Vehicle control device

Abstract

Provided is a vehicle control device that achieves smooth vehicle control that does not cause a passenger to feel a sense of discomfort while suppressing vehicle behavior disorder as much as possible. The vehicle control device includes: a first information acquisition unit that acquires state information of a brake device and a power plant device, and vehicle state information including information of a front wheel steering angle; a determination unit that determines whether there is an abnormality related to a steering performance improvement control; a deceleration force calculation unit that calculates a required deceleration force that should be generated by the vehicle based on the vehicle state information; and a coordination control unit that performs coordination control that adjusts distribution of an ESB brake torque and a PP brake torque based on the required deceleration force and the state information of the brake device and the power plant device. The coordination control unit performs coordination control that causes the sum of the ESB brake torque and the PP brake torque to decay at a prescribed rate of change over time in a case where the determination unit has determined that there is an abnormality related to the steering performance improvement control.

Description

Technical Field

[0001] This invention relates to a vehicle control device that improves the steering performance of a vehicle. Background Technology

[0002] The applicant of this application discloses an invention of a vehicle control device that controls the vehicle's braking device and power equipment, and improves the vehicle's steering performance by performing steering performance enhancement control that provides deceleration force to the vehicle, regardless of the braking operation performed by the driver (see Patent Document 1).

[0003] The vehicle control device of Patent Document 1 includes: a vehicle state detection device that acquires vehicle state information including the front wheel steering angle; an additional pitch moment calculation unit that calculates the additional pitch moment to be applied to the vehicle based on the vehicle state information; an additional deceleration force calculation unit that calculates the additional deceleration force to be generated by the vehicle based on the additional pitch moment, which makes the deceleration side negative; and a deceleration force distribution unit that calculates the additional braking deceleration force to be generated by the braking device and the additional deceleration force to be generated by the power device based on the additional deceleration force and the state information of the braking device and the power device.

[0004] According to the vehicle control device of Patent Document 1, in a vehicle control device that improves the steering of a vehicle by performing steering enhancement control that provides deceleration force to the vehicle regardless of the braking operation performed by the driver, the device that generates deceleration force can be appropriately selected.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: Japanese Patent Application Publication No. 2020-100320 Summary of the Invention

[0008] Furthermore, in the vehicle control system that controls the vehicle's braking and power systems, during the execution of steering enhancement control, abnormal situations related to the control of the braking or power systems may occur. In such cases, there is a risk that the aforementioned abnormalities may cause the vehicle control system to malfunction, hindering the control of the braking and power systems and leading to erratic vehicle behavior.

[0009] In this regard, the vehicle control device in Patent Document 1 has neither disclosed nor provided a method to suppress vehicle behavior disorder as much as possible in the event of an abnormality related to the control of the braking device or power equipment that occurs during the execution of steering enhancement control.

[0010] Therefore, in the vehicle control device of Patent Document 1, there is room for improvement in the above-mentioned countermeasures in the event that an abnormality related to the control of the vehicle's braking device or power equipment occurs during the execution of steering enhancement control.

[0011] The present invention was made in view of the above facts, and its object is to provide a vehicle control device that can suppress vehicle behavior disorder as much as possible even when an abnormality related to the control of the vehicle's braking device or power equipment occurs during the execution of steering enhancement control.

[0012] To achieve the above objectives, the invention of (1) is a vehicle control device that controls the braking device or power equipment of a vehicle. Its main feature is that it comprises: an information acquisition unit that acquires the status information of the braking device and the power equipment, as well as vehicle status information including information on the front wheel steering angle; a judgment unit that determines whether there is an anomaly related to steering enhancement control, including the control involving the braking device or the power equipment; a deceleration force calculation unit that calculates the required deceleration force to be generated by the vehicle based on the vehicle status information; and a coordination control unit that performs coordination control to adjust the distribution of braking deceleration force involving the braking device and power equipment deceleration force involving the power equipment based on the required deceleration force and the status information of the braking device and the power equipment. When the judgment unit determines that there is an anomaly related to the steering enhancement control, the coordination control unit performs coordination control to cause the sum of the braking deceleration force and the power equipment deceleration force to decay according to a predetermined time rate of change.

[0013] Invention Effects

[0014] According to the vehicle control device of the present invention, smooth vehicle control can be achieved such that even if an abnormality related to the steering enhancement control, including the control of the vehicle's braking device or power equipment, occurs during the execution of steering enhancement control, vehicle movement disorder will be suppressed as much as possible without causing passengers to feel any sense of incoordination. Attached Figure Description

[0015] Figure 1 This is a structural block diagram illustrating an embodiment of the vehicle control device of the present invention.

[0016] Figure 2 This is a flowchart illustrating the operation of a vehicle control device according to an embodiment of the present invention.

[0017] Figure 3This is a timing diagram illustrating the operation of the vehicle control device according to an embodiment of the present invention, showing the time-varying changes of the vehicle's acceleration / deceleration, ESB braking torque, and PP braking drive torque.

[0018] Explanation of reference numerals in the attached figures

[0019] 11 Vehicle control device

[0020] 12 Braking device

[0021] 14 Power equipment and devices

[0022] 61. First Information Acquisition Department (Information Acquisition Department)

[0023] 63 Judgment Department

[0024] 65 Deceleration Force Calculation Unit

[0025] 67 Coordination and Control Department

[0026] TResb ESB braking torque (braking deceleration force)

[0027] TRpp PP Braking Torque (Deceleration Force of Power Equipment) Detailed Implementation

[0028] The vehicle control device according to embodiments of the present invention will be described in detail below with appropriate reference to the accompanying drawings.

[0029] Furthermore, in the accompanying drawings shown below, common reference numerals are used as a general rule between components that share a common function or have corresponding functions. Additionally, for ease of explanation, the dimensions and shapes of components may be distorted or exaggerated for schematic representation.

[0030] [Summary of the vehicle control device 11 according to an embodiment of the present invention]

[0031] First, refer to Figure 1 Here is an outline of the vehicle control device 11 according to an embodiment of the present invention. Figure 1 This is a structural block diagram illustrating an embodiment of the vehicle control device 11 of the present invention.

[0032] like Figure 1 As shown, the vehicle control device 11 of the present invention has the function of achieving smooth vehicle control: even if an abnormality related to the control of the vehicle's braking device 12 or power equipment device 14 occurs during the execution of steering enhancement control, the vehicle's movement disorder will be suppressed as much as possible so as not to cause the vehicle's occupants to feel a sense of incoordination.

[0033] Steering enhancement control refers to the control that improves steering performance during driving by applying a deceleration force (braking force) corresponding to the vehicle's steering angle to the front wheels, regardless of the driver's braking operation.

[0034] The vehicle control device 11 of the present invention is applicable, for example, to an electric vehicle that is equipped with an inverter 58 and an electric generator 59 as a power equipment device 14.

[0035] The structure of the braking device 12 and the power equipment device 14 will be described in detail later.

[0036] To achieve the above functions, such as Figure 1 As shown, the vehicle control device 11 of the present invention is configured to connect the input system element 13 and the output system element 15 via a communication medium 17, such as CAN (Controller Area Network), in a manner that enables them to communicate with each other.

[0037] like Figure 1 As shown, the input system element 13 comprises: ignition key switch (IG key switch) 21, radar 23, camera 25, vehicle speed sensor 27, wheel speed sensor 29, brake pedal sensor 31, accelerator pedal sensor 33, brake hydraulic pressure sensor 35, steering angle sensor 37, yaw rate sensor, G sensor (none shown) and MMI (Man-Machine Interface) 39.

[0038] On the other hand, such as Figure 1 As shown, the output system element 15 is configured to include: a first ECU 51 having command functions related to steering enhancement control, a second ECU 53 having command functions related to vehicle braking control, and a third ECU 55 having command functions related to vehicle braking drive control.

[0039] The ignition (IG) key switch 21 is a switch operated when power is supplied to various parts (not shown) of the electrical installation components mounted on the vehicle via the vehicle's secondary battery. When the IG key switch 21 is turned on, power is supplied to the first ECU 51, the second ECU 53, and the third ECU 55, respectively, and each ECU 51, 53, and 55 is started.

[0040] Radar 23 has the function of obtaining object distribution information, including the distance to the object and the orientation of the object, by illuminating radar waves at objects including the vehicle traveling in front of the vehicle and receiving radar waves reflected by the objects. As radar waves, lasers, microwaves, millimeter waves, ultrasonic waves, etc. can be appropriately used. The object distribution information in front of the vehicle detected by radar 23 is transmitted to the first to third ECUs 51, 53, 55, etc. via communication medium 17.

[0041] Camera 25 has the function of capturing images of the surroundings, including the direction of travel of the vehicle. Camera 25 can be, for example, a CMOS (Complementary Metal Oxide Semiconductor) camera or a CCD (Charge Coupled Device) camera. The surrounding image information of the vehicle captured by camera 25 is transmitted to the first to third ECUs 51, 53, and 55 via communication medium 17.

[0042] The vehicle speed sensor 27 has the function of detecting the vehicle's driving speed. The information related to the vehicle speed detected by the vehicle speed sensor 27 is transmitted to the first to third ECUs 51, 53, 55, etc. via the communication medium 17.

[0043] The wheel speed sensor 29 has the function of detecting the rotational speed (wheel speed) of each wheel (not shown) installed in the vehicle. The information related to the wheel speed of each wheel detected by the wheel speed sensor 29 is transmitted to the first to third ECUs 51, 53, 55, etc. via the communication medium 17.

[0044] The brake pedal sensor 31 has the function of detecting the amount of operation and operating torque of the brake pedal (not shown) by the driver. The information related to the amount of operation and operating torque of the brake pedal detected by the brake pedal sensor 31 is transmitted to the first ECU 51, the third ECU 55, etc. via the communication medium 17.

[0045] Accelerator pedal sensor 33 has the function of detecting the amount of operation of the accelerator pedal (not shown) by the driver. Information related to the amount of accelerator pedal operation detected by accelerator pedal sensor 33 is transmitted to ECU 51, ECU 53, etc. via communication medium 17.

[0046] The brake hydraulic pressure sensor 35 has the function of detecting the brake hydraulic pressure in the brake fluid path of the brake hydraulic system. The brake hydraulic pressure information in the brake fluid path detected by the brake hydraulic pressure sensor 35 is transmitted to the first ECU 51, the third ECU 55, etc. via the communication medium 17.

[0047] The steering angle sensor 37 has the function of detecting the steering angle of the front wheels (not shown) of the vehicle. The information related to the front wheel steering angle detected by the steering angle sensor 37 is transmitted to the first ECU 51, etc. via the communication medium 17.

[0048] The yaw rate sensor (not shown) has the function of detecting the yaw rate generated in this vehicle. The information related to the yaw rate detected by the yaw rate sensor is transmitted to the first ECU 51, etc. via the communication medium 17.

[0049] The G sensor (not shown) has the function of detecting the longitudinal acceleration / deceleration (G) and lateral acceleration / deceleration (G) generated in the vehicle. The information related to the longitudinal acceleration / deceleration (G) and lateral acceleration / deceleration (G) of the vehicle detected by the G sensor is transmitted to the first ECU 51, etc. via the communication medium 17.

[0050] The MMI (Man-Machine Interface) 39 includes an unshown operating switch (hereinafter referred to as the "TI operating switch") related to Turnability Improvement (TI) control. The TI operating switch is used when inputting switch setting information related to Turnability Improvement control. The switch setting information related to Turnability Improvement control input via the TI operating switch is transmitted to the first ECU 51, etc., via communication medium 17.

[0051] Furthermore, regarding the steering enhancement control, when the TI operation switch is turned on, the control is initiated when the front wheel steering angle exceeds a predetermined steering angle threshold. Additionally, in the event of an anomaly related to the steering enhancement control, including the control involving the sensors, braking device 12, or power unit 14, coordinated control is performed to cause the sum of the braking deceleration force and the power unit deceleration force involved in the steering enhancement control to decay according to a predetermined time rate of change. Details of this will be described later.

[0052] Next, we will explain output system element 15.

[0053] The first ECU 51, included in output system element 15, has command functions related to steering enhancement control. To achieve this function, such as... Figure 1 As shown, the first ECU 51 includes a first information acquisition unit 61, a judgment unit 63, a deceleration force calculation unit 65, and a coordination control unit 67.

[0054] The first ECU51 is a microcomputer equipped with a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc. This microcomputer operates by reading and executing programs and data stored in the ROM to control the execution of various functions of the first ECU51.

[0055] Among the various functions of the first ECU 51 are the following: the function of acquiring various information including status information of the braking device 12 and the power unit 14, rudder angle information detected by the rudder angle sensor 37, and the switching setting information of the TI operation switch; the function of determining whether the front wheel rudder angle exceeds a specified rudder angle threshold and whether there is any abnormality related to the steering enhancement control, including the control involving the sensor, the braking device 12, or the power unit 14; the function of calculating the required deceleration force that the vehicle should generate based on the front wheel rudder angle information when the front wheel rudder angle exceeds the specified rudder angle threshold, and setting a specified time rate of change for reducing the sum of the braking deceleration force and the power unit deceleration force involved in the steering enhancement control when an abnormality related to the steering enhancement control, including the control involving the sensor, the braking device 12, or the power unit 14, occurs during the execution of the steering enhancement control; and the function of coordinating control to adjust the distribution of the braking deceleration force and the power unit deceleration force and to make the sum of the braking deceleration force and the power unit deceleration force decay according to a specified time rate of change.

[0056] The first information acquisition unit 61 of the first ECU 51 acquires various information, including status information of the braking device 12 and the power equipment device 14, rudder angle information detected by the rudder angle sensor 37, and switch setting information related to steering enhancement control input via the TI operation switch of the MMI 39.

[0057] In addition, the first information acquisition unit 61 acquires information related to the vehicle speed detected by the vehicle speed sensor 27, information related to the wheel speed of each wheel detected by the wheel speed sensor 29, information related to the operation amount and operation torque of the brake pedal detected by the brake pedal sensor 31, information related to the operation amount of the accelerator pedal detected by the accelerator pedal sensor 33, brake hydraulic information in the brake fluid path detected by the brake hydraulic pressure sensor 35, and information related to the front wheel rudder angle detected by the rudder angle sensor 37.

[0058] The various information acquired by the first information acquisition unit 61 is sent to the judgment unit 63.

[0059] The judgment unit 63 makes a judgment on whether the front wheel rudder angle exceeds the specified rudder angle threshold and whether there is any abnormality related to the steering improvement control, including the control involved in the braking device 12 or the power equipment device 14.

[0060] As a prescribed steering angle threshold, it is sufficient to set an appropriate lower limit for the front wheel steering angle that is intended to stabilize the vehicle's behavior during cornering. Furthermore, the prescribed steering angle threshold can also be set variablely, such as setting a lower value as the vehicle speed increases.

[0061] Regarding whether there is any abnormality related to the control involved in the braking device 12 or the power equipment device 14, the determination unit 63 can determine that there is an abnormality related to the steering performance improvement control, including the control involved in the braking device 12 and the power equipment device 14, if, for example, the difference between the actual braking force and the target braking force exceeds a predetermined braking force difference threshold within a predetermined time range, or the difference between the actual driving force and the target driving force exceeds a predetermined driving force difference threshold within a predetermined time range.

[0062] The judgment result made by the judgment unit 63 is sent to the deceleration force calculation unit 65.

[0063] When the determination unit 65 determines, based on the judgment result made by the judgment unit 63, that the front wheel steering angle exceeds a predetermined steering angle threshold, it calculates the required deceleration force that the vehicle should generate based on the front wheel steering angle information. In practice, the deceleration force calculation unit 65 first calculates the required deceleration based on vehicle state information including the front wheel steering angle, and then calculates the required deceleration force that the vehicle should generate based on this calculated required deceleration. The calculation steps for this required deceleration force (additional deceleration force) are readily available in the descriptions in paragraphs 0031-0048 of Patent Document 1.

[0064] Furthermore, during the execution of steering enhancement control, if the determination unit 65 determines, based on the judgment result made by the judgment unit 63, that there is an anomaly related to steering enhancement control, including the control involving the braking device 12 or the power equipment device 14, it sets a predetermined time variation rate to reduce the sum of the braking deceleration force and the power equipment deceleration force involved in steering enhancement control. This predetermined time variation rate is set as follows: Figure 3 As shown in the "decline interval" of time t1-t3 in the "vehicle acceleration and deceleration" characteristics, the deceleration follows a linear trajectory and converges to zero as time passes.

[0065] In addition, the specified rate of change of time can also be set such that the slope of the deceleration change characteristic relative to the passage of time is more uniform as the vehicle speed increases. The change characteristic can be set variably according to the vehicle speed.

[0066] The calculation results and settings calculated by the deceleration force calculation unit 65 are sent to the coordination control unit 67.

[0067] Based on the calculation results of the deceleration force calculation unit 65, namely the required deceleration force and the status information of the braking device 12 and the power equipment device 14, the coordination control unit 67 performs coordination control to adjust the distribution of the braking deceleration force involved in the braking device 12 and the power equipment deceleration force involved in the power equipment device 14.

[0068] Furthermore, if the judgment result made by the judgment unit 63 during the execution of steering enhancement control is that an abnormality related to the control involved in the braking device 12 or the power equipment device 14 has occurred, the coordination control unit 67 performs coordination control that causes the sum of the braking deceleration force involved in the braking device 12 and the power equipment deceleration force involved in the power equipment device 14 to decay according to a predetermined time rate (accompanied by the decay of steering enhancement control).

[0069] The command information related to the coordinated control generated by the coordinated control unit 67 (accompanied by the decline of the steering enhancement control) is sent to the second ECU and the third ECU 53 and 55 respectively via the communication medium 17.

[0070] The second ECU 53, included in output system element 15, has command functions related to vehicle braking control. To achieve this function, such as... Figure 1 As shown, the second ECU 53 includes a second information acquisition unit 71, a braking force calculation unit 73, and a braking control unit 75.

[0071] Like the first ECU 51, the second ECU 53 is composed of a microcomputer equipped with a CPU, ROM, RAM, etc. This microcomputer operates by reading and executing programs and data stored in the ROM to perform various functions of the second ECU 53.

[0072] Among the various functions of the second ECU 53 are the following: acquiring various information including information related to the amount of brake pedal operation and the operating torque detected by the brake pedal sensor 31; calculating the target braking force based on the amount of brake pedal operation; and performing braking control of the vehicle using the braking deceleration force in accordance with the calculated target braking force.

[0073] The second information acquisition unit 71 of the second ECU 53 acquires various information including: information related to the vehicle speed detected by the vehicle speed sensor 27; information related to the individual wheel speeds of each wheel detected by the wheel speed sensors 29; information related to the brake pedal operation amount and operating torque detected by the brake pedal sensor 31; and command information related to coordinated control generated by the coordinated control unit 67 of the first ECU 51 (accompanied by the decline of steering performance control).

[0074] The various information acquired by the second information acquisition unit 71 is sent to the braking force calculation unit 73.

[0075] The braking force calculation unit 73 calculates the target braking force based on the amount of brake pedal operation, etc.

[0076] The information related to the target braking force calculated by the braking force calculation unit 73 is sent to the braking control unit 75.

[0077] The braking control unit 75 basically uses the braking deceleration force that follows the target braking force calculated by the braking force calculation unit 73 to perform braking control of the vehicle.

[0078] Specifically, the brake control unit 75, based on the brake hydraulic pressure (primary hydraulic pressure) generated by the master cylinder, drives the brake motor 57 to operate the motor cylinder device (for example, refer to Japanese Patent Application Publication No. 2015-110378), thereby generating brake hydraulic pressure (secondary hydraulic pressure) acting on the brake caliper (not shown).

[0079] However, when the braking control unit 75 receives the command information involved in the coordinated control (accompanied by the decline of the steering enhancement control), it performs braking control of the vehicle using the braking deceleration force obtained based on the required braking force obtained from the command information involved in the coordinated control.

[0080] The third ECU 55, included in output system element 15, has command functions related to vehicle braking and drive control. To achieve this function, such as... Figure 1 As shown, the third ECU 55 includes a third information acquisition unit 81, a braking drive force calculation unit 83, and a braking drive control unit 85.

[0081] Like ECU 51 and ECU 53, ECU 35 is composed of a microcomputer equipped with a CPU, ROM, RAM, etc. This microcomputer operates by reading and executing programs and data stored in the ROM to control the execution of various functions of ECU 35.

[0082] Among the various functions of the 3rd ECU 55 are the following: the function of acquiring various information including information related to the amount of accelerator pedal operation and the operating torque detected by the accelerator pedal sensor 33; the function of calculating the target braking driving force based on the amount of accelerator pedal operation; and the function of using a power device to accelerate and decelerate the vehicle in accordance with the calculated target braking driving force to perform braking drive control.

[0083] The third information acquisition unit 81 of the third ECU 55 acquires various information including: information related to the vehicle speed detected by the vehicle speed sensor 27; information related to the individual wheel speeds detected by the wheel speed sensors 29; information related to the accelerator pedal operation amount and operating torque detected by the accelerator pedal sensor 33; information related to the rotational speed of the electric generator 59; and command information related to coordinated control generated by the coordinated control unit 67 of the first ECU 51 (accompanied by the decline of steering performance control).

[0084] The various information acquired by the third information acquisition unit 81 is sent to the braking drive force calculation unit 83.

[0085] The braking drive force calculation unit 83 calculates the target braking drive force (target acceleration and deceleration force) based on vehicle speed, wheel speed, accelerator pedal operation amount, and electric generator 59 speed.

[0086] The information related to the target braking force calculated by the braking driving force calculation unit 83 is sent to the braking driving control unit 85.

[0087] The brake drive control unit 85 basically uses a power device to accelerate and decelerate the vehicle according to the target brake drive force calculated by the brake drive force calculation unit 83.

[0088] Specifically, the brake drive control unit 85 imparts acceleration and deceleration force to the vehicle by means of the inverter 58 to brake / drive the electric generator 59 based on the target braking drive force.

[0089] However, when the brake drive control unit 85 receives the command information involved in the coordination control (accompanied by the decline of steering performance control), it uses the deceleration force of the power device that complies with the required braking force obtained based on the command information involved in the coordination control to perform braking control of the vehicle.

[0090] [Operation of the vehicle control device 11 according to an embodiment of the present invention]

[0091] Next, refer to Figure 2 The operation of the vehicle control device 11 according to an embodiment of the present invention will be explained. Figure 2This is a flowchart illustrating the operation of the vehicle control device 11 according to an embodiment of the present invention.

[0092] As a premise, assume that during the vehicle's turning process, the front wheel steering angle exceeds the specified steering angle threshold, and the TI operation switch is turned on.

[0093] exist Figure 2 In step S11 shown, the first information acquisition unit 61 of the first ECU 51 acquires various information, including the status information of the braking device 12 and the power equipment device 14, and information related to vehicle speed. Here, the status information of the braking device 12 and the power equipment device 14 refers to the concept of including information on the braking deceleration force of the braking device 12 and the power equipment deceleration force of the power equipment device 14.

[0094] In step S12, the coordination control unit 67 of the first ECU 51 performs steering performance enhancement control in accordance with the required deceleration force based on the required deceleration force calculated by the deceleration force calculation unit 65 and the status information of the braking device 12 and the power equipment device 14. At this time, the coordination control unit 67 performs coordination control to adjust the distribution of braking deceleration force involved in the braking device 12 and power equipment deceleration force involved in the power equipment device 14.

[0095] In step S13, the determination unit 63 of the first ECU51 determines whether there is any abnormality related to the steering enhancement control, including the control involved in the braking device 12 or the power equipment device 14.

[0096] If the judgment result in step S13 is that there is no abnormality related to the above-mentioned steering improvement control, the first ECU51 causes the processing flow to proceed to the next step S14.

[0097] On the other hand, if the judgment result in step S13 is that there is an abnormality related to the above-mentioned steering improvement control, the first ECU51 causes the processing flow to jump to step S15.

[0098] In step S14, the coordination control unit 67 of the first ECU 51 continues to perform steering control that requires deceleration force to be increased according to the calculation result of the deceleration force calculation unit 65. After the processing in step S14, the first ECU 51 terminates the series of processing flows.

[0099] In step S15, the coordination control unit 67 of the first ECU 51 will begin to make a judgment on the point at which an anomaly related to the aforementioned steering performance enhancement control is detected (see reference). Figure 3Starting from time t1, coordinated control is executed to make the sum of braking deceleration force and power equipment deceleration force decay according to a specified time rate of change (accompanied by the decay of steering performance control).

[0100] Specifically, the coordination control unit 67 of the first ECU 51 performs coordinated control to cause the ESB braking torque TResb involved in the braking deceleration force to decline first relative to the PP braking torque TRpp involved in the deceleration force of the power unit.

[0101] In step S16, the determination unit 63 of the first ECU51 determines whether the ESB braking torque TResb involved in the braking deceleration force converges to zero (TResb=0?).

[0102] If the judgment result in step S16 is that the ESB braking torque TResb has not reached zero, the first ECU51 returns the processing flow to step S15 for further processing.

[0103] On the other hand, if the judgment result in step S16 is that the ESB braking torque TResb converges to zero, the first ECU51 causes the processing flow to proceed to the next step S17.

[0104] In step S17, the coordination control unit 67 of the first ECU 51 brings the ESB braking torque TResb to zero at the point when (refer to...) Figure 3 Starting from time t2, coordinated control is executed to make the sum of braking deceleration force and power equipment deceleration force decay according to a specified time rate of change (accompanied by the decay of steering performance control).

[0105] Specifically, the coordination control unit 67 of the first ECU 51 performs coordinated control to cause the braking torque TRpp, which is involved in the deceleration force of the power equipment, to fade laterally relative to the braking torque TResb, which is involved in the braking deceleration force.

[0106] In step S18, the determination unit 63 of the first ECU51 determines whether the braking torque TRpp involved in the deceleration force of the power equipment converges to zero (TRpp=0?).

[0107] If the judgment result in step S18 is that the braking torque TRpp of PP has not reached zero, the first ECU51 returns the processing flow to step S17 for further processing.

[0108] On the other hand, if the judgment result in step S18 is that the braking torque TRpp of PP converges to zero, the first ECU51 causes the processing flow to proceed to the next step S19.

[0109] In step S19, the first ECU51 is considered to have completed the decay of the steering enhancement control, thus ending a series of processing flows.

[0110] [Timing operation of the vehicle control device 11 according to an embodiment of the present invention]

[0111] Next, refer to Figure 3 The timing operation of the vehicle control device 11 according to an embodiment of the present invention will be explained. Figure 3 This is a timing diagram illustrating the operation of the vehicle control device 11, showing the time-varying changes of the vehicle's acceleration / deceleration DCL, ESB braking torque TResb, and PP braking drive torque TRpp.

[0112] exist Figure 3 During the time intervals t0-t3 shown, the vehicle's acceleration / deceleration DCL is a negative value, i.e., deceleration. Additionally, at... Figure 3 At the times shown, t0-t2, the ESB braking torque TResb is a negative value less than zero, i.e., a deceleration force. Similarly, at... Figure 3 At the times shown, from t0 to t3, the braking torque TRpp of PP is a negative value less than zero, i.e., a deceleration force.

[0113] From time t0 to just before t1 (the execution interval of the steering enhancement control), the vehicle's acceleration / deceleration DCL exhibits a negative value in accordance with the required deceleration involved in the steering enhancement control. During this time t0 to t1, the ESB braking torque TResb and PP braking torque TRpp each exhibit a variation characteristic obtained by multiplying the required deceleration force (required braking torque) by the distribution ratio of the braking deceleration force (ESB braking torque TResb) and the power unit deceleration force (PP braking torque TRpp) adjusted by the coordination control unit 67 of the first ECU 51.

[0114] At time t1, some anomaly occurred related to the control of the braking device 12 or the power equipment device 14.

[0115] At time t1, the vehicle's acceleration / deceleration DCL(t1) is distributed to the ESB braking torque TResb(t1) and the PP braking torque TRpp(t1) [DCL(t1)=TResb(t1)+TRpp(t1)].

[0116] During the time intervals t1 to t3 (the decay range of steering enhancement control), the vehicle's acceleration / deceleration DCL exhibits a characteristic of decaying in a linear manner, with the deceleration converging to zero according to a specified time rate of change.

[0117] During the first half of the time interval t1 to t3, t1 to t2, the ESB braking torque TResb exhibits a characteristic of preemptive decay relative to the PP braking torque TRpp, which converges linearly to zero from TResb(t1) to TResb(t2) in accordance with the time rate of change involved in the vehicle's acceleration and deceleration DCL.

[0118] During the first half of the time interval t1 to t3, t1 to t2, the PP braking torque TRpp remains at the value TRpp(t1) and waits until the ESB braking torque TResb decays completely [TRpp(t1) = TRpp(t2)].

[0119] At time t2, the ESB braking torque TResb(t2) converges to zero.

[0120] At time t2, the vehicle's acceleration / deceleration DCL(t2) is distributed to the ESB braking torque TResb(t2) and the PP braking torque TRpp(t2) [DCL(t2) = TResb(t2) + TRpp(t2)]. However, since [TResb(t2) = 0], [DCL(t2) = TRpp(t2)] holds true.

[0121] During the latter half of the time interval t1 to t3 (the decay interval of steering enhancement control), the PP braking torque TRpp exhibits a delayed decay characteristic relative to the ESB braking torque TResb, which converges linearly to zero from TRpp(t2) to TRpp(t3) in accordance with the time rate of change involved in the vehicle's acceleration and deceleration DCL.

[0122] During the latter half of the time interval t2 to t3, the ESB braking torque TResb remains at zero [TResb(t2) = TResb(t3) = 0].

[0123] At time t3, the degradation of steering enhancement control is complete. As a result, at time t3, the values ​​of vehicle acceleration / deceleration DCL(t3), ESB braking torque TResb(t3), and PP braking torque TRpp all converge to zero.

[0124] After time t3 (the period after which the steering enhancement control fades), the values ​​of the vehicle's acceleration / deceleration DCL, ESB braking torque TResb, and PP braking torque TRpp all remain zero.

[0125] [The effects of the vehicle control device 11 according to the embodiments of the present invention]

[0126] Next, the effects of the vehicle control device 11 according to the embodiment of the present invention will be explained.

[0127] The vehicle control device 11 based on the first viewpoint is a vehicle control device 11 that performs control of the vehicle's braking device 12 or power equipment device 14, and includes: an information acquisition unit (first information acquisition unit 61) that acquires the status information of the braking device 12 and power equipment device 14, as well as vehicle status information including information on the front wheel steering angle; a judgment unit 63 that determines whether there is any abnormality related to steering enhancement control, including control of the braking device 12 or power equipment device 14; a deceleration force calculation unit 65 that calculates the required deceleration force that the vehicle should generate based on the above-mentioned vehicle status information; and a coordination control unit 67 that performs coordinated control to adjust the distribution of braking deceleration force (ESB braking torque TResb) related to the braking device 12 and power equipment device 14 (PP braking torque TRpp) related to the power equipment device 14 based on the above-mentioned required deceleration force and the status information of the braking device 12 and power equipment device 14.

[0128] The coordination control unit 67 adopts the following structure: when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering performance improvement control, it performs coordination control to make the sum of the braking deceleration force (ESB braking torque TResb) and the power equipment deceleration force (PP braking torque TRpp) decay according to a prescribed time change rate.

[0129] In the vehicle control device 11 based on the first viewpoint, the first information acquisition unit 61 acquires the status information of the braking device 12 and the power unit 14, as well as vehicle status information including information on the front wheel steering angle. The judgment unit 63 determines whether there is any abnormality related to the steering enhancement control, including the control involved in the braking device 12 or the power unit 14. The deceleration force calculation unit 65 calculates the required deceleration force that the vehicle should generate based on the above-mentioned vehicle status information. The coordination control unit 67 performs coordinated control to adjust the distribution of the braking deceleration force (ESB braking torque TResb) involved in the braking device 12 and the power unit deceleration force (PP braking torque TRpp) involved in the power unit 14 based on the above-mentioned required deceleration force and the status information of the braking device 12 and the power unit 14.

[0130] If the judgment unit 63 determines that there is an abnormality related to the steering enhancement control, including the control involved in the braking device 12 or the power equipment device 14, the coordination control unit 67 performs coordinated control to reduce the sum of the ESB braking torque TResb and the PP braking torque TRpp according to a prescribed time change rate.

[0131] Here, "causing the sum of the ESB braking torque TResb and the PP braking torque TRpp to decay according to a specified time rate of change" means causing the sum of the ESB braking torque TResb and the PP braking torque TRpp to gradually converge to zero according to a specified time rate of change.

[0132] According to the vehicle control device 11 based on the first viewpoint, when the judgment unit 63 determines that there is an abnormality related to the steering enhancement control, including the control involved in the braking device 12 or the power equipment device 14, the coordination control unit 67 performs coordination control to cause the sum of the ESB braking torque TResb and the PP braking torque TRpp to decay according to a predetermined time change rate. Therefore, even if an abnormality related to the control involved in the vehicle's braking device 12 or the power equipment device 14 occurs during the execution of the steering enhancement control, it is possible to suppress vehicle behavior disorder as much as possible and achieve smooth vehicle control that does not cause passengers to feel a sudden reduction in deceleration, unnecessary deceleration, or changes in steering characteristics that are different from normal conditions.

[0133] Alternatively, the vehicle control device 11 based on the second viewpoint can also adopt the following structure: In the vehicle control device 11 based on the first viewpoint, when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering performance improvement control, the coordination control unit 67 performs the following coordination control: one of the ESB braking torque TResb and the PP braking torque TRpp decreases according to the above-mentioned time change rate, while maintaining the deceleration force of the other party during the process of the deceleration of the deceleration of the one party according to the above-mentioned time change rate, and when the deceleration force of the one party converges to zero through the above-mentioned decay, the deceleration force of the other party decreases according to the above-mentioned time change rate.

[0134] In the vehicle control device 11 based on the second viewpoint, when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering performance improvement control, the coordination control unit 67 performs the following coordination control: causing one of the ESB braking torque TResb and PP braking torque TRpp to decay according to the above-mentioned time change rate, maintaining the deceleration force of the other party while the deceleration force of the one party decays according to the above-mentioned time change rate, and when the deceleration force of the one party converges to zero through the above-mentioned decay, causing the deceleration force of the other party to decay according to the above-mentioned time change rate.

[0135] Assuming a structure is employed that causes both the ESB braking torque TResb and the PP braking torque TRpp to decay simultaneously, it is required to monitor the decay status of both ESB braking torque TResb and PP braking torque TRpp in real time. In this case, information management for real-time monitoring of the decay status of these two torques, with the aim of ensuring the amount of deceleration force decay within the decay range involved in steering performance improvement control, becomes extremely cumbersome.

[0136] Therefore, in the vehicle control device 11 based on the second viewpoint, the coordination control unit 67 adopts the following structure: when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering performance improvement control, it performs coordinated control to cause the deceleration force of the other party to decrease according to the above-mentioned time change rate after one of the ESB braking torque TResb and PP braking torque TRpp decreases according to the above-mentioned time change rate.

[0137] With this configuration, to ensure the amount of deceleration force reduction in the decay range involved in steering enhancement control, it is only necessary to monitor the decay status of either the ESB braking torque TResb or the PP braking torque TRpp. Therefore, compared to the situation where the decay status of both is monitored in real time, the burden of information management can be reduced.

[0138] According to the vehicle control device 11 based on the second viewpoint, when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering performance improvement control, the coordination control unit 67 performs coordinated control to make one of the ESB braking torque TResb and PP braking torque TRpp decay according to the above-mentioned time change rate, and then make the deceleration force of the other decay according to the time change rate. Therefore, compared with the situation of monitoring the decay status of the two in real time, the burden of information management can be reduced.

[0139] Furthermore, the vehicle control device 11 based on the third viewpoint can also adopt the following structure: In the vehicle control device 11 based on the second viewpoint, when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering performance improvement control, the coordination control unit 67 performs the following coordination control: monitors whether the deceleration force of one of the ESB braking torque TResb and PP braking torque TRpp is decaying according to the above-mentioned time change rate; if the deceleration force of one is decaying according to the above-mentioned time change rate, the deceleration force of the other is maintained; if the deceleration force of one is deviating from the above-mentioned time change rate decay, the deceleration force of the other is decayed by supplementing the amount of deviated deceleration force.

[0140] In the vehicle control device 11 based on the third viewpoint, when the judgment unit 63 determines that there is an abnormality related to the aforementioned steering enhancement control, and when the deceleration force of one of the ESB braking torque TResb and PP braking torque TRpp is deviating from the aforementioned time-rate of change decay, the coordination control unit 67 performs coordinated control to reduce the deceleration force of the other by compensating for the amount of deviated deceleration. Specifically, for example, when the deceleration force of one of them is below the aforementioned time-rate of change decay, coordinated control is performed to reduce the deceleration force of the other by compensating for the amount of deceleration below the aforementioned time-rate of change decay.

[0141] According to the vehicle control device 11 based on the third viewpoint, when the judgment unit 63 makes a judgment that there is an abnormality related to the above-mentioned steering enhancement control, and when the deceleration force of one of the ESB braking torque TResb and PP braking torque TRpp is deviating from the above-mentioned time change rate decay, the coordination control unit 67 performs coordination control to reduce the deceleration force of the other party by supplementing the amount of deceleration force that deviates. Therefore, compared with the vehicle control device 11 based on the second viewpoint, even when the deceleration force of one party is deviating from the above-mentioned time change rate decay, the amount of deceleration force decay in the decay range involved in the steering enhancement control can be properly ensured.

[0142] Furthermore, the braking deceleration force (ESB braking torque TResb) involved in braking device 12 is advantageous from the viewpoint of versatility (no restrictions on its use) compared to the power equipment deceleration force (PP braking torque TRpp) involved in power equipment device 14, but it is not advantageous from the viewpoint of responsiveness, maintainability, and proper maintenance of vehicle body posture. Therefore, there is a requirement to prioritize the use of PP braking torque TRpp over ESB braking torque TResb.

[0143] Therefore, the vehicle control device 11 based on the fourth viewpoint adopts the following structure: in the vehicle control device 11 based on any one of the first to third viewpoints, the deceleration force of one of the ESB braking torque TResb and the PP braking torque TRpp is the aforementioned braking deceleration force (ESB braking torque TResb), and the deceleration force of the other is the aforementioned power equipment deceleration force (PP braking torque TRpp).

[0144] According to the vehicle control device 11 based on the fourth viewpoint, the PP braking torque TRpp is used preferentially relative to the ESB braking torque TResb (increasing utilization time). Therefore, compared with the case where the ESB braking torque TResb is used preferentially relative to the PP braking torque TRpp, the effects of responsiveness, maintainability and proper maintenance of vehicle body posture can be expected.

[0145] Furthermore, the vehicle control device 11 based on the fifth viewpoint is a vehicle control device 11 that performs control over the vehicle's braking device 12 or power equipment device 14, and includes: an information acquisition unit (first information acquisition unit 61) that acquires status information of the braking device 12 and power equipment device 14, as well as vehicle status information including information on the front wheel steering angle; a judgment unit 63 that determines whether there is any abnormality related to steering enhancement control, including control over the braking device 12 or power equipment device 14; a deceleration force calculation unit 65 that calculates the required deceleration force that the vehicle should generate based on the aforementioned vehicle status information; and a coordination control unit 67 that performs coordinated control to adjust the distribution of braking deceleration force (ESB braking torque TResb) related to the braking device 12 and power equipment device 14 (PP braking torque TRpp) based on the aforementioned required deceleration force and the status information of the braking device 12 and power equipment device 14.

[0146] If the judgment unit 63 determines that there is an abnormality related to the above-mentioned steering performance improvement control, the coordination control unit 67 performs coordinated control to reduce the sum of the braking deceleration force (ESB braking torque TResb) and the power equipment deceleration force (PP braking torque TRpp) according to a prescribed time change rate.

[0147] Alternatively, the following structure can be adopted: In this coordinated control, the ESB braking torque TResb in the braking deceleration force (ESB braking torque TResb) and the power equipment deceleration force (PP braking torque TRpp) decays according to the aforementioned time change rate. During the decay of the ESB braking torque TResb according to the aforementioned time change rate, the value of PP braking torque TRpp is maintained at the point in time when the judgment of an anomaly related to the aforementioned steering performance improvement control is made. When the ESB braking torque TResb converges to zero through the aforementioned decay, the point in time when it converges to zero is taken as the starting point and PP braking torque TRpp decays according to the aforementioned time change rate.

[0148] According to the vehicle control device 11 based on the fifth point of view, the ESB braking torque TResb in the ESB braking torque TResb and PP braking torque TRpp decays according to the aforementioned time change rate. During the decay of the ESB braking torque TResb according to the aforementioned time change rate, the value of PP braking torque TRpp is maintained at the point in time at which the judgment of the aforementioned abnormality has been made. When the ESB braking torque TResb converges to zero through the aforementioned decay, the point in time at which it converges to zero is used as the starting point to decay the PP braking torque TRpp according to the aforementioned time change rate. Therefore, even if an abnormality related to the control of the vehicle's braking device 12 or power equipment device 14 occurs during the execution of steering enhancement control, vehicle behavior disorder can be suppressed as much as possible.

[0149] Furthermore, since the PP braking torque TRpp is used preferentially over the ESB braking torque TResb (increasing utilization time), compared to the case where the ESB braking torque TResb is used preferentially over the PP braking torque TRpp, improvements in responsiveness, maintainability, and proper vehicle body posture can be expected.

[0150] [Other Implementation Methods]

[0151] The various embodiments described above illustrate specific examples of the invention. Therefore, the scope of the invention should not be limited to these embodiments. This is because the invention can be practiced in various ways without departing from its spirit or main features.

[0152] For example, in the description of the vehicle control device 11 according to an embodiment of the present invention, an example is given of assigning a function to the coordination control unit 67 of the first ECU 51 to perform coordinated control so that the sum of the braking deceleration force and the power equipment deceleration force decays according to a predetermined time change rate, but the present invention is not limited to this example.

[0153] The present invention may also employ a coordinated control structure in which the sum of the braking deceleration force and the deceleration force of the power equipment, i.e., the calculation result of the deceleration force calculation unit 65, is used to reduce the deceleration force according to a specified time change rate.

[0154] Alternatively, the present invention may employ a structure in which the coordination control unit 67 of the first ECU 51 is replaced by a structure that assigns the aforementioned coordination control function to the vehicle control device 11 itself. In this case, the vehicle control device 11 itself is equivalent to the "coordination control unit" of the present invention. This is not limited to this example.

[0155] Alternatively, the present invention may employ a structure in which the three ECUs, 1ECU51, 2ECU53, and 3ECU55, are used together and assigned the aforementioned coordination control function, replacing the coordination control unit 67 of the 1ECU51. In this case, the assembly of the three ECUs, 1ECU51, 2ECU53, and 3ECU55, corresponds to the "coordination control unit" of the present invention.

[0156] Finally, in the description of the vehicle control device 11 according to the embodiment of the present invention, examples of electric vehicles in which the present invention is applied as power equipment devices 14 and such electric generators 59 are installed are given for illustration, but the present invention is not limited to these examples.

[0157] The present invention can also be applied to hybrid vehicles in which an internal combustion engine and an electric generator 59 are installed as power equipment device 14.

Claims

1. A vehicle control device that performs control related to a brake device or a power plant device of a vehicle, characterized by comprising: an information acquisition unit that acquires state information of the brake device and the power plant device, and vehicle state information including information on a front wheel steering angle; a determination unit that determines whether or not there is an abnormality related to a turning performance improvement control including control related to the brake device or the power plant device; a deceleration force calculation unit that calculates a required deceleration force that should be generated by the vehicle, based on the vehicle state information; and a coordination control unit that performs coordination control that adjusts distribution of a brake deceleration force related to the brake device and a power plant deceleration force related to the power plant device, based on the required deceleration force and the state information of the brake device and the power plant device, wherein the coordination control unit performs the following coordination control when the determination unit determines that there is an abnormality related to the turning performance improvement control: one of the brake deceleration force and the power plant deceleration force is decayed at a time change rate, the other deceleration force is maintained during decay of the one deceleration force at the time change rate, and the other deceleration force is decayed at the time change rate when the one deceleration force converges to zero by the decay.

2. The vehicle control device according to claim 1, wherein the coordination control unit performs the following coordination control when the determination unit determines that there is an abnormality related to the turning performance improvement control: it is monitored whether or not the one deceleration force is being decayed at the time change rate, the other deceleration force is maintained when the one deceleration force is being decayed at the time change rate, and the other deceleration force is decayed at a deceleration force that compensates for a deviation from the time change rate when the one deceleration force is deviating from the decay at the time change rate.

3. The vehicle control device according to claim 1 or 2, wherein the one deceleration force is the brake deceleration force, and the other deceleration force is the power plant deceleration force.

4. A vehicle control device that performs control related to a brake device or a power plant device of a vehicle, characterized by comprising: an information acquisition unit that acquires state information of the brake device and the power plant device, and vehicle state information including information on a front wheel steering angle; a determination unit that determines whether or not there is an abnormality related to a turning performance improvement control including control related to the brake device or the power plant device; a deceleration force calculation unit that calculates a required deceleration force that should be generated by the vehicle, based on the vehicle state information; and a coordination control unit that performs coordination control that adjusts distribution of a brake deceleration force related to the brake device and a power plant deceleration force related to the power plant device, based on the required deceleration force and the state information of the brake device and the power plant device, wherein the coordination control unit performs the following coordination control when the determination unit determines that there is an abnormality related to the turning performance improvement control: one of the brake deceleration force and the power plant deceleration force is decayed at a time change rate, the other deceleration force is maintained during decay of the one deceleration force at the time change rate, and the other deceleration force is decayed at the time change rate when the one deceleration force converges to zero by the decay. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ The coordinated control section performs coordinated control that causes the sum of the brake deceleration force and the power plant deceleration force to decay at a prescribed rate of change of time in the case where the judgment section has made a judgment that there is an abnormality related to the steering improvement control, In this coordinated control, The brake deceleration force decays at the rate of change of time, and the value at the time point at which the judgment that there is an abnormality related to the control was made is maintained as the power plant deceleration force during the decay of the brake deceleration force at the rate of change of time, When the brake deceleration force converges to zero through the decay, the power plant deceleration force decays at the rate of change of time from the time point at which the brake deceleration force converges to zero as a starting point.

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