Vehicle motion control device and vehicle motion control system

Abstract

Vehicle motion control device, including: Motion state information acquisition devices designed to detect longitudinal acceleration, lateral acceleration, and vehicle speed generated in the vehicle; Pedal actuation force detection devices designed to capture information about pedal actuation performed by the driver; and Vehicle motion control computational means designed to calculate a longitudinal acceleration command value and output a command value that implements the calculated longitudinal acceleration command value, based on information obtained from the motion state information sensing means and the pedal actuation force sensing means, wherein: The vehicle motion control command computational means is designed to calculate the longitudinal acceleration command value based on the information obtained, in such a way as to generate a longitudinal acceleration that produces a longitudinal jerk of a value comparable to the longitudinal jerk command value determined as a result of a pedal opening operation performed by the driver, with the longitudinal jerk being determined as the derivative of the acceleration.

Description

Technical field

[0001] The present invention relates to a vehicle motion control device and a vehicle motion control system designed to accelerate and decelerate a vehicle in order to achieve a desired state of motion of the vehicle. State of the art

[0002] In the prior art, a system is known as a vehicle motion control system for reducing the operational load of a driver, which is designed to brake instead of the driver when a lateral acceleration generated in the vehicle is greater than a predetermined value, derived from curve information from a navigation system, or if the lateral acceleration during turning is known (see, for example, JP 2009 - 51487 A).

[0003] Since the vehicle motion control system in this setup acquires curve information, a device designed to capture a driving path is necessary, such as an image acquisition system or a global positioning system (GPS). A camera was used, resulting in a high price. A system for controlling acceleration and deceleration without the need for such a device, or a method for generating acceleration and deceleration based on a lateral jerk generated by driver input, has been proposed (see, for example, JP 2008 - 285066 A International Journal of Automotive Engineering, Vol. 139, No. 3, 2008).

[0004] This method allows acceleration and deceleration to be performed in the same way as by a skilled driver, without having to set a specific point in time for the transition to braking for each curve. Therefore, when driving through continuous curves, the number of braking maneuvers required by the driver can be reduced, thus lowering the driver's workload.

[0005] To reduce the number of foot position changes between the accelerator and brake pedals by the driver, a method for generating a braking process based on a driving condition has been proposed, namely a method for generating a braking process by actuating the accelerator pedal (urban driving, switchbacks in suburbs), for example JP H09-272419 A, and a method for generating braking depending on the position of the accelerator pedal (for example JP 2000-233730 A). In this latter method, braking processes can be generated solely by actuating the accelerator pedal. Summary of the Invention Technical Problem

[0006] However, braking depending on the driving conditions does not necessarily correspond to the braking process desired by the driver, and the driver must constantly operate the accelerator pedal to control the braking during the braking process, depending on the position of the accelerator pedal.

[0007] DE 10 2005 002 265 A1 describes a control method for a drive system in which certain measures are taken depending on the speed of accelerator pedal actuation.

[0008] DE 103 35 732 A1 describes a method for changing the acceleration mode of a vehicle depending on the accelerator pedal speed.

[0009] Against this background, it is an object of the present invention to propose a vehicle motion control device and a vehicle motion control system that enable good usability for a driver and can reduce pedal operation.

[0010] This task is solved using the features of independent patent claims.

[0011] A vehicle motion control device has the features of claim 1, in particular motion state information acquisition means designed to acquire longitudinal acceleration, lateral acceleration and vehicle speed generated in a vehicle; pedal confirmation strength acquisition means designed to acquire information about pedal actuation performed by the driver;and vehicle motion control command calculation means designed to calculate a longitudinal acceleration command value depending on the information acquired by the motion state information acquisition means and the pedal actuation force acquisition means, and to output a command value for implementing the calculated longitudinal acceleration command value, wherein the vehicle motion control command calculation means is designed to calculate the longitudinal acceleration command value depending on the acquired information in such a way as to generate a longitudinal acceleration that produces a longitudinal jerk which is comparable in magnitude to a longitudinal jerk produced on the basis of a pedal opening operation performed by the driver.

[0012] A vehicle motion control system has the features of claim 16, in particular a vehicle motion control device of claim 1, comprising motion state information acquisition means designed to acquire longitudinal acceleration, lateral acceleration and vehicle velocity generated in a vehicle; pedal actuation force acquisition means designed to acquire information about pedal actuation performed by the driver; and vehicle motion control command calculation means designed to calculate a longitudinal acceleration command value based on information acquired by the motion state information acquisition means and by the pedal actuation force acquisition means, and to output a command value for implementing the calculated longitudinal acceleration command value;Longitudinal acceleration generating means designed to perform longitudinal acceleration control of the vehicle depending on the command value issued by the vehicle motion control command calculation means, and longitudinal acceleration control status display means designed to provide information recognizable to the driver depending on the command value issued by the vehicle motion control command calculation means, and which is equipped such that the vehicle motion control command calculation means is designed to calculate a longitudinal acceleration command value depending on the information obtained in such a way as to generate a longitudinal acceleration that produces a longitudinal jerk which has a value approximately comparable to a jerk in the longitudinal direction produced on the basis of a pedal opening operation performed by the driver. Brief description of the characters Fig. Figure 1 is a drawing illustrating a concept in the period of a braking control by a longitudinal acceleration command value according to the present invention. Fig. Figure 2 is a drawing illustrating a concept of a change in a longitudinal acceleration command value when a driver operates an accelerator pedal during deceleration, depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 3 is a drawing illustrating a concept of a longitudinal acceleration command value when the driver operates a brake pedal during deceleration depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 4 is a drawing illustrating a concept of a longitudinal acceleration command value when a driver operates a steering wheel and generates a lateral acceleration during braking, depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 5 is a drawing illustrating a concept of changing a longitudinal acceleration command value when a vehicle speed is reduced during deceleration depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 6 is a system block diagram illustrating a first embodiment of a vehicle motion control device according to the present invention. Fig. 7 is a block diagram, which shows another embodiment as in Fig. 6 illustrated. Fig. Figure 8 is a drawing that shows a calculation flow diagram of a vehicle motion control command calculation unit according to Fig. 6 illustrated. Fig. Figure 9 is a drawing that shows a calculation flow diagram of the vehicle motion control command calculation unit according to Fig. 6 illustrated. Fig. Figure 10 is a drawing that shows a relationship between the driver's accelerator pedal actuation force and a target longitudinal jerk in the vehicle motion control device according to Fig. 6 illustrated. Fig. Figure 11 is a drawing that shows a relationship between a target longitudinal jerk by the driver and a target longitudinal acceleration in the vehicle motion control device according to Fig. 6 illustrated. Fig. Figure 12 is a drawing showing a relationship between a vehicle speed according to the driver and a lower limit 2 of a longitudinal acceleration command value in the vehicle motion control device according to Fig. 6 illustrated. Fig. Figure 13 is a system block diagram illustrating a second embodiment of a vehicle motion control device according to the present invention. Fig. Figure 14 is a system block diagram, which shows another embodiment of Fig. 13 illustrated. Fig. Figure 15 is a drawing that shows a calculation flow diagram of a vehicle motion control command calculation unit according to Fig. 13 illustrated. Fig. Figure 16 is a drawing illustrating a concept during acceleration control by means of a longitudinal acceleration command value according to the present invention. Fig. Figure 17 is a drawing illustrating a concept of a change of a longitudinal acceleration command value depending on the longitudinal acceleration command value according to the present invention in the case where the driver operates the accelerator pedal during acceleration. Fig. Figure 18 is a drawing illustrating a concept for a longitudinal acceleration command value in the case where the driver operates a brake pedal during acceleration depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 19 is a drawing illustrating a concept of a longitudinal acceleration command value for the case where the driver operates a steering wheel and generates a lateral acceleration depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 20 is a drawing illustrating a concept of changing a longitudinal acceleration command value in the case where a vehicle speed is increased during acceleration depending on the longitudinal acceleration command value according to the present invention. Fig. Figure 21 is a system block diagram illustrating a third embodiment of a vehicle motion control device according to the present invention. Fig. Figure 22 is a drawing that shows a calculation flow diagram of a vehicle motion control command calculation unit. Fig. 21 illustrated. Fig. Figure 23 is a drawing that shows a calculation flow diagram of the vehicle motion control command calculation unit. Fig. 21 illustrated. Fig. Figure 24 is a drawing that shows a relationship between the driver's brake pedal actuation force and a target longitudinal jerk in the vehicle motion control device. Fig. 21 illustrated. Fig. Figure 25 is a drawing that shows a relationship between the target longitudinal jerk and a target longitudinal acceleration in the vehicle motion control device. Fig. 21 illustrated. Fig. Figure 26 is a drawing showing a relationship between a difference between a vehicle speed and a target vehicle speed and an upper limit 2 for a longitudinal acceleration command value in the vehicle motion control device. Fig. 21 illustrated. Description of exemplary embodiments (method for controlling longitudinal acceleration depending on the accelerator pedal actuation)

[0013] In the present invention, the longitudinal acceleration is controlled depending on a longitudinal jerk generated by the driver's pedal actuation. Before the embodiments are described, the following refers to Fig. For the sake of clarity, Figures 1 to 5 describe a method for controlling negative longitudinal acceleration, i.e., deceleration, based on the longitudinal jerk generated by the driver's actuation of the accelerator pedal. This description assumes that the longitudinal acceleration is positive on the acceleration side and negative on the deceleration side.

[0014] Fig. Figure 1 is a concept drawing at a point in time of brake control by a longitudinal acceleration command value according to the present invention.

[0015] Fig. 1 shows longitudinal accelerations (G xa , G xb ) and jerks in longitudinal directions (J xa , J xb ), which are generated when, starting from a position in which a certain accelerator pedal actuation force (AP) has the value AP0, the accelerator pedal is opened and the accelerator pedal actuation force reaches "0".

[0016] In Fig. 1(A) and (B) differ in the accelerator pedal actuation speed and the accelerator pedal actuation speed in Fig. 1(B) is higher than the one in Fig. 1(A). The reference symbol G xaa in Fig. 1(A) and the reference sign G xab in Fig. 1(B) denotes the longitudinal acceleration that is generated when no control is performed, and the reference symbols Jxaa in Fig. 1(A) and J xab in Fig. 1(B) denotes longitudinal jerks at these times. As in Fig. Figures 1(A) and (B) illustrate that the values ​​of the generated jerk in the longitudinal direction differ when the accelerator pedal is opened in different ways, because the accelerator pedal actuation speeds differ, for example -J x1 and - J x2 , the longitudinal accelerations G xaa , G xab However, they ultimately have a comparable value, -G x0 .

[0017] In the present invention, the difference between J xaa and J xab bundled and dependent on the difference between J xaa and J xab Different longitudinal accelerations are added together, and the resulting longitudinal acceleration is modified.

[0018] In particular, the longitudinal accelerations G xaa ', G xab ' with the longitudinal jerk Jxaa ', J xab ' the at the end of the opening process of the accelerator pedal T 1a and T 1b Values ​​generated by the control system, comparable to the longitudinal jerks -J x1 , -J x2 are those generated by the driver's use of the accelerator pedal.

[0019] Furthermore, the longitudinal acceleration is added up, so that G xaa ' at the end to -G x1 will and G xab ' train x2 will be, with the final sizes of G xaa ' and G xab ' depending on the strength of -J x1 and -J x2 are different, and the amount of longitudinal acceleration generated at the end increases with increasing amounts of -J x1 and -J x2 increased. In other words, the magnitude of the calculated longitudinal acceleration command value G increases. xcmd with an increasing amount of jerk in the longitudinal direction based on the pedal opening process by the driver.

[0020] This allows for an expansion of the longitudinal acceleration range achievable through accelerator pedal input, enabling the driver to control the magnitude of the resulting longitudinal acceleration by adjusting the longitudinal jerk generated when the accelerator pedal is released. By calculating the longitudinal acceleration command value to be comparable to the longitudinal jerk generated by the driver—that is, by generating longitudinal acceleration similar to the jerk produced by the driver upon pedal release—a smooth longitudinal acceleration control can be achieved, thus improving the driver's driving experience.

[0021] In the present invention, a negative longitudinal acceleration (G) generated on the basis of the accelerator pedal actuation by the driver is modified. xaa ' in Fig. 1(A) or Gxab ' in Fig. 1(A)) depending on the strength of the accelerator pedal actuation by the driver, the strength of a brake pedal actuation by the driver, a lateral jerk generated by a steering wheel actuation by the driver or a vehicle speed.

[0022] Fig. Figure 2 illustrates a concept drawing of a change in the longitudinal acceleration command value when the driver, during a braking maneuver in which the value of the longitudinal acceleration command value G xcmd train xtgt0 when the accelerator pedal is pressed.

[0023] In the present invention, a required value (acceleration) for a longitudinal jerk J is defined. xreqAP generated from an interim change in accelerator pedal actuation force (AP) by the driver, i.e. dependent on the accelerator pedal actuation speed, and the longitudinal acceleration command value G xcmdis based on the required value (acceleration) for the longitudinal jerk J xreqAP changed.

[0024] As in Fig. Figures 2(A) and (B) illustrate a target value for the longitudinal jerk (acceleration) J. xreqAP a positive value is generated when the force applied to the accelerator pedal is increased by the change. The target value for longitudinal jerk (acceleration) J xreqAP This value increases with increasing accelerator pedal actuation speed. If, as between T 2a1 and T 2a3 in Fig. 2(A) shows the accelerator pedal actuation speed is positive, while the longitudinal acceleration command value G xcmd 0 is, as in T 2a2 in Fig. 2(A) shows the target value for the longitudinal jerk (acceleration) J. xreqAP set to 0 and braking control via the longitudinal acceleration command value G xcmdwill be terminated. If the accelerator pedal actuation speed is between T 2b1 and T 2b2 in Fig. 2(B) is shown as positive, while the actuation force of the accelerator pedal is positive and the longitudinal acceleration command value G xcmd is different from 0, as shown in T 2b2 in Fig. As shown in 2(B), the longitudinal acceleration command value G xcmd with a target value for the longitudinal jerk J xre-qminAP as the minimum value for the target value for the longitudinal jerk (acceleration) J xreqAP changed and if the longitudinal acceleration command value G xcmd as in T 2b3 in Fig. 2(B) shows 0, the target value for the longitudinal jerk (acceleration) J is shown. xreqAP Set to 0.

[0025] Therefore, if the driver is subjected to the longitudinal acceleration command value G during braking xcmdWhen the accelerator pedal is pressed, the longitudinal acceleration command value G is set, even if the actuation speed of the accelerator pedal is small. xcmd set to 0, so that acceleration is possible according to the force applied to the accelerator pedal.

[0026] Fig. Figure 3 illustrates a concept drawing of the longitudinal acceleration command value G. xcmd , if the driver applies a brake pedal during a braking process in which the longitudinal acceleration command value G xcmd train xgt0 becomes.

[0027] In the present invention, a setpoint for the longitudinal acceleration (braking) G is used. xreqBP generated from a brake pedal actuation force (BP) of the driver and when an amount of G xreqBP not less than an amount of the longitudinal acceleration command value G xcmd If a target value for the longitudinal jerk (braking) J is set, then... xreqBP from a temporal change of G xreqBPgenerated to determine the longitudinal acceleration command value G xcmd based on the target value for longitudinal jerk (braking) J xreqBP to change. In other words, if the longitudinal acceleration command value has a negative value (deceleration) and if the magnitude of the setpoint for longitudinal acceleration (braking) G xreqBP , which is generated when the brake pedal actuation force (BP) is not less than the magnitude of the longitudinal acceleration command value G xcmd is the magnitude of the longitudinal acceleration command value G xcmd depending on the reduction in brake pedal actuation force (BP).

[0028] Therefore, if an attempt is made to generate a deceleration process that is no less than the deceleration generated by the longitudinal acceleration control, by having the driver apply the brake pedal during the period specified by the longitudinal acceleration command value G xcmddependent braking process, enabling braking according to the brake pedal operation by the driver.

[0029] Fig. Figure 4 illustrates a concept drawing for the longitudinal acceleration command value G. xcmd , when the driver operates the steering wheel and during the braking process, in which the value of the longitudinal acceleration command value G xcmd train xtgt0 A lateral acceleration is generated.

[0030] In the present invention, the magnitude of the longitudinal acceleration command value is changed depending on the lateral jerk. In particular, a target value for the longitudinal acceleration (lateral jerk) G is derived from the lateral jerk generated by the driver. xreqJy generated, and if an amount of G xreqJy not less than the magnitude of the longitudinal acceleration command value G xcmd is how this is in Fig. Figure 4(A) illustrates a target value for the longitudinal jerk (lateral jerk) J. xreqJydepending on the change in G over time xreqJy generated and the longitudinal acceleration command value depends on the setpoint for the longitudinal jerk (lateral jerk) J xreqJy changed.

[0031] If the magnitude of the target value for longitudinal acceleration (lateral jerk) G xreqJy less than the value for the longitudinal acceleration command value G xcmd is like the in Fig. As illustrated in Figure 4(B), only a positive proportion of the change over time of the setpoint for longitudinal acceleration (lateral jerk) G is shown. xreqJy to the target value for the longitudinal jerk (lateral jerk) J xreqJy set and if the magnitude of the lateral acceleration is not less than a predetermined value G ylmt is and the longitudinal acceleration command value G xcmd If the value is not 0, the longitudinal acceleration command value is set to J. xreqminGy as minimum value for the target value for the longitudinal jerk (lateral jerk) J xreqJychanged. Incidentally, a method for generating G was xreqJy proposed from the Querruck in the International Journal of Automotive Engineering, Vol. 139, No. 3, 2008.

[0032] Therefore, if the driver uses the longitudinal acceleration command value G during braking control xcmd When the steering wheel is turned, the longitudinal acceleration command value G is set. xcmd depending on the generated lateral jerk, so that braking in connection with a lateral movement is made possible.

[0033] Fig. Figure 5 illustrates a concept drawing of a change in the longitudinal acceleration command value for the case in which a vehicle speed V is reduced by braking, where the value of the longitudinal acceleration command value G xcmd train xtgt0 becomes.

[0034] In the present invention, when the longitudinal acceleration command value is a negative value (deceleration) and the vehicle speed is not above a predetermined vehicle speed, the magnitude of the longitudinal acceleration command value is selected such that it is reduced with a decrease in vehicle speed, in particular such that the magnitude of the longitudinal acceleration command value G xcmd at the time of braking control in a range where the vehicle speed V is not higher than a predetermined value for the vehicle speed V lmt lies, reduced with decreasing vehicle speed V. This method can be used, for example, in the Fig. 5. The illustrated amount of the longitudinal acceleration command value can be reduced with decreasing vehicle speed V by setting a lower limit G. xcmdlmtLa longitudinal acceleration command value is specified, which is a lower limit for the longitudinal acceleration command value G xcmd is such that it contains a lower limit 2 for the longitudinal acceleration command value, which is set such that the magnitude of the lower limit for the longitudinal acceleration command is reduced as the vehicle speed V decreases, in addition to specifying a lower limit for the longitudinal acceleration command 1 regardless of the vehicle speed, and wherein the value of either the lower limit for the longitudinal acceleration command 1 or the lower limit for the longitudinal acceleration command 2 is chosen to be a smaller magnitude than the lower limit for the longitudinal acceleration command G xcmdlmtL has.

[0035] Therefore, the occurrence of an abrupt change in longitudinal acceleration when the vehicle stops can be controlled by braking control, depending on the longitudinal acceleration command value G. xcmd be prevented.

[0036] As described so far, according to the present invention, negative longitudinal acceleration, i.e., a braking process of the vehicle, can be generated based on the jerk in the longitudinal direction caused by the driver's actuation of the accelerator pedal, and furthermore, the generated braking is changed depending on the accelerator pedal actuation, the brake pedal actuation, or the steering wheel actuation by the driver, so that constant braking occurs if the driver does not perform any input operations during the braking control (provided the vehicle speed is greater than a certain value), and if the driver performs input operations, braking control is carried out according to his inputs.

[0037] By modifying the braking process depending on the longitudinal jerk when opening the accelerator pedal in this way, the driver can instinctively control the braking process to be generated, and in addition, a process to achieve a constant braking process is carried out by the control system, so that the strain on the driver during operation can be reduced.

[0038] Therefore, when driving on a continuously curved road, such as on switchbacks in suburbs, the driver can control a necessary braking maneuver by controlling the longitudinal jerk when opening the accelerator pedal before the curve, instead of having to perform the process of changing foot position by switching from the accelerator pedal to the brake pedal before the curve, braking using the brake pedal, steering input depending on the curve and pressing the accelerator pedal again as in the prior art, and furthermore the braking can be varied depending on the steering input while driving along the curve, so that the process of changing foot position between the accelerator pedal and the brake pedal becomes less likely.

[0039] In cases where vehicles are being followed, and where acceleration and braking maneuvers are repeated in cities, the driver can modify the braking effect generated by controlling the longitudinal jerk when opening the accelerator pedal, thus avoiding the process of changing foot position between the pedals. (First embodiment of the invention)

[0040] The following refers to Fig. 6 to Fig. 12 The structure and function of a vehicle motion control device according to a first embodiment according to the present invention are described.

[0041] Fig. Figure 6 is a block diagram of a vehicle motion control system with a vehicle motion control device 1 according to a first embodiment of the invention.

[0042] The vehicle motion control device 1 in this embodiment is mounted on a vehicle and comprises an acceleration and jerk information sensing device 2, a vehicle speed sensing device 3, an accelerator pedal actuation force sensing device 4, a brake pedal actuation force sensing device 5, a longitudinal acceleration control switch 6, and a vehicle motion control command calculation device 7, and performs a signal output to a longitudinal acceleration generation device 8 and a longitudinal acceleration control state display device 9. The acceleration and jerk information sensing device 2 and the vehicle speed sensing device 3 are collectively referred to as motion state information sensing devices, and the accelerator pedal actuation force sensing device 4 and the brake pedal actuation force sensing device 5 are collectively referred to as pedal actuation force sensing devices.Therefore, the motion state information acquisition device is designed to capture longitudinal acceleration, lateral acceleration and vehicle speed generated in the vehicle, and the pedal actuation force acquisition device is designed to capture pedal actuation information generated by the driver, such as accelerator pedal stroke, brake pressures and the like.

[0043] The acceleration and jerk information acquisition device 2 is a means for acquiring longitudinal acceleration, lateral acceleration, a jerk in the longitudinal direction and a jerk generated in the vehicle in the lateral direction.

[0044] As a method for detecting longitudinal and lateral acceleration, a value detected directly by a sensor or similar device is recorded, or a result of a calculation performed by other electronic control units can be recorded via communication means.

[0045] As a method for detecting longitudinal and lateral jerk, a value detected directly by a sensor or similar device can be acquired, or the result of a calculation performed by another electronic control unit can be acquired via communication means. In this case, the longitudinal and lateral jerk do not necessarily have to be acquired by the acceleration and jerk information acquisition device 2; instead, the longitudinal and lateral jerk can be generated by differential processing of the longitudinal and lateral acceleration obtained by the vehicle motion control and command calculation device 7.

[0046] Furthermore, a method for estimating longitudinal acceleration and jerk in the longitudinal direction from the actuation force of the accelerator pedal or from the actuation force obtained from the brake pedal actuation force detection device 5 can also be used instead of the method described above.

[0047] Regarding lateral acceleration, instead of the method described above, a method for detecting a steering angle or steering wheel operation by the driver or a yaw rate, i.e. a rotational speed in a turning direction of the vehicle, and an estimation of the lateral acceleration using a vehicle model by the vehicle motion control command calculation tool 7 can be used.

[0048] The vehicle speed detection device 3 is a means for detecting the vehicle speed, which is the speed of movement of the vehicle. The vehicle speed detection device can be a method for detecting a value detected by a ground speed sensor using millimeter waves, or for detecting the result of a calculation by other electronic controls via communication means.A method for detecting the vehicle's own position using a global positioning system (GPS) and for estimating a time-dependent change in the vehicle's own position, determined via the vehicle motion control command calculation tool 7, or a method for detecting rotational speeds of the respective wheels and for estimating the vehicle speed from the rotational speeds thus obtained, determined by the vehicle motion control command calculation tool 7, and from the diameter of the tire, can be used instead of directly detecting the vehicle speed.

[0049] The accelerator pedal actuation force detection device 4 is a means for detecting an accelerator pedal stroke or the actuation force of the accelerator pedal by the driver.

[0050] As a means of detecting the accelerator pedal actuation force, a method for detecting a value detected by an accelerator pedal stroke sensor as the actuation force of the accelerator pedal, or a method for detecting a value detected by an accelerator pedal pressure sensor as the actuation force of the accelerator pedal, or the detection of a value obtained from other electronic controls via communication means can be used.

[0051] Alternatively, instead of directly detecting the actuation force of the accelerator pedal, a method for detecting a throttle valve opening and estimating it based on the throttle valve opening by the vehicle motion control command computational device or generating the actuation force by the vehicle motion control command computational device 7 depending on a value or values ​​detected by an accelerator pedal stroke sensor or the accelerator pedal pressure sensor can be used.

[0052] The brake pedal actuation force detection device 5 is a means for detecting brake pressure or brake pedal actuation force applied by the driver.

[0053] The means of detecting the brake pedal actuation force can be a method for detecting a value detected by a brake pedal stroke sensor as the brake pedal actuation force, a method for detecting a value detected by a brake pedal pressure sensor as the brake pedal actuation force, a method for detecting a value detected by a brake pressure sensor as the brake pedal actuation force, or a method for detecting a result calculated by other electronic control systems via communication means.

[0054] Alternatively, the brake pedal actuation force can be applied by the vehicle motion control command calculation device, depending on one or at least two values ​​determined by the brake pedal stroke sensor, the brake pedal pressure sensor and the brake pressure sensor.

[0055] The accelerator pedal travel or actuation force of the accelerator pedal, as determined by the accelerator pedal actuation force sensing device 4, and the brake pedal pressure or brake pedal actuation force, as determined by the brake pedal actuation force sensing device 5, are collectively referred to as pedal actuation information.

[0056] The longitudinal acceleration control switch 6, which is a longitudinal acceleration control detection means, is a switch designed to detect an ON or OFF state of the longitudinal acceleration control according to the present invention and to output a longitudinal acceleration control detection signal. Here, the longitudinal acceleration control switch 6 is not a switch that must be installed independently but can be one that is actuated together with other inputs. For example, if an operating mode switch is provided for changing the responsiveness of an engine to accelerator pedal inputs, the longitudinal acceleration control can be switched to "ON" when an operating state exists in which the responsiveness of the engine is at its highest.

[0057] It may be a switch designed to toggle the longitudinal acceleration control between ON and OFF via a driver-operated input switch and a gear selector position. For example, if a vehicle has an automatic transmission, it may be a switch designed to turn the longitudinal acceleration control ON when the gear selector is in the D range and the driver-operated input switch is ON, and to turn the longitudinal acceleration control OFF under other conditions.

[0058] The process described above, which depends on the switching position, can also be carried out by switching between ON and OFF of the longitudinal acceleration control in the vehicle motion control command calculation tool 7 by entering switching positions into the vehicle motion control command calculation tool 7.

[0059] The vehicle motion control command processing device 7 is a computing device with a memory area, computing power, and signal input and output means designed to calculate a command value for a longitudinal acceleration generated in the vehicle and to send a signal to the longitudinal acceleration generation device 8 and the longitudinal acceleration control state display device 9. In the present invention, the vehicle motion control command processing device 7 is designed to calculate the longitudinal acceleration command value depending on the acquired information and to output a command value that implements the calculated longitudinal acceleration command value and calculates the longitudinal acceleration command value depending on the acquired information such that a longitudinal acceleration is generated that produces a jerk of essentially the same magnitude as a longitudinal jerk generated depending on the driver's pedal opening action.

[0060] The longitudinal acceleration detection device 8 is an actuator for acceleration and deceleration that can generate longitudinal acceleration in the vehicle.Examples of the acceleration and deceleration actuator described above include a motor designed to generate longitudinal acceleration by controlling the opening of a throttle valve of the motor, a motor designed to generate longitudinal acceleration by controlling a drive torque of the motor, a transmission designed to generate longitudinal acceleration by changing a gear ratio when transmitting a drive force to the respective wheels, or a friction brake designed to generate longitudinal acceleration by pressing a brake disc against a brake pad of the respective wheels, wherein one of these acceleration and deceleration actuators, capable of realizing a longitudinal acceleration command value generated by the vehicle motion control device 1, is used as the longitudinal acceleration generating means 8.

[0061] The longitudinal acceleration control state display means 9 is an information indicator that displays information perceptible to the driver through at least one of its five physical senses. Examples of the information indicator include a display designed to enable visual perception of information by the driver, such as an indicator lamp or display device; a sound generator designed to enable auditory perception of information by the driver, such as a beep or a voice; or a vibration generator designed to enable perception of information by the driver's sense of touch, such as vibrations of the steering wheel, pedals, or seat. The indicator, sound generator, and vibration generator can be used in combination with the longitudinal acceleration control state display means 9.

[0062] The signal transmitted by the vehicle motion control device 1 to the longitudinal acceleration generator 8 need not itself be a longitudinal acceleration, as long as it is a signal that implements the longitudinal acceleration command value by the actuator for acceleration or deceleration. For example, if a driver controller of the actuator for acceleration or deceleration is capable of controlling the actuator for acceleration or deceleration in such a way that the longitudinal acceleration command value is implemented, the longitudinal acceleration command value is transmitted as a command signal to drive the driver controller.

[0063] If the actuator for acceleration or deceleration is a hydraulic friction brake designed to press a brake pad against a brake disc using hydraulic pressure, a hydraulic command value realizing the longitudinal acceleration command value is transmitted to the control unit for the hydraulic friction brake.

[0064] It is also possible to send a driver signal for an actuator for the hydraulic friction brake, which is designed to directly implement the longitudinal acceleration command value in the actuator to operate the hydraulic friction brake, without using an intermediate control unit for the hydraulic friction brake.

[0065] Alternatively, when implementing the longitudinal acceleration command value, the actuators used for acceleration and deceleration, which are designed to generate a drive control according to the longitudinal acceleration command value, can be modified.For example, in a case where the longitudinal acceleration generation means includes a regenerative brake designed to generate a braking process of the vehicle by means of a regenerative torque of the engine and the hydraulic friction brake, a regenerative torque command value and a hydraulic pressure command value can be transmitted to the regenerative brake and the hydraulic friction brake respectively in such a way that a drive ratio between the regenerative brake and the hydraulic friction brake is changed depending on a relationship of a charge state of a battery or a maximum braking force that can be generated by the regenerative brake depending on the longitudinal acceleration command value.

[0066] The signal transmitted from the vehicle motion control device 1 to the longitudinal acceleration control status display device 9 can be a signal that operates the longitudinal acceleration control status display device 9 depending on a control state of the vehicle motion control device 1 and the longitudinal acceleration command value. For example, if the longitudinal acceleration control status display device 9 is an indicator, a command value can be sent that is designed to illuminate an indicator lamp or a display on the display device depending on the ON / OFF state of the longitudinal acceleration control or the longitudinal acceleration command value. If the longitudinal acceleration control status display device is a sound generator, a command value is sent that is designed to provide an indication by means of a beep or a voice, depending on the longitudinal velocity generated in the vehicle.If the longitudinal acceleration control state display means 9 is a vibration generator, a command value is transmitted to the vibration generator, which is designed to vibrate a steering wheel, the pedals and the seat depending on the longitudinal acceleration generated in the vehicle.

[0067] Here, a configuration is also possible in which the signal for carrying out the drive control of the longitudinal acceleration generation means 8 and the longitudinal acceleration control state display means 9 is not transmitted directly from the vehicle motion control unit 1, but rather the longitudinal acceleration command value as in Fig. 7 is transmitted to another vehicle control unit 10 and a signal for the implementation of the driver control of the longitudinal acceleration generation means 8 and the longitudinal acceleration control state display means 9 is transmitted from the vehicle control unit 10.

[0068] Fig. Figure 8 illustrates a calculation flow diagram A1 in the vehicle motion control command calculation device 7 of the vehicle motion control unit. In the calculation flow diagram 1, it is assumed that signals detected by the acceleration and jerk information detection device 2 are longitudinal acceleration and lateral acceleration, that a signal detected by the vehicle speed detection device 3 is the wheel speeds of the respective wheels, that the signal detected by the accelerator pedal actuation force detection device 4 is an accelerator pedal travel, that a signal detected by the brake pedal actuation force detection device 5 is a brake pedal pressure, and that a signal detected by the longitudinal acceleration control switch 6 is an ON / OFF signal of the switch.

[0069] In S000 a longitudinal acceleration G is used. x and a lateral acceleration G y, which were detected by the acceleration and pressure information acquisition device 2, a wheel speed V w[x] of the respective wheels detected by the vehicle speed sensor 3 (x is replaced by the wheel numbers, left front wheel: 0, right front wheel: 1, left rear wheel: 2, right rear wheel: 3), an accelerator pedal stroke APS determined by the accelerator pedal actuation force sensor, a brake pedal pressure P determined by the brake pedal actuation force sensor 5 m and the ON / OFF switching signals GSW, which were detected by the longitudinal acceleration control switch 6, are determined and calculated. After the calculation, the process continues with S100.

[0070] In S100, a longitudinal thrust J x , a lateral jerk J yA vehicle speed V, an accelerator pedal actuation force AP, and a brake pedal actuation force BP are calculated as control signals required for the control system from the signals acquired in S000. The longitudinal jerk J x and the lateral thrust J y are thereby derived from the longitudinal acceleration G x and the lateral acceleration G y Furthermore, an average wheel speed V is determined. w[x]The vehicle speed V is defined as the vehicle speed V, either the speed of the four wheels, a value determined by selecting the highest value, or a value determined by combining these values. One method for combining these values ​​is to define a higher average of the mean values ​​of the left and right front wheels and an average value of the left and right rear wheels as the vehicle speed V. The accelerator pedal actuation force AP is a value obtained by applying a pressure range process that accounts for pedal pressure variation, as well as a filtering process or similar to obtain the accelerator pedal travel APS. The brake pedal actuation force BP is obtained by adding a filtering process or similar to the brake pedal pressure P. m Value gained. After the calculation, the process continues with S200.

[0071] In S200, a longitudinal acceleration control permission marker FOK is generated. The longitudinal acceleration control permission marker FOK is set to 1 (the condition that the vehicle speed V is not lower than a threshold value or longitudinal acceleration control is being used via a longitudinal acceleration command value G). xcmd is performed) and (the switch ON / OFF signal GSW is ON) and is otherwise set to 0. If the switch position is specified as described above, the longitudinal acceleration control permission mark FOK is set to 1 if the vehicle speed V is not less than the threshold or while the longitudinal acceleration is due to the longitudinal acceleration command value G. xcmd The signal is controlled when the ON / OFF signal GSW is switched to ON and when the switch position is in the D range; otherwise, it is set to 0. After the calculation, the process continues with S300.

[0072] In S300, the calculation of the longitudinal acceleration command value G is performed. xcmd carried out. Fig. Figure 9 illustrates a calculation flowchart A2 of the longitudinal acceleration command value G. xcmd .

[0073] In S301, the longitudinal acceleration control permission mark FOK is determined. If the longitudinal acceleration control permission mark FOK is set to 0, the process continues with S302; if it is not set to 0, the process continues with S303.

[0074] In S302, a target longitudinal thrust J is used. xtgt , a target longitudinal acceleration G xtgt , a command value for the longitudinal jerk J xcmd , a target value for the longitudinal jerk J xreq and a longitudinal acceleration command value G xcmd set to 0 and the procedure is initiated with S400 in Fig. Continued in 8.

[0075] In S303, the target longitudinal thrust J xtgtdepending on the longitudinal pressure J x and the actuation force of the accelerator pedal AP is calculated. As a method for calculating the target jerk in the longitudinal direction J. xtgt will be like in Fig. 10 shows a minimum value for the longitudinal jerk J x in a period ΔT starting from a moment when the actuation force of the accelerator pedal AP begins to fall until a moment when it reaches 0, as J xtgtimt The target longitudinal thrust J is defined xtgt is set to 0 when the accelerator pedal actuation force AP begins to increase. The target longitudinal jerk J xtgt This can be a mean value in the period ΔT instead of a minimum value in the same period.

[0076] It is also possible to define values ​​that are filtered with time constants that apply to the case of a direction in which the longitudinal jerk J x is reduced and the case of a direction in which he is considered J xtgtThe time constant in the rising direction can be set to a much larger value compared to the time constant in the falling direction. If the longitudinal jerk to be generated is estimated from the change in the accelerator pedal actuation force AP over time, and an estimated value is expressed as J xAP The target longitudinal thrust J is defined. xtgt can be increased by increasing the value from J xAP and J x is used with the larger amount.

[0077] If a vertical gradient of a road surface consists of a difference between the longitudinal acceleration G x and a longitudinal acceleration G determined by deriving the vehicle speed V xv When an assessment is made and it is decided that one is on an incline or decline below a certain threshold, J xtgt depending on J xAPare generated. After the calculation, the process continues with S304.

[0078] In S304, depending on a target longitudinal thrust G xtgt the target longitudinal acceleration J xtgt calculated. As a method for calculating the target longitudinal acceleration G xtgt , have the target longitudinal thrust J xtgt and the target longitudinal acceleration G xtgt the same sign and are set so that the magnitude of the target longitudinal acceleration G xtgt with increasing target longitudinal thrust J xtgt as in Fig. The process is shown in section 11 and increases. After the calculation, the process continues with S305.

[0079] In S305, the command value for longitudinal jerk J xcmd depending on the target longitudinal thrust J xtgt , the target longitudinal acceleration G xtgt , the actuation force of the accelerator pedal AP and a previous G xcmd_z1 The longitudinal acceleration command value is calculated. The command value for longitudinal jerk J xcmdis specified by the following expression (1). After the calculation, the process continues with S306. Jxcmd=Jxtgt(AP=0 and |Gxcmd_z1|≤1)Jxcmd=0(if the conditions described above do not apply)

[0080] In S306, the lateral acceleration G is used as a guideline. y , the lateral movement J y , the accelerator pedal actuation force AP, the brake pedal actuation force BP and the previous value G xcmd_z1 of the longitudinal acceleration command value G xcmd the target value for the longitudinal jerk J xreq calculated. The target value for the longitudinal jerk J xreq is achieved by adding the target value for the longitudinal jerk (acceleration) J xreqAP , of the target value for the longitudinal jerk (braking) J xreqBP and the target value for the longitudinal jerk (lateral jerk) J xreqJy as in Fig. Figures 2 to 5 are illustrated and, as described above, specified by the following expression (2). After the calculation, the process continues with S307. [Expression 2] Jxreq=JxreqAP+JxreqBP+JxreqJy

[0081] In S307, the command value J is determined based on the vehicle speed V. xcmd for the longitudinal jerk, the target value for the longitudinal jerk J xreq and the previous value G xcmd_zl of the longitudinal acceleration command value G xcmd the longitudinal acceleration command value G xcmd calculated. The longitudinal acceleration command value G xcmd is calculated by performing processing with an upper and lower limit, which provides a value obtained by integrating a value obtained by adding the command value for the longitudinal thrust J. xcmd and the target value for the longitudinal jerk J xreqobtained value with an upper limit of 0 and a lower limit corresponding to the lower limit for the longitudinal acceleration command G xcmdlmtL as in Fig. 5 is illustrated and described above.

[0082] The lower limit for the longitudinal acceleration command 1, which is independent of the vehicle speed V, can be a predefined value or dependent on the magnitude of the acceleration |G. max |, which can be achieved on the road surface or one depending on an amount of acceleration |G strlmt |can be adjusted taking into account the responsiveness of the steering during a steering maneuver. |G max |and |G strlmt The values ​​generated here can depend on a relationship between the change in wheel speed of the respective wheels and the longitudinal acceleration G. x to be estimated.

[0083] The lower limit for the longitudinal acceleration command 2, which depends on the vehicle speed V, is set to a maximum value G. xlmtV0 set when the vehicle speed V is 0 and changes in value as the vehicle speed V increases, as in Fig. 12 is shown reduced. As a method for reducing the value with increasing vehicle speed V, settings can be used here such that the reduction is as shown in Fig. 12(A) illustrates linear processes or settings in which, according to a method as in Fig. 12(B) illustrates upward-pointing probe.

[0084] G xlmtV0 is set to a value that enables the transmission of command values ​​capable of generating a braking force sufficient to maintain a stopped state for the respective wheels, and which is output to longitudinal acceleration generator 8. After the calculation, the procedure proceeds with S 400 in Fig. 8 continued.

[0085] In S400, a command value is transmitted to the longitudinal acceleration generation device and the longitudinal acceleration control state display device 9, which contains the longitudinal acceleration command value G. xcmd implements if the longitudinal acceleration control permission mark is FOK 1, or otherwise a command value that does not perform longitudinal acceleration control if the longitudinal acceleration control permission mark is FOK 0.

[0086] The signal to be transmitted to the longitudinal acceleration generating device 8 in the case that the longitudinal acceleration control permission mark FOK 1 is defined with the longitudinal acceleration command value G xcmd transmitted as a control command value if the longitudinal acceleration command value G xcmd by transmitting the longitudinal acceleration command value G xcmd as described above by the longitudinal acceleration generating device 8.

[0087] When a command value for the longitudinal acceleration generator 8 is required, a command value for controlling the longitudinal acceleration generator is determined based on the longitudinal acceleration command value G. xcmd generated and transmitted. For example, if the longitudinal acceleration generating means 8 is a hydraulic friction brake and the longitudinal acceleration control is driven by transmitting a command value for the hydraulic pressure to the control for the hydraulic friction brake, the hydraulic command value is dependent on the longitudinal acceleration command value G. xcmd The hydraulic command value is generated and transmitted as the control command value. Accordingly, a longitudinal acceleration is achieved in the vehicle depending on the longitudinal acceleration command value G. xcmd generated.

[0088] As described above, a command can be used to implement the longitudinal acceleration command value G. xcmdcan be applied to a variety of longitudinal acceleration generating means. For example, if the motor and the hydraulic friction brake form the longitudinal acceleration generating means 8 as described above, a configuration can be chosen in which the constant longitudinal acceleration command value G xcmd is transmitted to the motor and results in an increase or decrease of the command value G for longitudinal acceleration that depends on the lateral jerk. xcmd can be transmitted to the hydraulic friction brake, so that the longitudinal acceleration ultimately generated in the vehicle corresponds to the longitudinal acceleration command value G xcmd corresponds.

[0089] As a command value for the longitudinal acceleration control state display means 9, for example, when the longitudinal acceleration control permission mark FOK 1, a driver command value is transmitted to the display device to inform the driver that longitudinal acceleration control is being applied by the accelerator pedal, and when the longitudinal acceleration control is activated by the longitudinal acceleration command value G xcmd When the control is executed, a driver command value is transmitted to the display device or a sound generator to inform the driver that the control is currently being executed. The driver command value can be transmitted in such a way that the output of the display device or sound generator depends on the magnitude of the longitudinal acceleration command value G. xcmd is variable.

[0090] As described above Fig. Figure 7 is shown when the setup is such that a signal is transmitted to the vehicle control unit 10, the longitudinal acceleration command value G. xcmd a command value is transmitted to the vehicle control unit 10 and a command value for the execution of the driver control of the longitudinal acceleration generation means 8 and the longitudinal acceleration control state display means 9 is transmitted by the vehicle control unit 10.

[0091] As described above, according to the present invention, by controlling the longitudinal acceleration depending on a longitudinal jerk generated by the driver's actuation of the accelerator pedal, a range of values ​​for longitudinal acceleration that can be generated by the driver with the accelerator pedal can be effectively extended, so that foot position changes on the pedals can be reduced.

[0092] In this exemplary embodiment, it is described that an input signal for the vehicle motion control device is assumed to contain the signals detected by the acceleration and pressure information sensor 2, which include longitudinal acceleration and lateral acceleration; the signals detected by the vehicle speed sensor 3, which are the wheel speeds of the respective wheels; the signal detected by the accelerator pedal actuation force sensor 4, which is the accelerator pedal travel; the signal detected by the brake pedal actuation force sensor 5, which is the brake pedal pressure; and the signal detected by the longitudinal acceleration control switch 6, which is an ON / OFF signal of the switch. However, the invention is not necessarily limited to a case in which all these signals are input.

[0093] For example, the signal determined as an input signal for the vehicle motion control device 1 and detected by the acceleration and stroke information acquisition device 2 can also be only the lateral acceleration and the target longitudinal jerk J. xtgt can from J xAP calculated, i.e. from a time-dependent change in the actuation force of the accelerator pedal AP. (Second embodiment of the invention)

[0094] The following refers to Fig. 13 to Fig. 15 The structure and operation of a vehicle motion control device 1' according to a second embodiment of the present invention is described.

[0095] Fig. Figure 13 is a block diagram of a vehicle motion control system with the vehicle motion control device 1' according to the second embodiment of the present invention.

[0096] The vehicle motion control device 1' of this embodiment is designed to be mounted on a vehicle, comprises a sensor signal acquisition device 11 and a sensor signal processing device 12, and performs input and output of signals to and from a vehicle-mounted network 13. The vehicle speed acquisition device 3, the accelerator pedal actuation force acquisition device 4, the brake pedal actuation force acquisition device 5, the longitudinal acceleration control switch 6, the longitudinal acceleration generation device 8, the longitudinal acceleration control status display device 9, and the vehicle control unit 10 are also the same as those in the first embodiment described above. However, the longitudinal acceleration control switch 6 need not necessarily be connected to the vehicle-mounted network 13 and can, as in Fig. 14 shown, connected to the vehicle control unit 10.

[0097] The sensor signal acquisition device 11 is a sensor designed to acquire information available for vehicle control and the sensor signal acquisition device 11 can be, at will, an acceleration sensor, a rotational speed sensor, a sensor capable of acquiring both acceleration and rotational speed or a vehicle speed sensor, as long as the information required by the vehicle control can be acquired.

[0098] The sensor signal processing device 12 is a computing device with a memory area, processing power, and signal input and output means, and is designed to process the signal received from the sensor signal acquisition device 11, calculate the longitudinal acceleration command value to be generated by the vehicle, and transmit the signal processing value determined by the sensor signal acquisition device 11 and the longitudinal acceleration command value to the vehicle-mounted network. For example, if the sensor signal acquisition device 11 is the acceleration sensor capable of detecting the longitudinal and lateral acceleration generated in the vehicle, the sensor signal processing device 12 calculates the longitudinal and lateral acceleration from the signal received from the acceleration sensor.In addition, information such as accelerator pedal travel, brake pedal pressure, wheel speed and gear position is determined via communication with the vehicle-mounted network, and the longitudinal acceleration command value is calculated from the longitudinal acceleration and the lateral acceleration and the longitudinal acceleration, the lateral acceleration and the longitudinal acceleration command value are transmitted to the vehicle-mounted network.

[0099] Fig. Figure 15 shows a calculation flow diagram B1 of the sensor signal processing device 12 of the vehicle motion control unit 1'. In calculation flow diagram B1, it is assumed that the sensor signal acquisition device 11 is a sensor capable of detecting both acceleration and rotational velocity. Furthermore, it is assumed that the sensor is mounted such that it can detect the longitudinal acceleration, the lateral acceleration, and the yaw rate, i.e., the rotational velocity in a turning direction of the vehicle generated at a center of gravity of the vehicle. The signals determined via the vehicle-mounted network 13 are here assumed to be the wheel speed, the accelerator pedal travel, the brake pedal pressure, and the longitudinal acceleration control switch ON / OFF signals.

[0100] In S010, sensor signal values ​​are used to calculate the longitudinal acceleration G. x , the lateral acceleration G yand the yaw rate r are required, and are detected by the sensor signal acquisition device 11. The acceleration detection device can be a method for detecting a change in the position of a substance inside the sensor due to acceleration, or it can be a method for detecting the movement of heated gas. The rotational velocity detection device can use a method that utilizes a Coriolis force or a method that utilizes the Sagnac effect. After the signal is acquired, the process continues with S020.

[0101] In S020, the longitudinal acceleration G x , the lateral acceleration G y and the yaw rate r is calculated from the signals acquired by the sensor signal acquisition means 11. After the calculation, the process continues with S030.

[0102] In S030, the wheel speed, accelerator pedal travel, and longitudinal acceleration control switch ON / OFF signals are determined via the vehicle-mounted network 13. After the calculation, the process continues with S100.

[0103] The calculations for S100 to S300 are the same as those in the first embodiment described above.

[0104] In S410, when the longitudinal acceleration G x , the lateral acceleration G y , the yaw rate r and the longitudinal acceleration control permission marker FOK 1 are, the command value transmitted to the vehicle-mounted network 13 which contains the longitudinal acceleration command value G xcmd The signal to be transmitted to the vehicle-mounted network 13, if the longitudinal acceleration control permission mark is FOK 1, is implemented with the longitudinal acceleration command value G. xcmd transmitted as a control command value when the longitudinal acceleration command value Gxcmd by sending the longitudinal acceleration command value G xcmd as described above. Furthermore, if the command value must be transmitted to the vehicle control unit 10 after the longitudinal acceleration generation device, the command value used to control the longitudinal acceleration generation device 8 depends on the longitudinal acceleration command value G. xcmd generated and transmitted.

[0105] In this way, by integrating the present invention into the signal processing unit of the sensor, which must be mounted on the vehicle, the present invention can be implemented without increasing the number of components that need to be installed in the vehicle. Furthermore, by integrating the signals necessary for implementing the present invention into a sensor, as described above, any delay or loss of accuracy in acquiring the signals required for implementing the present invention can be suppressed. Therefore, even when signals such as longitudinal jerk or lateral jerk are generated, for example, from longitudinal and lateral acceleration, signals with high accuracy and low delay can be produced. (Method for controlling longitudinal acceleration depending on brake pedal actuation)

[0106] In the present invention, the longitudinal acceleration is controlled depending on the longitudinal jerk generated by the driver's pedal actuation. Before describing the exemplary embodiments, a method for controlling positive longitudinal acceleration depending on the jerk in the longitudinal direction generated by the driver's brake pedal actuation is described below, with reference to Fig. 16 to Fig. 20 described in order to simplify the understanding of the present invention.

[0107] Fig. Figure 16 illustrates a concept drawing during acceleration control, depending on the longitudinal acceleration command value G. xcmdaccording to the present invention. It shows a longitudinal acceleration and a longitudinal jerk that is generated when a brake pedal is opened from a brake pedal position for which a certain brake pedal actuation force BP is necessary, and at a certain positive vehicle speed V0 in Fig. 16(A) and (B) and when stopping in Fig. 16(C) the brake pedal actuation force is 0.

[0108] A brake pedal actuation speed differs in Fig. 16(A) and (B) and one condition is that the brake pedal actuation speed in Fig. 16(B) higher than that in Fig. 16(A) is. The reference symbol G xba in Fig. 16(A) and the reference numeral G xdd in Fig. 16(B) denotes longitudinal accelerations that are generated when no control is performed, and the reference symbols J xba in Fig. 16(A) and J xbb in Fig. 16(B) denotes longitudinal jerks for this case. As in Fig. 16(A) and Fig. As shown in Figure 16(B), positive longitudinal jerks are generated when the accelerator pedal is opened, which are different because the accelerator pedal actuation speeds differ, for example J xb1 by J xba and J xb2 by J xbb , the longitudinal accelerations G ultimately generated xba and G xbb However, they have a comparable value, -G xb0 .

[0109] In the present invention, a difference is made between the longitudinal pressures J xba and J xbb bundled and dependent on the difference between J xba and J xbb Different longitudinal accelerations are added together, and the resulting longitudinal acceleration is modified.

[0110] In particular, take, as in Fig. 16(A) and Fig. 16(B) shows the longitudinal accelerations G xba ' and G xbb ', with which jerks in longitudinal directions J xba ' and J xbb ' are generated, and which occur at time points T xba and T xbb Values ​​comparable to longitudinal jerks are generated when the brake pedal is released. xb1 and J xb2 are those that are generated by the driver pressing the brake pedal.

[0111] Furthermore, the longitudinal acceleration is added, so that G xba 'ultimately -G xb1 will and G xbb ' G xb2 will be when the final strengths of G xba ' and G xbb 'depending on the size of J xb1 and J xb2 differ, and the magnitude of the ultimately generated longitudinal acceleration increases with increasing amounts of J. xb1 and J xb2In a vehicle with an automatic transmission, when the gear is in a certain range, drive torque is applied to a drive wheel, and releasing the brake pedal accelerates the vehicle up to a certain speed, even if the accelerator pedal is not pressed (the so-called creep phenomenon). In recent years, vehicles have been controlled in such a way that releasing the brake pedal adds a certain amount of drive torque, even if they are not equipped with an automatic transmission.

[0112] In these vehicles, as described by G xbc in Fig. Figure 16(C) illustrates the positive longitudinal acceleration generated by opening the brake pedal, followed by a reduction of the longitudinal acceleration, which becomes constant at a certain vehicle speed. Although the longitudinal jerk generated in this case, as shown by J xbc illustrated, one at T xbcA positive longitudinal jerk J has a shape that alternates from positive to negative. xbc 1 in this case highlighted according to the present invention and a longitudinal acceleration J xbc ' during the longitudinal jerk of J xbc 1 is, as by J xbc 'illustrated, ultimately to G xbc 1.

[0113] Accordingly, the range of longitudinal acceleration that can be achieved by applying the brake pedal can be increased, and the driver is able to control the strength of the longitudinal acceleration ultimately generated by controlling the longitudinal jerk when opening the brake pedal.

[0114] By generating a longitudinal jerk with a value comparable to that generated by the driver, longitudinal acceleration control without a perceived hesitancy is achieved, thus improving the driving experience. Even if the vehicle features a launch control system activated by releasing the brake pedal, which does not produce a creeping effect like in a vehicle without an automatic transmission or in an electric vehicle, the longitudinal acceleration generated by the brake pedal application can be modified by estimating the longitudinal jerk that the driver expects based on the speed of brake pedal application.

[0115] In the present invention, the longitudinal acceleration (G) generated by the driver's brake pedal actuation changes depending on the xba ' in Fig. 16(A) or G xbb ' in Fig. 16(B) or G xbc ' in Fig. 16(C)) depending on the force applied to the accelerator pedal by the driver, the force applied to the brake pedal by the driver, and the lateral jerk or vehicle speed generated by a steering maneuver by the driver.

[0116] Fig. 17 illustrates a concept drawing of the longitudinal acceleration command value G xcmd , if the driver presses the accelerator pedal during a braking maneuver in which the value of the longitudinal acceleration command value G xcmd train xtgt0 In the present invention, the setpoint for the longitudinal acceleration (acceleration) G is determined. xreqAP generated from the driver's pedal actuation force, and when the amount G xreqAP less than the amount of the longitudinal acceleration command value G xcmd The target value for the longitudinal jerk (acceleration) J is... xreqAP from the temporal change of G xreqAP generated to determine the longitudinal acceleration command value G xcmddepending on the target value for the longitudinal jerk (acceleration) J xreqAP to change. Therefore, if an attempt is made to generate an acceleration that is no less than the acceleration generated by the longitudinal acceleration control due to the application of the accelerator pedal during acceleration, depending on the longitudinal acceleration command value G. xcmd Acceleration is enabled according to the driver's use of the accelerator pedal.

[0117] Fig. Figure 18 illustrates a concept drawing of a change in the longitudinal acceleration command value when the driver presses the accelerator pedal during acceleration, where the value of the longitudinal acceleration command value G xcmd train xtgt0 becomes.

[0118] In the present invention, the setpoint for the longitudinal jerk (braking) J is xreqBPgenerated from a change in the force applied to the brake pedal by the driver over time, i.e., from the speed of brake pedal application, and the longitudinal acceleration command value G xcmd depends on the target value for the longitudinal jerk (braking) J xreqBP changed.

[0119] As in the Fig. As illustrated in Figures 18(A) and (B), when the brake pedal actuation force changes in such a way that it increases, a target value for the longitudinal jerk (braking) J is then determined. xreqAP generated with a negative value. The target value for the longitudinal jerk (braking) J xreqBP It increases with increasing speed of brake pedal application.

[0120] If the brake pedal actuation speed is between T 18a1 and T 18a3 in Fig. 18(A) illustrates that it is positive when the longitudinal acceleration command value G xcmd as in T 18a2 in Fig. 18(A) shows 0, the target value for the longitudinal jerk (braking) J is shown. xreqBP set to 0, and the braking control via the longitudinal acceleration command value G xcmd will be terminated.

[0121] If the brake pedal actuation speed is between T 18b1 and T 18b2 in Fig. 18(B) is shown as positive, while the brake pedal actuation force is positive and as T 18b2 in Fig. Figure 18(B) shows the longitudinal acceleration command value G xcmd If the value is not 0, the longitudinal acceleration command value G is used. xcmd with the target value for the longitudinal jerk as the minimum value (J xreqminBP ) of the target value for the longitudinal jerk (brakes) J xreqBP changed, and if the longitudinal acceleration command value is as in T 18b3 in Fig. 18(B) is represented as 0, the target value for the longitudinal jerk (braking) J is xreqBPset to 0. Therefore, if the driver presses the brake pedal during acceleration with the longitudinal acceleration command value G xcmd Even if the actuation speed of the brake pedal is low, the longitudinal acceleration command value G can be reached. xcmd be set to 0, so that braking is possible according to the force applied to the brake pedal.

[0122] Fig. 19 illustrates a concept drawing of the longitudinal acceleration command value G xcmd , when the driver operates the steering wheel and a lateral acceleration is generated during acceleration, where the value of the longitudinal acceleration command value G xcmd train xtgt0 In the present invention, the setpoint for the longitudinal acceleration (lateral jerk) G is determined. xreqJy generated by the lateral jerk produced by the driver, as in Fig. 19(A) illustrates the target value for the longitudinal jerk (transverse jerk) J xreqJy is derived from the change in G over time.xreqJy generated and the longitudinal acceleration command value G xcmd depends on the target value for the longitudinal jerk (lateral jerk) J xreqJy generated, and when the longitudinal acceleration command value becomes 0, the target value for the longitudinal jerk (lateral jerk) J is set. xreqJy Set to 0.

[0123] If the amount of G xreqJy less than the magnitude of the generated longitudinal acceleration command value G xcmd is as in Fig. 19(B) is shown when the target value for longitudinal acceleration (lateral jerk) G xreqJy is negative, and the longitudinal acceleration command value G xcmd If the value is not 0, the target value for the longitudinal acceleration G is used. xcmd with J xreqminGy as the maximum value of the target value for the longitudinal jerk (lateral jerk) J xreqJy generated. Here, a method for generating G is described. xreqJy Proposed in the International Journal Surface Automotive Engineering, Vol. 139, No. 3, 2008.

[0124] If the driver turns the steering wheel during acceleration control with the longitudinal acceleration command value G xcmd When activated, the longitudinal acceleration command value G is set. xcmd depending on the generated lateral jerk, so that acceleration and deceleration in connection with a lateral movement are possible.

[0125] Fig. Figure 20 illustrates a concept drawing of a change in the longitudinal acceleration command value when the vehicle speed V is increased by the acceleration, where the value of the longitudinal acceleration command value G xcmd train xtgt0 becomes.

[0126] In the present invention, the magnitude of the longitudinal acceleration command value is reduced by a decrease in the value ΔV. tgt reduced, which is achieved by subtracting the vehicle speed V from a target vehicle speed V tgtThe longitudinal acceleration command value was determined to be dependent on the longitudinal jerk generated by the driver's pedal release. If the longitudinal acceleration command value has a positive value (acceleration), a certain target vehicle speed V is achieved when a positive longitudinal acceleration is generated according to the driver's brake pedal actuation. tgt set, the amount of the longitudinal acceleration command value G xcmd is determined according to a reduction in the value ΔV tgt reduced, which is achieved by subtracting the vehicle speed V from the target vehicle speed V tgt is determined, and the magnitude of the longitudinal acceleration command value G xcmd is set to 0 if ΔV tgt 0 or less. For this process, for example, as in Fig. Figure 20 illustrates the magnitude of the longitudinal acceleration command value G. xcmd with decreasing value of ΔV tgt reduced by setting an upper limit G xcmdlmtHa longitudinal acceleration command is specified, which has an upper limit for the longitudinal acceleration command value G xcmd is such that a limit 2 for the longitudinal acceleration command is included, which is set such that the magnitude of the upper limit for the longitudinal acceleration command decreases with decreasing ΔV tgt is reduced, in addition to an upper limit of 1 for a longitudinal acceleration command, which is independent of ΔV tgt is, where the value of the upper limit 1 for the longitudinal acceleration command and the upper limit 2 for the longitudinal acceleration command has the smaller amount than the upper limit G xcmdlmtH is set for the longitudinal acceleration command.

[0127] Therefore, if the vehicle is accelerated according to the longitudinal acceleration command value G by the acceleration control xcmd the target vehicle speed V tgtOnce this target speed is reached, the occurrence of an abrupt change in longitudinal acceleration can be avoided. tgt This can be a predetermined value or a value that varies depending on the longitudinal acceleration command, and the target vehicle speed V tgt can be set to a value that increases with increasing longitudinal acceleration command.

[0128] As previously described, according to the present invention, positive acceleration, i.e., the acceleration of the vehicle, can be generated depending on the longitudinal jerk produced by the driver's actuation of the brake pedal or the longitudinal jerk that the driver expects as a result of his actuation of the brake pedal, and furthermore, the generated acceleration is changed depending on the accelerator pedal actuation, the brake pedal actuation or the steering wheel actuation by the driver, so that constant acceleration up to the vehicle speed occurs when the driver makes an input during the acceleration control (when the vehicle speed is greater than a certain value) and if the driver does make an input, acceleration control is carried out according to the input.

[0129] In this way, the driver can instinctively control the acceleration by adjusting the longitudinal jerk when releasing the brake pedal. This control system also maintains a constant acceleration, thus reducing the driver's workload. Therefore, for example, when following vehicles ahead, where acceleration and braking are frequent in urban areas, or when following a vehicle in a traffic jam, the driver can adjust the acceleration by controlling the longitudinal jerk when releasing the brake pedal, thereby reducing the required foot movements between the pedals. (Third embodiment of the invention)

[0130] The following refers to Fig. 21 to Fig. 26 The structure and function of a vehicle motion control device 1" according to a third embodiment of the present invention is described.

[0131] Fig. Figure 21 is a block diagram of a vehicle motion control system with the vehicle motion control device 1" according to the third embodiment of the present invention.

[0132] The vehicle motion control device 1" of this embodiment is to be mounted on the vehicle and comprises an acceleration and jerk information sensing means 2, the vehicle speed sensing means 3, the accelerator pedal actuation force sensing means 4, the brake pedal actuation force sensing means 5, a longitudinal acceleration control switch 6', and a vehicle motion control command calculation means 7' and performs signal outputs to the longitudinal acceleration generation means 8 and the longitudinal acceleration control state display means 9.

[0133] Here, the acceleration and jerk information detection means 2, the vehicle speed detection means 3, the accelerator pedal actuation force detection means 4, the brake pedal actuation force detection means 5, the longitudinal acceleration generation means 8 and the longitudinal acceleration control state display means 9 are the same as those in the first embodiment described above.

[0134] The longitudinal acceleration control switch 6' is a switch for detecting the ON / OFF state of the longitudinal acceleration control according to the present invention. The longitudinal acceleration control switch 6' is not an independently installed switch, but can be one that is actuated together with other inputs. For example, when an operating mode switching switch for changing the engine's responsiveness to input signals from the accelerator pedal is activated in an operating mode in which the engine's responsiveness is highest, the longitudinal acceleration control can be set to ON.

[0135] It could also be a switch to toggle the longitudinal acceleration control between ON and OFF, depending on a shift input from the driver and the gear selector position. For example, if the vehicle has an automatic transmission, it could be a switch designed to turn the longitudinal acceleration control ON when the gear selector is in the D range and the shift input from the driver is ON, and under other conditions the longitudinal acceleration control could be OFF.

[0136] Alternatively, if external information acquisition devices are provided that can detect obstacles or similar objects around the vehicle, such as cameras or millimeter wave sensors, a switch can be used which switches off the longitudinal acceleration control if a substance exists in the direction of travel of the vehicle with which it could come into contact, depending on the information acquired by the external information acquisition device in addition to the switch position and the shift input entered by the driver.

[0137] The switching position-dependent process or the external information-dependent process described above can be implemented such that the longitudinal acceleration control in the vehicle motion control command computational device 7' can be switched between ON and OFF by inputting the switching position information and the external information into the vehicle motion control command computational device 7'.

[0138] The vehicle motion control command calculation device 7' is a computing device with a memory area, computing power and signal input and output means, which is designed to calculate the command value for the longitudinal acceleration to be generated in the vehicle and to send a signal to the longitudinal acceleration generation device 8 and the longitudinal acceleration control state display device 9.

[0139] Fig. Figure 22 shows a calculation flow diagram C1 in the vehicle motion control command calculation device 7' of the vehicle motion control device 1". In the calculation flow diagram C1, it is assumed that the signals acquired by the acceleration and jerk information acquisition device are longitudinal acceleration and lateral acceleration, a signal acquired by the vehicle speed acquisition device 3 is the wheel speeds of the respective wheels, a signal acquired by the accelerator pedal actuation force acquisition device 4 is an accelerator pedal stroke, a signal acquired by the brake pedal actuation force acquisition device 5 is a brake pedal pressure, and a signal acquired by the longitudinal acceleration control switch 6' is an ON / OFF signal of the switch.

[0140] The calculations in S000 and S100 are the same as those in the first embodiment described above.

[0141] In S250, a longitudinal acceleration control permission marker FOK is generated. The longitudinal acceleration control permission marker FOK is set to 1 if the switch ON / OFF signal GSW is ON, and is set to 0 otherwise. If the switch position is entered as described above, the longitudinal acceleration control permission marker FOK is set to 1 if the switch ON / OFF signal GSW is ON and the switch position is in the D range, and is set to 0 otherwise. After the calculation, the process continues with S350.

[0142] In S350, the calculation of the longitudinal acceleration command value G is performed. xcmd carried out. Fig. Figure 23 illustrates a calculation flow diagram C2 for the longitudinal acceleration command value G. xcmd .

[0143] In S351, the longitudinal acceleration control permission mark FOK is determined. If the longitudinal acceleration control permission mark FOK is 0, the process continues with S352, and if it is not 0, the process continues with S353.

[0144] In S352, the target longitudinal thrust J xtgt and the target acceleration G xtgt , the longitudinal jerk command value J xcmd , the target value for the longitudinal jerk J xreq and the longitudinal acceleration command value G xcmd Set to 0 and the process continues with S450.

[0145] In S353, the target longitudinal jerk depends on the longitudinal jerk J. x and the brake pedal actuation force BP is calculated. As a method for calculating the target longitudinal jerk J xtgt can, as in Fig. 24 shows the maximum value of the longitudinal jerk J x, generated in a period ΔT between a moment at which the reduction of the brake pedal actuation force BP begins, until a moment at which it reaches 0, as the target longitudinal jerk J xtgt be defined, and when the brake pedal actuation force BP begins to increase, the target longitudinal jerk J is xtgt Set to 0. The target longitudinal thrust J xtgt Instead of the minimum value in period ΔT, it can also be an average value from this period.

[0146] It is also possible to define values ​​that have been filtered with time constants that lie between a direction in which the value of the longitudinal acceleration J x is decreased, and in a direction in which it is increased, with values ​​for J xtgtto define, whereby the time constants differ for the different directions, and the time constant in the decreasing direction can have a very high value compared to the time constant with the increasing direction.

[0147] The longitudinal jerk to be generated can be estimated depending on the change in brake pedal actuation force BP over time, and the target longitudinal jerk J xtgt can be generated by selecting the one of these estimated values ​​J xBP and J x the larger amount is used. If a vertical gradient of a road surface consists of a differential between the longitudinal acceleration G x and the longitudinal acceleration G determined by deriving the vehicle speed V xv Once it is estimated and decided that one is on an incline or decline above a certain threshold, the target longitudinal thrust J can be determined. xtgt depending on J xBPare generated. After the calculation, the process continues with S354.

[0148] In S354, the target longitudinal acceleration J xtgt and the target vehicle speed V tgt depending on the target longitudinal thrust J xtgt calculated. As a method for calculating the target longitudinal acceleration J xtgt have, as in Fig. 11 shows the target longitudinal thrust J xtgt and the target longitudinal acceleration G xtgt the same sign and are set so that the amount of the target longitudinal acceleration G xtgt with increasing target longitudinal thrust J xtgt increases.

[0149] The vehicle speed V tgt grows depending on the target longitudinal pressure J xtgt on, when the target longitudinal thrust J xtgt has a positive value and is 0 if it has a negative value. After this calculation, the process continues with S355.

[0150] In S355, the longitudinal jerk command value is J xcmddepending on the target longitudinal thrust J xtgt , the target longitudinal acceleration G xtgt , the brake pedal actuation force BP and the previous value G xcmd_z1 The longitudinal acceleration command value is calculated. The longitudinal jerk command value J xcmd is given by the following expression (3). After the calculation, the process continues with S306. [Expression 3] Jxcmd=Jxtgt{(BP=0 or Jx≤0) and (|Gxcmd_z1|≤|Gxtgt|)}Jxcmd=0(if conditions other than those described above apply)

[0151] In S356, the target value for the longitudinal jerk J is specified. xreq depending on the lateral acceleration G y , the lateral movement J y , the actuation force of the accelerator pedal AP, the actuation force of the brake pedal BP and the previous value G xcmd_z1 of the longitudinal acceleration command value G xcmd calculated. The target value for the longitudinal jerk J xreqis determined using the target value for longitudinal jerk (accelerator pedal) J xreqAP , of the target value for the longitudinal jerk (brakes) J xreqBP and the target value for the longitudinal jerk (lateral jerk) J xreqJy , as in Fig. Figures 16 to 20, as shown and described above, are given by the following expression (4). After the calculation, the process continues with S357. [Expression 4] Jxreq=JxreqAP+JxreqBP+JxreqJy

[0152] In S357, the longitudinal acceleration command value depends on the vehicle speed V, the target vehicle speed V. tgt , the longitudinal jerk command value J xcmd , the target value for the longitudinal jerk J xreq and the previous value G xcmd_zl of the longitudinal acceleration command value G xcmd calculated. The longitudinal acceleration command value G xcmdis calculated by processing with upper and lower limits, so that a value is obtained by integrating a value obtained by adding the longitudinal thrust command value J. xcmd and the target value for the longitudinal jerk J xreq with a lower integration limit of 0 and an upper integration limit corresponding to the upper limit G xcmdlmtH for the longitudinal acceleration command, as described above and in Fig. 20 illustrated, will be received.

[0153] The upper limit 1 for the longitudinal acceleration command, which is independent of the differential ΔV tgt the vehicle speed V and the vehicle speed V tgt is, can be a predetermined value, a value dependent on the amount |G max | the acceleration generated on the road surface, and be a value that depends on the amount |G strlmt| the acceleration was adjusted taking into account steering response when steering.

[0154] |G max |and |G strlmt The values ​​generated here can be derived from a relationship between the changes in wheel speed of the respective wheels and the longitudinal acceleration G. x can be estimated. The upper limit 2 for the longitudinal acceleration command, which is determined by ΔV tgt depends, is set to 0 if ΔV tgt 0 or less, and increases with increasing value of ΔV tgt how this is in Fig. 26 is shown.

[0155] As a method for increasing the value with increasing ΔV tgt Can a setting be made here such that a linear increase occurs, as is the case in Fig. 26(A) is illustrated, or a setting such that it is increased along a downward-sloping curve, as shown in Fig.The method shown in 26(B) is also applicable. After the calculation, the process continues with S450.

[0156] In S450, a command value is used that represents the longitudinal acceleration command value G. xcmd for the case that the longitudinal acceleration control permission mark FOK 1 is implemented, and a command value is transmitted to the longitudinal acceleration generation means 8 and the longitudinal acceleration control state display means 9 in the case that the longitudinal acceleration control permission mark FOK 0 is implemented and no longitudinal acceleration control is performed.

[0157] The signal to be transmitted to the longitudinal acceleration generating device 8 in the event that the longitudinal acceleration control permission mark FOK 1 is defined with the longitudinal acceleration command value G xcmd transmitted as a control command value if the longitudinal acceleration command value G xcmdcan be implemented by the longitudinal acceleration generating device 8 by setting the longitudinal acceleration command value G xcmd as described above. If a command value is needed for the longitudinal acceleration generator 8, the command value for controlling the longitudinal acceleration generator 8 depends on the longitudinal acceleration command value G. xcmd generated and transmitted. For example, if the longitudinal acceleration generating means 8 is the motor and the longitudinal acceleration control is carried out by transmitting a motor torque command value to the motor control, then, depending on the longitudinal acceleration command value G xcmd The engine torque command value is generated, and this generated engine torque command value is transmitted as a control command value. Thus, in the vehicle, a longitudinal acceleration command value G is generated. xcmd dependent longitudinal acceleration is generated.

[0158] Furthermore, as described above, a command for realizing the longitudinal acceleration command value can be transmitted to the plurality of longitudinal acceleration generating means 8. For example, if the engine and an internal combustion engine constitute the longitudinal acceleration generating means 8 as described above, a configuration can be selected in which a constant longitudinal acceleration command value is transmitted to the internal combustion engine, and an increase or decrease of the longitudinal acceleration command value depending on the lateral jerk is transmitted to the electric motor, so that the longitudinal acceleration ultimately generated in the vehicle corresponds to the longitudinal acceleration command value G. xcmd corresponds.

[0159] As a command value for the longitudinal acceleration control state display means 9, for example, when the longitudinal acceleration control permission marker FOK 1, a driver command value is transmitted to the display device to inform the vehicle that longitudinal acceleration control is being carried out by the brake pedal actuation and when the longitudinal acceleration control is activated by the longitudinal acceleration command value G xcmd When a control operation is executed, a driver command value is transmitted to the display device or sound generator to inform the driver that a control operation is being performed. The driver command value can be transmitted in such a way that the output of the display device or sound generator corresponds to the magnitude of the longitudinal acceleration command value G. xcmd changes.

[0160] As described above, according to the present invention, by controlling the longitudinal acceleration depending on the longitudinal jerk generated by the driver's brake pedal actuation, a range of longitudinal accelerations that can be generated by the driver with the brake pedal can be effectively extended, so that foot position changes between the pedals can be reduced.

[0161] Following the description of the input signals of the vehicle motion control device 1" of this embodiment, it is assumed that the signals detected by the acceleration and jerk information detection means are the longitudinal acceleration and the lateral acceleration, the signal detected by the vehicle speed detection means 3 is the wheel speeds of the respective wheels, the signal detected by the accelerator pedal actuation force detection means 4 is the accelerator pedal travel, the signal detected by the brake pedal actuation force detection means 5 is the brake pedal pressure, and the signal detected by the longitudinal acceleration control switch 6' is the ON / OFF signal of the switch. However, the present invention is not necessarily limited to cases in which all these signals are input.

[0162] For example, if the signal received from the acceleration and jerk information detection device 2 contains only the lateral acceleration as the input signal for the vehicle motion control device 1, the target longitudinal jerk J xtgt from J xBP calculated, i.e. from a time-dependent change in the brake pedal actuation force BP.

[0163] Alternatively, a setup is also conceivable in which the calculations of the longitudinal acceleration command value, depending on the actuation force of the accelerator pedal as explained in the first embodiment described above, are also integrated into the vehicle motion control calculation tool 7' and the acceleration control with the brake pedal and the deceleration control with the accelerator pedal can be switched using a switch.

[0164] In contrast, a setup is also applicable in which the longitudinal acceleration command value, depending on the brake pedal actuation force of the third embodiment, is also integrated into the sensor signal calculation device 12 of the second embodiment described above, and the acceleration control with the brake pedal and the deceleration control with the accelerator pedal can be switched using a switch.

Claims

[1] Vehicle motion control device, comprising: Motion state information acquisition devices designed to detect longitudinal acceleration, lateral acceleration, and vehicle speed generated in the vehicle; Pedal actuation force detection devices designed to capture information about pedal actuation performed by the driver; and Vehicle motion control computational means designed to calculate a longitudinal acceleration command value and output a command value that implements the calculated longitudinal acceleration command value, based on information obtained from the motion state information sensing means and the pedal actuation force sensing means, wherein: The vehicle motion control command computational means is designed to calculate the longitudinal acceleration command value based on the information obtained, in such a way as to generate a longitudinal acceleration that produces a longitudinal jerk of a value comparable to the longitudinal jerk command value determined as a result of a pedal opening operation performed by the driver, with the longitudinal jerk being determined as the derivative of the acceleration. [2] Vehicle motion control device according to claim 1, wherein an amount of the calculated longitudinal acceleration command value increases with an increase in the pedal opening process performed by the driver. [3] Vehicle motion control device according to claim 1, wherein the vehicle motion control calculation means changes an amount of the longitudinal acceleration command value depending on a lateral jerk which was detected by the motion state information acquisition means or calculated from acquired information. [4] Vehicle motion control device according to claim 1, wherein if the longitudinal acceleration command value has a negative value and the vehicle speed detected by the motion state information detection means is not higher than a predetermined vehicle speed, an amount of the longitudinal acceleration command value is reduced with a reduction in the vehicle speed. [5] Vehicle motion control device according to claim 1, wherein if the longitudinal acceleration command value has a negative value and if the magnitude of a target value for longitudinal acceleration (braking) generated by a brake actuation generated from the pedal actuation information is not less than an magnitude of the longitudinal acceleration command value, the magnitude of the longitudinal acceleration command value is reduced depending on the reduction of the pedal actuation force. [6] Vehicle motion control device according to claim 1, wherein if the longitudinal acceleration command value has a positive value, an amount of the longitudinal acceleration command value is reduced by a reduction of a value determined by subtracting the vehicle speed detected by the motion state information detection means from a predetermined target vehicle speed, depending on the longitudinal jerk generated by the pedal opening process performed by the driver. [7] Vehicle motion control device according to claim 1, wherein, when the longitudinal acceleration command value is a positive value, a setpoint for the longitudinal jerk is generated depending on an actuation speed of the brake pedal, which is generated depending on the pedal actuation force generated from the pedal actuation information, and wherein the longitudinal acceleration command value is generated depending on the setpoint for the longitudinal jerk. [8] Vehicle motion control device according to claim 1, wherein the vehicle motion control command calculation means calculates the longitudinal acceleration command value by calculating a longitudinal jerk estimated from an accelerator pedal opening operation performed by the driver, a target value for the longitudinal jerk (acceleration) generated as a function of a longitudinal jerk estimated from an accelerator pedal pressing operation performed by the driver, a target value for the longitudinal jerk (braking) estimated from the longitudinal jerk estimated from the brake pedal pressing operation performed by the driver, and a target value for the longitudinal jerk (lateral jerk) generated as a function of a temporal change in a target value for the longitudinal acceleration (lateral jerk) generated as a function of a steering wheel operation performed by the driver, as well as a temporal integration of a longitudinal jerk command value obtained by adding the longitudinal jerk command value,The value obtained from the target value for longitudinal jerk (acceleration), the target value for longitudinal jerk (braking), and the target value for longitudinal jerk (lateral jerk) is calculated. [9] Vehicle motion control device according to claim 1, wherein the vehicle motion control command calculation means calculates a negative longitudinal acceleration command value (braking) depending on a longitudinal jerk generated by an accelerator pedal actuation effected by the driver. [10] Vehicle motion control device according to claim 1, wherein the vehicle motion control command calculation means is designed to calculate a setpoint for longitudinal jerk depending on an actuation force of the accelerator pedal, which was generated from pedal actuation information that was detected by the pedal actuation force detection means when the longitudinal acceleration command value has a negative value, and to change the longitudinal acceleration command value depending on the calculated setpoint for longitudinal jerk. [11] Vehicle motion control device according to claim 1, wherein the vehicle motion control calculation means is designed to generate a setpoint for longitudinal acceleration depending on pedal actuation information which was detected by the pedal actuation force detection means if the longitudinal acceleration command value has a negative value, to calculate a setpoint for longitudinal jerk depending on a temporal change of the setpoint for longitudinal acceleration if the magnitude of the calculated setpoint for longitudinal acceleration is not less than an magnitude of the longitudinal acceleration command value, and to change the longitudinal acceleration command value depending on the calculated setpoint for longitudinal jerk. [12] Vehicle motion control device according to claim 3, wherein the vehicle motion control command calculation means is designed to calculate a setpoint for longitudinal acceleration depending on the lateral jerk when the longitudinal acceleration command value has a negative value, to calculate a setpoint for longitudinal jerk from a temporal change of the setpoint for longitudinal acceleration when the magnitude of the calculated setpoint for longitudinal acceleration is not less than the magnitude of the longitudinal acceleration command value, and to change the longitudinal acceleration command value depending on the calculated setpoint for longitudinal jerk. [13] Vehicle motion control device according to claim 1, wherein the motion state information acquisition means comprises: Acceleration and jerk information acquisition devices designed to detect either the longitudinal acceleration, the lateral acceleration, the longitudinal jerk, or the lateral jerk generated in the vehicle; and Vehicle speed detection devices designed to detect the vehicle speed of the vehicle, the pedal actuation force detection means includes: Accelerator pedal actuation force detection means designed to detect accelerator pedal stroke generated by the driver; and Brake pedal actuation force sensing devices designed to detect brake pedal pressure applied by the driver, and where the pedal actuation information includes the accelerator pedal stroke and the brake pedal pressure. [14] Vehicle motion control device according to claim 13, further comprising: Longitudinal acceleration control detection means designed to detect an ON or OFF state of longitudinal acceleration and to output a longitudinal acceleration control detection signal. [15] Vehicle motion control device according to claim 14, wherein the vehicle motion control command calculation tool is designed to to capture the longitudinal acceleration, the lateral acceleration, the vehicle speed, the accelerator pedal travel, the brake pedal pressure and the longitudinal acceleration control detection signal, to calculate the longitudinal jerk and the lateral jerk from the longitudinal acceleration, the lateral acceleration and the vehicle speed, and to calculate an actuation force of the accelerator pedal and a brake pedal actuation force from the accelerator pedal stroke and the brake pedal pressure; to generate a longitudinal acceleration control permission marking depending on the vehicle speed and the longitudinal acceleration control detection signal, to calculate a longitudinal acceleration command value depending on the vehicle speed, a value of the longitudinal acceleration control permission mark, the longitudinal jerk and the lateral jerk, and to output a command value depending on the longitudinal acceleration command value and based on the value of the longitudinal acceleration control permission marker. [16] Vehicle motion control system, comprising: a vehicle motion control device according to claim 1, longitudinal acceleration detection means designed to perform longitudinal acceleration control of the vehicle depending on the command value issued by the vehicle motion control command calculation means; and Longitudinal acceleration control state display means designed to display driver-recognizable information depending on the command value issued by the vehicle motion control command computation means. [17] Vehicle motion control system according to claim 16, further comprising: a vehicle control unit designed to receive an input of the command value issued by the vehicle motion control command computation device and to generate and output a driver signal to operate the longitudinal acceleration generation device and the longitudinal acceleration control state display device depending on the input command value. [18] Vehicle motion control system according to claim 16, wherein the vehicle motion control device performs a control such that an amount of the calculated longitudinal acceleration command value increases with increasing amount of the longitudinal jerk generated due to the pedal opening process performed by the driver. [19] Vehicle motion control system according to claim 16, wherein the vehicle motion control command calculation means of the vehicle motion control device changes an amount of the longitudinal acceleration command value depending on a lateral jerk calculated from the motion state information acquisition means or from information obtained. [20] Vehicle motion control system according to claim 16, wherein the vehicle motion control command calculation means of the vehicle motion control device calculates a negative longitudinal acceleration command value depending on a longitudinal jerk generated by an accelerator pedal actuation by the driver.

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