the angular position of the steering shaft operated by the driver. In this embodiment, the steering angle RA when the steering shaft is in the neutral position, i.e., when the vehicle 100 is traveling straight, is set to a reference position of "0." The steering angle RA in the direction in which the vehicle 100 turns left is represented by a positive value, and the steering angle RA in the direction in which the vehicle 100 turns right is represented by a negative value.

[0025] The brake operation amount sensor 88 detects the brake operation amount BRA, which is the amount of operation of the brake pedal operated by the driver. The powertrain ECU 20 obtains a signal indicating the accelerator operation amount ACC from an accelerator operation amount sensor 86. The steering ECU 30 obtains a signal indicating the steering angle RA from a steering angle sensor 87. The brake ECU 40 obtains signals indicating the longitudinal acceleration gx, the lateral acceleration gy, and the vertical acceleration gz from an acceleration sensor 81. The brake ECU 40 obtains a signal indicating the brake operation amount BRA from a brake operation amount sensor 88. The brake ECU 40 can obtain various values ​​including the accelerator operation amount ACC and the steering angle RA via the central ECU 10.

[0026] <Basic configuration of the exercise manager> Next, the basic configuration of the motion manager 45 will be described with reference to Fig. 2. As shown in Fig. 2, the motion manager 45 can communicate with the advanced driving assistance unit 50S. The motion manager 45 can also communicate with the powertrain control unit 23, the steering control unit 33, and the brake control unit 43. The motion manager 45 can also acquire the longitudinal acceleration gx, etc. In this embodiment, the longitudinal acceleration gx is an example of the actual acceleration of the vehicle 100.

[0027] The advanced driving assistance unit 50S includes the first assistance unit 56, the second assistance unit 57, the third assistance unit 58, the fourth assistance unit 59, and the preliminary round arbitration unit 53 described above. When executing various types of control, the first support unit 56, the second support unit 57, the third support unit 58, and the fourth support unit 59 output motion requests to the preliminary arbitration unit 53. At this time, the first support unit 56, the second support unit 57, the third support unit 58, and the fourth support unit 59 continue to output the motion requests, for example, from when various types of control become necessary until the control becomes unnecessary. Here, the motion requests include, for example, a required acceleration Gd for controlling the longitudinal acceleration gx.

[0028] The preliminary round arbitration unit 53 receives the required acceleration Gd and the like as movement requests from the first support unit 56, the second support unit 57, the third support unit 58, and the fourth support unit 59. The preliminary round arbitration unit 53 then arbitrates the received required acceleration Gd and the like. For example, when the preliminary round arbitration unit 53 receives the required acceleration Gd from each of the multiple support units, the preliminary round arbitration unit 53 selects the required acceleration Gd that was received earliest as the arbitration result. Also, for example, when the preliminary round arbitration unit 53 receives the required acceleration Gd from each of the multiple support units, the preliminary round arbitration unit 53 selects the smallest required acceleration Gd as the arbitration result. In this way, the preliminary round arbitration unit 53 arbitrates the movement requests in accordance with rules that are predetermined depending on the driving situation of the vehicle 100.

[0029] The motion manager 45 receives the requested acceleration Gd and the like as a motion request from the qualifying arbitration unit 53. The motion manager 45 also receives motion requests from units other than the advanced driving assistance unit 50S. The motion manager 45 then arbitrates the various received motion requests in accordance with predetermined rules depending on the driving situation of the vehicle 100.

[0030] The motion manager 45 generates operation request instruction signals for controlling various actuators based on the required acceleration Gd, etc. selected as the arbitration result. Here, the various actuators are the powertrain device 71, the steering device 72, the brake device 73, etc. For example, when controlling the powertrain device 71, the motion manager 45 outputs the operation request instruction signal to the powertrain control unit 23. Then, the powertrain control unit 23 outputs a control signal to the powertrain device 71 based on the operation request instruction signal. In this way, the instruction signal output by the motion manager 45 is received by the control unit corresponding to the actuator to be controlled. Then, the actuator is controlled by the control unit.

[0031] For example, when the motion manager 45 receives a required acceleration Gd as a motion request from the qualifying arbitration unit 53, it determines a starting acceleration Gsp, which serves as a starting point for changing the acceleration of the vehicle 100 toward the required acceleration Gd. The motion manager 45 also generates a transition acceleration Gc that connects the starting acceleration Gsp to the required acceleration Gd. The motion manager 45 then controls various actuators of the vehicle 100 based on the transition acceleration Gc. That is, the motion manager 45 calculates an accelerator-off acceleration Gof, which is the acceleration of the vehicle 100 when the accelerator pedal operated by the vehicle driver is released. The accelerator-off acceleration Gof is calculated based on, for example, the engine speed, the transmission gear ratio, and the gradient of the road surface on which the vehicle 100 is traveling, all of which are acquired by the motion manager 45 from the powertrain control unit 23. If the transition acceleration Gc is greater than or equal to the accelerator-off acceleration Gof, the motion manager 45 calculates a driving force required to achieve the transition acceleration Gc. The motion manager 45 then outputs the calculated driving force to the powertrain control unit 23 as an instruction signal for an operation request to control the powertrain device 71. On the other hand, if the transition acceleration Gc is smaller than the accelerator-off acceleration Gof, the motion manager 45 calculates a braking force required to achieve the transition acceleration Gc. The motion manager 45 then outputs the calculated braking force to the brake control unit 43 as an instruction signal for an operation request to control the brake device 73. The motion manager 45 also outputs the accelerator-off acceleration Gof to the advanced driving assistance unit 50S.

[0032] Furthermore, each of the powertrain control unit 23, the steering control unit 33, and the brake control unit 43 can receive an instruction signal for an operation request from the driver of the vehicle 100, in addition to an instruction signal for an operation request from the motion manager 45. The powertrain control unit 23 can receive an accelerator operation amount ACC detected by an accelerator operation amount sensor 86 as an instruction signal for an operation request to control an actuator based on the driver's operation. The steering control unit 33 can receive a steering angle RA detected by a steering angle sensor 87 as an instruction signal for an operation request to control an actuator based on the driver's operation. Furthermore, the brake control unit 43 can receive a brake operation amount BRA detected by a brake operation amount sensor 88 as an instruction signal for an operation request to control an actuator based on the driver's operation.

[0033] When the powertrain control unit 23, the steering control unit 33, and the brake control unit 43 receive an instruction signal requesting operation from the driver of the vehicle 100, they output a control signal to the actuator according to the magnitude of the instruction signal requesting operation from the driver.

[0034] For example, when the accelerator acceleration Gac is greater than or equal to the transition acceleration Gc or the required acceleration Gd, the powertrain unit 71 is controlled to obtain the driving force required to achieve the accelerator acceleration Gac. The accelerator acceleration Gac is a value calculated based on the accelerator operation amount ACC, etc., and indicates the magnitude of the acceleration in the driving direction currently required by the driver. On the other hand, when the accelerator acceleration Gac is less than the transition acceleration Gc or the required acceleration Gd, the powertrain unit 71 is controlled to obtain the driving force required to achieve the transition acceleration Gc or the required acceleration Gd.

[0035] Furthermore, for example, when the braking acceleration Gbr is smaller than the transition acceleration Gc or the required acceleration Gd, the brake device 73 is controlled to obtain the braking force required to achieve the braking acceleration Gbr. The braking acceleration Gbr is a value calculated based on the brake operation amount BRA, etc., and indicates the magnitude of the acceleration in the braking direction currently required by the driver. When the braking acceleration Gbr is smaller than the transition acceleration Gc or the required acceleration Gd, the braking force corresponding to the braking acceleration Gbr is greater than the braking force corresponding to the transition acceleration Gc or the required acceleration Gd.

[0036] On the other hand, when the braking acceleration Gbr is greater than the transition acceleration Gc or the required acceleration Gd, the brake device 73 is controlled so as to obtain the braking force necessary to achieve the transition acceleration Gc or the required acceleration Gd. Note that when the braking acceleration Gbr is greater than the transition acceleration Gc or the required acceleration Gd, this means that the braking force corresponding to the braking acceleration Gbr is smaller than the braking force corresponding to the transition acceleration Gc or the required acceleration Gd.

[0037] <Setting the starting acceleration> 3 shows the procedure of the process executed by the motion manager 45 to determine the starting acceleration Gsp. This process is repeatedly executed at predetermined intervals by the brake ECU 40 that realizes the motion manager 45 when the ADAS request flag F is turned ON. The ADAS request flag F is a flag set by the advanced driving assistance ECU 50 that realizes the advanced driving assistance unit 50S, and is set to ON when a motion request due to ADAS control is made. Then, when the motion request due to ADAS control is no longer made, the ADAS request flag F is set to OFF.

[0038] In the following, the step number of each process will be represented by a number preceded by "S". When this process starts, the motion manager 45 determines whether the required acceleration Gd received from the advanced driving assistance unit 50S is equal to or greater than the currently calculated accelerator-off acceleration Gof (S100). If the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100, a positive determination is made in the process of S100. On the other hand, if the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100, a negative determination is made in the process of S100.

[0039] If the determination in S100 is affirmative, the motion manager 45 determines whether the required acceleration Gd is equal to or less than the accelerator acceleration Gac (S110). The accelerator acceleration Gac is a value calculated by the motion manager 45 based on the accelerator operation amount ACC, etc., and indicates the acceleration in the driving direction currently required by the driver.

[0040] If it is determined in the processing of S110 that the required acceleration Gd is equal to or smaller than the accelerator acceleration Gac (S110: YES), the motion manager 45 substitutes the required acceleration Gd received from the advanced driving assistance unit 50S for the starting acceleration Gsp (S130).

[0041] On the other hand, if the required acceleration Gd is greater than the accelerator acceleration Gac and thus the determination in S110 is negative, the motion manager 45 determines whether the current acceleration Gcu is less than the accelerator-off acceleration Gof (S120). The current acceleration Gcu is a value obtained by the motion manager 45 executing a process to convert the current driving force acquired from the powertrain control unit 23 and the current braking force acquired from the brake control unit 43 into an acceleration. This current acceleration Gcu is a value indicating the longitudinal acceleration currently acting on the vehicle 100. If the current longitudinal acceleration of the vehicle 100 is an acceleration acting in the braking direction of the vehicle 100, the determination in S120 is positive. On the other hand, if the current acceleration of the vehicle 100 is an acceleration acting in the driving direction of the vehicle 100, the determination in S120 is negative. The motion manager 45 outputs the current acceleration Gcu to the advanced driving assistance unit 50S.

[0042] If the determination in the process of S120 is affirmative, the exercise manager 45 substitutes the accelerator-off acceleration Gof for the starting acceleration Gsp (S140). If the determination in the process of S120 is negative, the exercise manager 45 substitutes the current acceleration Gcu for the starting acceleration Gsp (S150).

[0043] If the determination in the processing of S100 above is negative, the motion manager 45 determines whether the required acceleration Gd is equal to or greater than the current acceleration Gcu (S210). Here, since the determination in the processing of S100 is negative, the required acceleration Gd in S210 is the acceleration acting in the braking direction of the vehicle 100. If the required acceleration Gd acting in the braking direction is greater than or equal to the current acceleration Gcu, the following occurs: That is, the current acceleration Gcu is the acceleration acting in the braking direction of the vehicle 100, and the required acceleration Gd is a braking force equal to or smaller than the current acceleration Gcu.

[0044] If it is determined in the process of S210 that the required acceleration Gd is equal to or greater than the current acceleration Gcu (S210: YES), the motion manager 45 assigns the required acceleration Gd received from the advanced driving assistance unit 50S to the starting acceleration Gsp (S230).

[0045] On the other hand, if the required acceleration Gd is less than the current acceleration Gcu and therefore a negative determination is made in the processing of S210, the motion manager 45 determines whether the current acceleration Gcu is greater than the accelerator-off acceleration Gof (S220). If the current longitudinal acceleration of the vehicle 100 is an acceleration acting in the driving direction of the vehicle 100, a positive determination is made in the processing of S220. On the other hand, if the current acceleration of the vehicle 100 is an acceleration acting in the braking direction of the vehicle 100, a negative determination is made in the processing of S220.

[0046] If the determination in the process of S220 is affirmative, the exercise manager 45 substitutes the accelerator-off acceleration Gof for the starting acceleration Gsp (S240). If the determination in the process of S120 is negative, the exercise manager 45 substitutes the current acceleration Gcu for the starting acceleration Gsp (S250).

[0047] Then, when any one of the processes of S130, S140, S150, S230, S240, and S250 has been executed, the exercise manager 45 ends this process in the current execution cycle.

[0048] <Calculating the connecting acceleration> 4 shows the procedure of the process executed by the motion manager 45 to generate the transition acceleration Gc. This process is repeatedly executed at predetermined execution intervals by the brake ECU 40 that implements the motion manager 45.

[0049] When this process starts, the exercise manager 45 determines whether the ADAS request flag F is ON (S300). If it is determined in the processing of S300 that the ADAS request flag F is ON (S300: YES), the motion manager 45 determines whether the previous value of the ADAS request flag F was OFF (S310). The previous value of the ADAS request flag F is the value of the ADAS request flag F acquired by the motion manager 45 when this processing was executed in the previous execution cycle. If the current execution of this processing is the first execution since a driving request due to ADAS control was issued, the value of the ADAS request flag F in the current execution cycle is ON, while the previous value of the ADAS request flag F is OFF, so a positive determination is made in the processing of S310. On the other hand, if this processing is executed while ADAS control is being executed, both the value of the ADAS request flag F in the current execution cycle and the previous value of the ADAS request flag F are ON, so a negative determination is made in the processing of S310.

[0050] If the determination in the process of S310 is affirmative, the exercise manager 45 sets the starting acceleration Gsp determined in the series of processes shown in FIG. 3 as the initial connecting acceleration Gc (S320). On the other hand, if the determination in S310 is negative, the exercise manager 45 acquires the required acceleration Gd and the jerk Gcr from the advanced driving assistance unit 50S (S330).

[0051] The jerk Gcr is the amount of change per unit time in the acceleration of the vehicle 100 when the acceleration of the vehicle 100 is changed toward the required acceleration Gd. The advanced driving assistance unit 50S sets an optimal jerk Gcr that is pre-adapted to the motion requests from the first assistance unit 56, the second assistance unit 57, the third assistance unit 58, and the fourth assistance unit 59.

[0052] Next, the exercise manager 45 determines whether the currently calculated transition acceleration Gc has reached the required acceleration Gd (S340). If it is determined that the currently calculated transition acceleration Gc has reached the required acceleration Gd, the exercise manager 45 assigns the value of the required acceleration Gd to the transition acceleration Gc.

[0053] If it is determined in the process of S340 that the currently calculated transition acceleration Gc does not reach the required acceleration Gd (S340: NO), the exercise manager 45 calculates the transition acceleration Gc (S350). In the process of S350, the exercise manager 45 calculates the median of three values: the transition acceleration GcA calculated from the following equation (1), the transition acceleration GcB calculated from the following equation (2), and the required acceleration Gd. Then, the transition acceleration Gc is calculated by substituting the calculated median for the transition acceleration Gc.

[0054] GcA = current value of transition acceleration Gc + acceleration change rate Gcr × execution period of this process... (1) GcB = Current value of transition acceleration Gc - Change in acceleration rate Gcr × Execution period of this process... (2) If a negative determination is made in the process of S340, the process of S350 is executed at every predetermined execution cycle, thereby updating the transition acceleration Gc.

[0055] Then, when either of the processes of S320 and S350 is executed, or when a negative judgment is made in the process of S300, or when a positive judgment is made in the process of S340, the exercise manager 45 ends this process for the current execution cycle.

[0056] <Operation of this embodiment> (Comparison between the first comparative example and this embodiment) First, a description will be given of Comparative Example 1. The preconditions for this Comparative Example 1 are that the accelerator pedal is released and the required acceleration Gd is calculated in a direction that increases the driving force.

[0057] Fig. 5 shows an example of changes in acceleration in the first comparative example. Note that the solid line L1 in Fig. 5 indicates the transition acceleration Gc, the dashed-dotted line L2 indicates the accelerator-off acceleration Gof recognized by the motion manager 45, and the dashed-two-dotted line L3 indicates the accelerator-off acceleration Gof recognized by the advanced driving assistance unit 50S. Note that the accelerator-off acceleration Gof is a value equivalent to the current acceleration Gcu when the accelerator pedal is released.

[0058] In the first comparative example shown in FIG. 5, the following processing is executed to perform ADAS control. The advanced driving assistance unit 50S sets the current value of the current acceleration Gcu or the accelerator-off acceleration Gof acquired from the motion manager 45 via the third external bus 63 and the fourth external bus 64 as the starting acceleration Gsp.

[0059] The advanced driving assistance unit 50S generates a transition acceleration Gc that connects the starting acceleration Gsp to the required acceleration Gd. The motion manager 45 receives the transition acceleration Gc generated by the advanced driving assistance unit 50S via the third external bus 63 and the fourth external bus 64.

[0060] The motion manager 45 receives the transition acceleration Gc and controls the driving force and braking force based on the transition acceleration Gc. In the first comparative example, the accelerator-off acceleration Gof recognized by the motion manager 45 is transmitted to the advanced driving assistance unit 50S via an external bus. Such data transmission via an external bus causes a considerable communication delay. Therefore, a discrepancy ER occurs between the current value of the accelerator-off acceleration Gof recognized by the motion manager 45 and the current value of the accelerator-off acceleration Gof recognized by the advanced driving assistance unit 50S. Therefore, a period (the period from time t1 to time t2 shown in FIG. 5 ) occurs during which the transition acceleration Gc received by the motion manager 45 is lower than the accelerator-off acceleration Gof recognized by the motion manager 45 (the dashed-dotted line L2). During this period from time t1 to time t2, the brake device 73 operates to generate a braking force. Therefore, after a braking force is temporarily generated, the driving force increases, which may cause the driver to feel uncomfortable.

[0061] Next, the present embodiment will be described. 6 shows the change in acceleration in this embodiment under the same preconditions as those of Comparative Example 1. Note that the solid line L1, the dashed line L2, and the dashed two-dot line L3 shown in FIG. 6 are the same as those in FIG.

[0062] In this embodiment, when the accelerator pedal is released and the required acceleration Gd is calculated in the direction in which the driving force increases, which are prerequisites for the first comparative example, a positive determination is made in the process of S100 shown in FIG. 3 . A negative determination is also made in the process of S110. Since a negative determination is made in the process of S120, the motion manager 45 executes the process of S150. Therefore, the motion manager 45 assigns the current acceleration Gcu to the starting acceleration Gsp. Here, since the accelerator pedal is currently released, the starting acceleration Gsp determined at this time is the same as the accelerator-off acceleration Gof recognized by the motion manager 45.

[0063] After determining the starting acceleration Gsp in this manner, the motion manager 45 executes the process shown in Fig. 4. That is, the motion manager 45 generates the transition acceleration Gc based on the requested acceleration Gd and jerk Gcr received from the advanced driving assistance unit 50S. The motion manager 45 then calculates the driving force required to achieve the transition acceleration Gc and controls the powertrain unit 71 by outputting the calculated driving force as an instruction signal for an operation request for controlling the powertrain unit 71.

[0064] In this embodiment, the current acceleration Gcu recognized by the motion manager 45 is set as the starting acceleration Gsp. Therefore, unlike the first comparative example, the deviation ER of the current acceleration value due to communication delays is suppressed. Therefore, there is no period in which the transition acceleration Gc is temporarily lower than the accelerator-off acceleration Gof (dash-dotted line L2) recognized by the motion manager 45. Therefore, no temporary braking force is generated when increasing the driving force. Therefore, unlike the first comparative example, the discomfort felt by the driver as described above is suppressed.

[0065] In the preconditions of the first comparative example described above, the required acceleration Gd is calculated in a direction that increases the driving force. On the other hand, if the required acceleration Gd is calculated in a direction that increases the braking force, the opposite behavior to the above occurs. That is, there is a period in which the transition acceleration Gc received by the motion manager 45 exceeds the accelerator-off acceleration Gof (dotted line L2) recognized by the motion manager 45. During this period, a driving force is generated by the operation of the powertrain device 71. Therefore, after the driving force is temporarily generated, the braking force increases, which may also cause the driver to feel uncomfortable in this case.

[0066] In this embodiment, when the accelerator pedal is released and the required acceleration Gd is calculated in a direction that increases the braking force, a negative determination is made in the process of S100 shown in FIG. 3 . A negative determination is also made in the process of S210. Since a negative determination is made in the process of S220, the motion manager 45 executes the process of S250. Therefore, the motion manager 45 assigns the current acceleration Gcu to the starting acceleration Gsp. Because the accelerator pedal is currently released, the starting acceleration Gsp determined at this time is the same as the accelerator-off acceleration Gof recognized by the motion manager 45. The motion manager 45 then executes the process shown in FIG. 4 to generate a transition acceleration Gc starting from the starting acceleration Gsp and control the braking force of the brake device 73. Thus, even when the accelerator pedal is released and the required acceleration Gd is calculated in a direction that increases the braking force, the acceleration recognized by the motion manager 45 itself is set as the starting acceleration Gsp in this embodiment. Therefore, for the same reason as described above, no temporary driving force is generated when the braking force is increased, thereby preventing the driver from experiencing the discomfort described above.

[0067] (Comparison between the second comparative example and this embodiment) Next, a second comparative example will be described. The prerequisite for this second comparative example is that the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100 and is equal to or less than the accelerator acceleration Gac. In this second comparative example, the current acceleration Gcu is always set to the starting acceleration Gsp, which is different from the present embodiment.

[0068] FIG. 7 shows an example of changes in acceleration in the second comparative example. Note that solid line L1 in FIG. 7 indicates the current acceleration Gcu, and dashed line L2 indicates the transition acceleration Gc. Solid line L3 indicates the accelerator acceleration Gac, and dashed line L4 indicates the accelerator-off acceleration Gof. Furthermore, after time t3 shown in FIG. 7, the transition acceleration Gc reaches the required acceleration Gd, so the current acceleration Gcu is controlled to match the required acceleration Gd.

[0069] In the second comparative example, the ADAS requirement flag is turned ON at time t1, and the required acceleration Gd is calculated. Then, the current acceleration Gcu(L1) at time t1 is substituted for the starting acceleration Gsp, and a transition acceleration Gc(L2) is generated from the starting acceleration Gsp toward the required acceleration Gd.

[0070] After time t1, when the driver releases the accelerator pedal, the accelerator acceleration Gac(L3) decreases toward the accelerator-off acceleration Gof(L4). Here, in the process of the accelerator acceleration Gac decreasing, during the period (from time t1 to time t2) when the accelerator acceleration Gac is equal to or greater than the transition acceleration Gc(L2), the powertrain device 71 is controlled so that the accelerator acceleration Gac is obtained. Therefore, the current acceleration Gcu(L1) coincides with the accelerator acceleration Gac.

[0071] Meanwhile, during the period (time t2 to time t3) when the accelerator acceleration Gac decreases and the accelerator acceleration Gac becomes less than the transition acceleration Gc (L2), the powertrain device 71 is controlled to obtain the transition acceleration Gc. Therefore, the current acceleration Gcu (L1) coincides with the transition acceleration Gc. In this manner, during the period from time t2 to time t3 when the powertrain device 71 is controlled, an acceleration greater than the accelerator acceleration Gac and the required acceleration Gd is generated, even though the driver is releasing the accelerator pedal. This results in the generation of unnecessary driving force.

[0072] Next, the present embodiment will be described. 8 shows the change in acceleration in this embodiment under the same conditions as those of Comparative Example 2. Note that the solid line L1, solid line L3, and two-dot chain line L4 shown in FIG. 8 are the same as those in FIG.

[0073] In this embodiment, if the precondition of the second comparative example is met, that is, if the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100 and is equal to or less than the accelerator acceleration Gac, then the determinations of both S100 and S110 shown in Fig. 3 are affirmative. Therefore, the motion manager 45 executes the processing of S130. Therefore, the motion manager 45 substitutes the required acceleration Gd for the starting acceleration Gsp.

[0074] After determining the starting acceleration Gsp in this way, the exercise manager 45 executes the process shown in Fig. 4. That is, in S320 of this process, the required acceleration Gd is substituted as the initial value of the transition acceleration Gc. Then, the next time this process is executed, a positive determination is made in S340, so the process of S350 is not executed and this process ends. In other words, the transition acceleration Gc that connects the starting acceleration Gsp to the required acceleration Gd is not actually generated.

[0075] Therefore, as shown in FIG. 8, after time t1, when the driver releases the accelerator pedal, the accelerator acceleration Gac(L3) decreases toward the accelerator-off acceleration Gof(L4).

[0076] During the process of decreasing the accelerator acceleration Gac, the transition acceleration Gc described above is not generated. Therefore, during the period until the accelerator acceleration Gac reaches the required acceleration Gd(L2) (from time t1 to time t2 in FIG. 8), the accelerator acceleration Gac is equal to or greater than the required acceleration Gd. Therefore, by controlling the powertrain device 71 to obtain the accelerator acceleration Gac, the current acceleration Gcu(L1) coincides with the accelerator acceleration Gac.

[0077] In this manner, in this embodiment, as the accelerator acceleration Gac decreases, the current acceleration Gcu coincides with the accelerator acceleration Gac. Therefore, no acceleration greater than the accelerator acceleration Gac or the required acceleration Gd occurs, thereby suppressing the generation of unnecessary driving force.

[0078] (Comparison between the third comparative example and this embodiment) Next, a third comparative example will be described. The prerequisite for this third comparative example is that the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100 and is equal to or greater than the current acceleration Gcu. In other words, the braking force obtained at the current acceleration Gcu is greater than the braking force obtained at the required acceleration Gd. Also in this third comparative example, the current acceleration Gcu is always set to the starting acceleration Gsp, which is different from the present embodiment.

[0079] FIG. 9 shows an example of changes in acceleration in the third comparative example. Note that solid line L1 in FIG. 9 indicates the current acceleration Gcu, and dashed line L2 indicates the transition acceleration Gc. Solid line L3 indicates the braking acceleration Gbr, and dashed line L4 indicates the accelerator-off acceleration Gof. Furthermore, after time t3 shown in FIG. 9, the transition acceleration Gc reaches the required acceleration Gd, so the current acceleration Gcu is controlled to match the required acceleration Gd.

[0080] In the third comparative example, the ADAS requirement flag is turned ON at time t1, and the required acceleration Gd is calculated. Then, the current acceleration Gcu(L1) at time t1 is substituted for the starting acceleration Gsp, and a transition acceleration Gc(L2) is generated from the starting acceleration Gsp toward the required acceleration Gd.

[0081] After time t1, when the required braking force decreases, for example, when the driver releases the brake pedal, the braking acceleration Gbr(L3) increases toward the accelerator-off acceleration Gof(L4).

[0082] Here, in the process of increasing the braking acceleration Gbr, during the period (from time t1 to time t2) when the braking acceleration Gbr is equal to or less than the transition acceleration Gc(L2), the braking device 73 is controlled so that the braking acceleration Gbr is obtained. Therefore, the current acceleration Gcu(L1) coincides with the braking acceleration Gbr.

[0083] On the other hand, in the process of increasing the braking acceleration Gbr, during the period (time t2 to time t3) when the braking acceleration Gbr becomes greater than the transition acceleration Gc (L2), the braking device 73 is controlled to obtain the transition acceleration Gc. Therefore, the current acceleration Gcu (L1) coincides with the transition acceleration Gc. In this manner, during the period from time t2 to time t3 when the braking device 73 is controlled to obtain the transition acceleration Gc, an acceleration toward the braking side greater than the braking acceleration Gbr and the required acceleration Gd is generated, even though the required braking force is smaller. Therefore, an unnecessary braking force is generated.

[0084] Next, the present embodiment will be described. 10 shows the change in acceleration in this embodiment under the same preconditions as those of Comparative Example 3. Note that the solid line L1, solid line L3, and two-dot chain line L4 shown in FIG.

[0085] In this embodiment, if the precondition of the third comparative example is met, that is, if the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100 and is equal to or greater than the current acceleration Gcu, a negative determination is made in the processing of S100 shown in Fig. 3. Then, since a positive determination is made in the processing of S210, the exercise manager 45 executes the processing of S230. Therefore, the exercise manager 45 substitutes the required acceleration Gd for the starting acceleration Gsp.

[0086] After determining the starting acceleration Gsp in this way, the exercise manager 45 executes the process shown in Fig. 4. That is, in S320 of this process, the required acceleration Gd is substituted as the initial value of the transition acceleration Gc. Then, the next time this process is executed, a positive determination is made in S340, so the process of S350 is not executed and this process ends. In other words, the transition acceleration Gc that connects the starting acceleration Gsp to the required acceleration Gd is not actually generated.

[0087] Therefore, as shown in FIG. 10, after time t1, when the required braking force decreases, the braking acceleration Gbr(L3) decreases toward the accelerator-off acceleration Gof(L4).

[0088] During the process of this decrease in the braking acceleration Gbr, the transition acceleration Gc described above is not generated. Therefore, during the period until the braking acceleration Gbr reaches the required acceleration Gd(L2) (from time t1 to time t2 in FIG. 10), the braking acceleration Gbr is equal to or less than the required acceleration Gd. Therefore, by controlling the braking device 73 to obtain the braking acceleration Gbr, the current acceleration Gcu(L1) coincides with the braking acceleration Gbr.

[0089] In this manner, in this embodiment, the current acceleration Gcu coincides with the braking acceleration Gbr as the braking acceleration Gbr increases, so that an acceleration toward the braking side greater than the braking acceleration Gbr and the required acceleration Gd is not generated, thereby suppressing the generation of unnecessary braking force.

[0090] (Comparison between the fourth comparative example and this embodiment) Next, a fourth comparative example will be described. The prerequisites for this fourth comparative example are that the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100, and the current acceleration Gcu of the vehicle 100 is an acceleration acting in the braking direction of the vehicle 100. Also in this fourth comparative example, the current acceleration Gcu is always set to the starting acceleration Gsp, which is different from the present embodiment.

[0091] FIG. 11 shows an example of changes in acceleration in the fourth comparative example. Note that the solid line L1 in FIG. 11 indicates the current acceleration Gcu, and the dashed-dotted line L2 indicates the transition acceleration Gc. The solid line L3 indicates the braking acceleration Gbr, and the dashed-two-dot line L4 indicates the accelerator-off acceleration Gof. Furthermore, after time t4 shown in FIG. 11, the transition acceleration Gc reaches the required acceleration Gd, so the current acceleration Gcu is controlled to match the required acceleration Gd.

[0092] In the fourth comparative example, the ADAS requirement flag is turned ON at time t1, whereby the required acceleration Gd is calculated. Then, the current acceleration Gcu(L1) at time t1 is substituted for the starting acceleration Gsp, and a transition acceleration Gc(L2) is generated from the starting acceleration Gsp toward the required acceleration Gd.

[0093] After time t1, when the required braking force required by a control other than the ADAS control decreases, the braking acceleration Gbr(L3) increases toward the accelerator-off acceleration Gof(L4). Examples of situations in which the required braking force required by a control other than the ADAS control decreases include when the driver releases the brake pedal or when the required braking force from another brake control decreases.

[0094] Here, in the process of increasing the braking acceleration Gbr, during the period (before time t2) when the braking acceleration Gbr is equal to or less than the transition acceleration Gc(L2), the braking device 73 is controlled so that the braking acceleration Gbr is obtained. Therefore, the current acceleration Gcu(L1) coincides with the braking acceleration Gbr.

[0095] On the other hand, in the process of increasing the braking acceleration Gbr, during the period (time t2 to time t3) when the braking acceleration Gbr exceeds the transition acceleration Gc (L2), the braking device 73 is controlled to obtain the transition acceleration Gc. Therefore, the current acceleration Gcu (L1) coincides with the transition acceleration Gc. In this manner, during the period from time t2 to time t3 when the braking device 73 is controlled, the braking device 73 is controlled to obtain the transition acceleration Gc, even though the requested acceleration Gd from the ADAS control is an acceleration acting in the driving direction of the vehicle 100. In other words, even though a request for the driving side is issued from the ADAS control, there is a risk that control toward the braking side will be temporarily performed.

[0096] Next, the present embodiment will be described. Fig. 12 shows the change in acceleration in this embodiment under the same conditions as those of Comparative Example 4. Note that the solid line L1, the dashed line L2, the solid line L3, and the dashed two-dot line L4 shown in Fig. 12 are the same as those in Fig. 11.

[0097] In this embodiment, if the preconditions of the fourth comparative example are met, that is, if the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100 and the current acceleration Gcu is an acceleration acting in the braking direction of the vehicle 100, a positive determination is made in the processing of S100 shown in FIG. 3. Furthermore, since the accelerator pedal is often released when the brake pedal is operated, the required acceleration Gd often exceeds the accelerator acceleration Gac. Therefore, a negative determination is made in the processing of S110. Furthermore, since the current acceleration Gcu is an acceleration acting in the braking direction of the vehicle 100, a positive determination is made in the processing of S120. Therefore, the motion manager 45 executes the processing of S140. Therefore, the motion manager 45 substitutes the accelerator-off acceleration Gof for the starting acceleration Gsp.

[0098] After determining the starting acceleration Gsp in this way, the exercise manager 45 executes the process shown in Fig. 4. That is, in S320 of this process, the accelerator-off acceleration Gof is substituted as the initial value of the transition acceleration Gc. Then, the transition acceleration Gc is generated until it reaches the required acceleration Gd.

[0099] 12, after time t1, the braking acceleration Gbr(L3) increases, and there is no period during the period until time t2 when the current acceleration Gcu(L1) reaches the required acceleration Gd during which the braking acceleration Gbr exceeds the transition acceleration Gc(L2). Therefore, unlike the fourth comparative example, this embodiment prevents the ADAS control from temporarily switching to braking despite a request for driving.

[0100] (Comparison between the fifth comparative example and this embodiment) Next, a fifth comparative example will be described. The premise of this fifth comparative example is that the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100, and the current acceleration Gcu of the vehicle 100 is an acceleration acting in the driving direction of the vehicle 100. Also in this fifth comparative example, the current acceleration Gcu is always set to the starting acceleration Gsp, which is different from the present embodiment.

[0101] FIG. 13 shows an example of changes in acceleration in the fifth comparative example. Note that solid line L1 in FIG. 13 indicates the current acceleration Gcu, and dashed line L2 indicates the transition acceleration Gc. Solid line L3 indicates the accelerator acceleration Gac, and dashed line L4 indicates the accelerator-off acceleration Gof. Furthermore, after time t4 shown in FIG. 13, the transition acceleration Gc reaches the required acceleration Gd, so the current acceleration Gcu is controlled to match the required acceleration Gd.

[0102] In the fifth comparative example, the ADAS requirement flag is turned ON at time t1, and the required acceleration Gd is calculated. Then, the current acceleration Gcu(L1) at time t1 is substituted for the starting acceleration Gsp, and a transition acceleration Gc(L2) is generated from the starting acceleration Gsp toward the required acceleration Gd.

[0103] After time t1, when the driver releases the accelerator pedal, the accelerator acceleration Gac(L3) decreases toward the accelerator-off acceleration Gof(L4). Here, in the process of the accelerator acceleration Gac decreasing, during the period (before time t2) when the accelerator acceleration Gac is equal to or greater than the transition acceleration Gc(L2), the powertrain device 71 is controlled so that the accelerator acceleration Gac is obtained. Therefore, the current acceleration Gcu(L1) coincides with the accelerator acceleration Gac.

[0104] On the other hand, in the process of decreasing the accelerator acceleration Gac, during the period (time t2 to time t3) when the accelerator acceleration Gac becomes less than the transition acceleration Gc (L2), the powertrain device 71 is controlled to obtain the transition acceleration Gc. Therefore, the current acceleration Gcu (L1) coincides with the transition acceleration Gc. In this manner, during the period from time t2 to time t3 when the powertrain device 71 is controlled, the powertrain device 71 is controlled to obtain the transition acceleration Gc, even though the requested acceleration Gd from the ADAS control is an acceleration acting in the braking direction of the vehicle 100. In other words, there is a risk that control to the driving side will be temporarily performed despite the fact that a braking request is being issued from the ADAS control.

[0105] Next, the present embodiment will be described. Fig. 14 shows the change in acceleration in this embodiment under the same preconditions as those of Comparative Example 5. Note that the solid line L1, the dashed line L2, the solid line L3, and the dashed two-dot line L4 shown in Fig. 14 are the same as those in Fig. 13.

[0106] In this embodiment, if the preconditions of the fifth comparative example are met, that is, if the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100 and the current acceleration Gcu is an acceleration acting in the driving direction of the vehicle 100, a negative determination is made in the processing of S100 shown in FIG. 3. Also, if the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100 and the current acceleration Gcu is an acceleration acting in the driving direction of the vehicle 100, the required acceleration Gd is smaller than the current acceleration Gcu. Therefore, a negative determination is made in the processing of S210. And, because the current acceleration Gcu is an acceleration acting in the braking direction of the vehicle 100, a positive determination is made in the processing of S220. Therefore, the motion manager 45 executes the processing of S240. Accordingly, the motion manager 45 substitutes the accelerator-off acceleration Gof for the starting acceleration Gsp.

[0107] After determining the starting acceleration Gsp in this way, the exercise manager 45 executes the process shown in Fig. 4. That is, in S320 of this process, the accelerator-off acceleration Gof is substituted as the initial value of the transition acceleration Gc. Then, the transition acceleration Gc is generated until it reaches the required acceleration Gd.

[0108] 14, after time t1, the accelerator acceleration Gac(L3) decreases, and during the period until time t2 when the current acceleration Gcu(L1) reaches the required acceleration Gd, there is no period during which the accelerator acceleration Gac is less than the transition acceleration Gc(L2). During the period (from time t1 to time t2) during which the accelerator acceleration Gac(L3) decreases and the current acceleration Gcu(L1) reaches the required acceleration Gd, there is no period during which the accelerator acceleration Gac is less than the transition acceleration Gc(L2). Therefore, unlike the fifth comparative example, in this embodiment, the inconvenience of temporarily controlling the driving side in the ADAS control despite a braking side request being issued in the ADAS control is suppressed.

[0109] <Effects of this embodiment> (1) The motion manager 45 receives a required acceleration Gd from the driving assistance system of the vehicle 100. Then, the motion manager 45 determines a starting acceleration Gsp, which is a starting point when changing the acceleration of the vehicle 100 toward the required acceleration Gd. The motion manager 45 also generates a transition acceleration Gc that connects the starting acceleration Gsp to the required acceleration Gd. Then, the motion manager 45 outputs an instruction signal for controlling the actuators of the vehicle 100 based on the transition acceleration Gc.

[0110] Therefore, the start acceleration Gsp is determined not by the driving assistance system but by the motion manager 45. Therefore, as explained in (Comparison between the first comparative example and this embodiment), the deviation ER that occurs between the current value of the accelerator-off acceleration Gof recognized by the motion manager 45 and the current value of the accelerator-off acceleration Gof recognized by the advanced driving assistance unit 50S is reduced. Therefore, the start acceleration Gsp for realizing the requested acceleration Gd received from the driving assistance system can be appropriately set.

[0111] Furthermore, since the starting acceleration Gsp can be set appropriately, as explained in (Comparison between the first comparative example and this embodiment), when the driving force is increased, no braking force is temporarily generated. Therefore, the driver is prevented from feeling uncomfortable as described above. Furthermore, when the braking force is increased, no driving force is temporarily generated. Therefore, the driver is prevented from feeling uncomfortable as described above.

[0112] (2) As shown in Fig. 4, the motion manager 45 acquires the jerk Gcr when changing the acceleration of the vehicle 100 toward the required acceleration Gd from the driving assistance system. Then, the motion manager 45 generates the transition acceleration Gc based on the jerk Gcr. Therefore, the motion manager 45 can appropriately generate the transition acceleration Gc starting from the starting acceleration Gsp determined on the motion manager 45 side.

[0113] (3) The brake ECU 40, which functions as the motion manager 45, and the advanced driving assistance ECU 50, which constitutes the driving assistance system, are connected to each other via an external bus so that they can communicate with each other. In this configuration, the degree of communication delay described above is likely to be larger than in a configuration in which they are connected to each other via an internal bus, making the above-mentioned problems due to communication delays more likely to occur. In this regard, in the present embodiment, the starting acceleration Gsp is determined on the motion manager 45 side, and therefore, as explained in (Comparison between the first comparative example and this embodiment), problems caused by communication delays are also suppressed.

[0114] (4) If the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100 and is equal to or less than the accelerator acceleration Gac calculated from the amount of accelerator pedal operation by the driver, the motion manager 45 executes the following process: Substitute the required acceleration Gd for the starting acceleration Gsp without generating the transition acceleration Gc.

[0115] Therefore, as explained in the comparison between the second comparative example and this embodiment, the generation of acceleration greater than the accelerator acceleration Gac and the required acceleration Gd is suppressed even when the driver releases the accelerator pedal, thereby suppressing the generation of unnecessary driving force.

[0116] (5) If the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100 and is greater than or equal to the acceleration acting on the vehicle 100 in the braking direction, the motion manager 45 executes a process of substituting the required acceleration Gd for the starting acceleration Gsp without generating the transition acceleration Gc.

[0117] Therefore, as explained in the comparison between the third comparative example and this embodiment, even if the required braking force is reduced, the generation of an acceleration toward the braking side greater than the braking acceleration Gbr and the required acceleration Gd is suppressed. Therefore, the generation of unnecessary braking force can be suppressed.

[0118] (6) The motion manager 45 calculates the accelerator-off acceleration Gof, which is the acceleration of the vehicle 100 when the accelerator pedal operated by the driver is released. Then, when the required acceleration Gd is an acceleration acting in the driving direction of the vehicle 100 and the acceleration of the vehicle 100 is an acceleration acting in the braking direction of the vehicle 100, the motion manager 45 executes a process of substituting the accelerator-off acceleration Gof for the starting acceleration Gsp.

[0119] Therefore, as explained in (Comparison between the fourth comparative example and this embodiment), the occurrence of the inconvenience of the ADAS control temporarily controlling the braking side despite a request for the driving side being issued in the ADAS control is suppressed.

[0120] (7) The motion manager 45 calculates the accelerator-off acceleration Gof, which is the acceleration of the vehicle 100 when the accelerator pedal operated by the driver is released. Then, when the required acceleration Gd is an acceleration acting in the braking direction of the vehicle 100 and the acceleration of the vehicle 100 is an acceleration acting in the driving direction of the vehicle 100, the motion manager 45 executes a process of substituting the accelerator-off acceleration Gof for the starting acceleration Gsp.

[0121] Therefore, as explained in (Comparison between the fifth comparative example and this embodiment), the inconvenience of the ADAS control temporarily controlling the driving side despite a request for braking is suppressed.

[0122] <Example of change> This embodiment can be modified as follows: This embodiment and the following modifications can be combined and implemented within the scope of technical compatibility.

[0123] Although the advanced driver assistance unit 50S calculates the jerk Gcr, the motion manager 45 may calculate the jerk Gcr. Although the advanced driving assistance unit 50S has the qualifying arbitration unit 53, the exercise manager 45 may have the qualifying arbitration unit 53.

[0124] The motion manager 45 and the advanced driving assistance unit 50S may be connected to each other via an internal bus so as to be able to communicate with each other. At least one of the processes of S130, S140, S230, and S240 shown in FIG. 4 may be omitted. Note that the expression "at least one" used in this specification means "one or more" of the desired options. As an example, the expression "at least one" used in this specification means "only one option" or "both of two options" if the number of options is two. As another example, the expression "at least one" used in this specification means "only one option" or "any combination of two or more options" if the number of options is three or more.

[0125] At least one of the processes of S150 and S250 shown in FIG. 4 may be omitted. The ECU that realizes the function of the motion manager 45 may be an ECU other than the brake ECU 40. As a specific example, instead of the brake ECU 40, the execution device 11 of the central ECU 10 may realize the function of the motion manager 45 by executing a motion manager application 45A stored in the storage device 12. In other words, the central ECU 10, the powertrain ECU 20, the steering ECU 30, the brake ECU 40, and the advanced driving assistance ECU 50 can be employed as control devices.

[0126] <Additional Notes> The technical ideas that can be understood from the above-described embodiment and modified examples will be described. [Appendix 1] A vehicle control device that receives a required acceleration from a vehicle's driving assistance system, determines a starting acceleration that serves as a starting point when changing the acceleration of the vehicle toward the required acceleration, generates a transition acceleration that connects the starting acceleration to the required acceleration, and outputs an instruction signal for controlling an actuator of the vehicle based on the transition acceleration.

[0127] [Appendix 2] A vehicle control device as described in Appendix 1, which acquires a rate of change of the acceleration when changing the acceleration of the vehicle toward the required acceleration, and generates the transition acceleration based on the rate of change.

[0128] [Appendix 3] A vehicle control device according to appendix 1 or appendix 2, wherein the control device and a control device that constitutes the driving assistance system are communicatively connected to each other via an external bus. [Appendix 4] A vehicle control device as described in any one of Appendices 1 to 3, wherein if the required acceleration is an acceleration acting in the driving direction of the vehicle and is equal to or less than an accelerator acceleration determined from the amount of operation of an accelerator pedal operated by the vehicle driver, the required acceleration is substituted for the starting acceleration without generating the transition acceleration.

[0129] [Appendix 5] A vehicle control device described in any one of Appendices 1 to 4, wherein if the required acceleration is an acceleration acting in the braking direction of the vehicle and is equal to or greater than the acceleration acting in the braking direction on the vehicle, the required acceleration is substituted for the starting point acceleration without generating the transition acceleration.

[0130] [Appendix 6] A vehicle control device as described in any one of Appendices 1 to 5, which calculates an accelerator-off acceleration, which is the acceleration of the vehicle when an accelerator pedal operated by a vehicle driver is released, and if the required acceleration is an acceleration acting in the driving direction of the vehicle and the acceleration of the vehicle is an acceleration acting in the braking direction of the vehicle, substitutes the accelerator-off acceleration for the starting acceleration.

[0131] [Appendix 7] A vehicle control device as described in any one of Appendices 1 to 6, which calculates an accelerator-off acceleration, which is the acceleration of the vehicle when an accelerator pedal operated by a vehicle driver is released, and if the required acceleration is an acceleration acting in the braking direction of the vehicle and the acceleration of the vehicle is an acceleration acting in the driving direction of the vehicle, substitutes the accelerator-off acceleration for the starting acceleration. [Explanation of symbols]

[0132] 10...Central ECU 20...Powertrain ECU 23...Powertrain control unit 30...Steering ECU 33...Steering control unit 40...Brake ECU 43...Brake control unit 45...Exercise Manager 50...Advanced driver assistance ECU 50S…Advanced Driving Assistance Department 53...Qualifying Arbitration Department 56…1st Support Department 57…Second Support Department 58...Third Support Department 59…4th Support Department 61...1st external bus 62...Second external bus 63...3rd external bus 64...4th external bus 71...Powertrain device 72...Steering device 73...Brake device 100...Vehicle

Claims

1. receiving a requested acceleration from a driving assistance system of the vehicle; determining a starting acceleration that is a starting point when changing the acceleration of the vehicle toward the required acceleration; generating a connecting acceleration that connects the starting acceleration to the required acceleration; outputting an instruction signal for controlling an actuator of the vehicle based on the transition acceleration; Run Vehicle control device.

2. obtaining a rate of change of the acceleration of the vehicle when changing the acceleration of the vehicle toward the required acceleration; generating the transition acceleration based on the rate of change; Run The vehicle control device according to claim 1 .

3. The control device and a control device that configures the driving assistance system are connected to each other via an external bus so that they can communicate with each other. The vehicle control device according to claim 1 .

4. If the required acceleration is an acceleration acting in the driving direction of the vehicle and is equal to or less than an accelerator acceleration obtained from an operation amount of an accelerator pedal operated by a vehicle driver, the required acceleration is substituted for the starting point acceleration without generating the transition acceleration. The vehicle control device according to claim 1 .

5. If the required acceleration is an acceleration acting in a braking direction of the vehicle and is equal to or greater than the acceleration acting on the vehicle in the braking direction, the required acceleration is substituted for the starting point acceleration without generating the transition acceleration. The vehicle control device according to claim 1 .

6. Calculating an accelerator-off acceleration, which is the acceleration of the vehicle when an accelerator pedal operated by a vehicle driver is released; When the required acceleration is an acceleration acting in the driving direction of the vehicle and the acceleration of the vehicle is an acceleration acting in the braking direction of the vehicle, the accelerator-off acceleration is substituted for the starting acceleration. The vehicle control device according to claim 1 .

7. Calculating an accelerator-off acceleration, which is the acceleration of the vehicle when an accelerator pedal operated by a vehicle driver is released; When the required acceleration is an acceleration acting in a braking direction of the vehicle and the acceleration of the vehicle is an acceleration acting in a driving direction of the vehicle, the accelerator-off acceleration is substituted for the starting acceleration. The vehicle control device according to claim 1 .

8. The control device receiving a requested acceleration from a driving assistance system of the vehicle; determining a starting acceleration that is a starting point when changing the acceleration of the vehicle toward the required acceleration; generating a connecting acceleration that connects the starting acceleration to the required acceleration; outputting an instruction signal for controlling an actuator of the vehicle based on the transition acceleration; Run Control program.

9. The control device receiving a requested acceleration from a driving assistance system of the vehicle; determining a starting acceleration that is a starting point when changing the acceleration of the vehicle toward the required acceleration; generating a connecting acceleration that connects the starting acceleration to the required acceleration; outputting an instruction signal for controlling an actuator of the vehicle based on the transition acceleration; Run Control method.

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