JP5494565B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a device for controlling driving force so that a vehicle behavior becomes a target behavior using a stability factor, and more particularly to a device configured to optimize the stability factor. It is.

  The stability factor is a factor that greatly affects the behavior of the vehicle. Basically, assuming a steady turning state without acceleration or deceleration, the vehicle's inertial mass, wheelbase, and cornering power of the front and rear wheels (Cornering force) or stiffness, represented by the distance between the center of gravity of the vehicle and the front and rear axles, or can be determined based on the actual steering angle, wheelbase, lateral acceleration, and vehicle speed. It is known that this can be extended to a turning state with driving or braking, and a term obtained by multiplying the longitudinal acceleration by a coefficient and a term obtained by multiplying the square of the longitudinal acceleration by a coefficient are stored in a state without acceleration / deceleration. It is given by a quadratic expression that is added to the stability factor. These coefficients are due to load movement by driving or braking, toe angle change and compliance, and due to cornering characteristics of tires on which driving force and braking force act.

  The yaw rate and turning radius during turning vary depending on the stability factor, and therefore the stability factor is an important parameter that governs the steering characteristics of the vehicle. The stability factor is basically determined based on the structure of the vehicle and the characteristics of the tires, but the cornering power of the front and rear wheels may change depending on the load applied to the front and rear wheels, deterioration over time, and so-called expansion. In the stability factor determined, the coefficient of the primary term and the coefficient of the secondary term of the longitudinal acceleration may not be as designed.

  Conventionally, an apparatus for controlling a predetermined physical quantity such as a driving torque of a vehicle using a stability factor is known. For example, Patent Document 1 discloses a behavior of a vehicle by suppressing an influence caused by a driver operation disturbance or a road surface disturbance. A system configured to stabilize the is described. That is, the system described in Patent Document 1 pays attention to the fact that the stability factor is affected by the ground load of the front and rear wheels, and determines the stability factor from the cornering power of the front and rear wheels and the center of gravity of the vehicle. The difference between the distance and the product (that is, the moment based on the cornering power of the front and rear wheels) corrects the axle torque so that it follows the target value.

  Conventionally, it has been attempted to correct the stability factor for controlling the behavior of the vehicle. For example, Patent Document 2 discloses that when the difference between the designed stability factor and the actual stability factor is large. , A method configured to replace a stability factor used for vehicle behavior control and driving force control with an actual stability factor is described. That is, in the method described in Patent Document 2, steady circular turning is performed at the time of factory shipment of the vehicle, various characteristics at that time are measured, and the actual stability factor is based on the data obtained by the measurement. Is calculated, the actual stability factor is compared with the stability factor stored in advance, and the stability factor is replaced as necessary based on the result of the comparison.

JP 2005-256636 A JP 2006-131052 A

  Since the system described in Patent Document 1 controls the vehicle so that the stability factor follows the target value, it is possible to improve the turning characteristics. The inertial mass, wheelbase, cornering power (cornering force) or stiffness of the front and rear wheels, the distance between the center of gravity of the vehicle and the front and rear axles, etc., so that these parameters are described in Patent Document 2, In some cases, the expected turning performance cannot be obtained. Therefore, in the invention described in Patent Document 2, the vehicle characteristic value is obtained while traveling with a predetermined steering pattern at a constant vehicle speed, and the stability which is a reference value for control of the vehicle behavior control device based on the obtained characteristic value. The factor is to be set.

  If the stability factor is set on the basis of data obtained by actual driving as described in Patent Document 2, it is possible to correct errors caused by individual differences in vehicles, changes with time, and the like. However, if the stability factor is corrected in this way, the driving force set using the stability factor or the target value of the driving force changes with the correction of the stability factor. Therefore, as described in Patent Document 1, in the state in which so-called target value tracking control of the stability factor is being executed, the correction of the stability factor or its arithmetic expression may act as a so-called disturbance. In some cases, the driving force is excessively insufficient or changed, which is not intended by the driver, which may cause the driver to feel uncomfortable or reduce drivability.

  The present invention has been made paying attention to the above technical problem, and an object of the present invention is to provide a vehicle control device capable of optimizing the stability factor without causing a sense of incongruity or a decrease in drivability. It is what.

  In order to achieve the above object, the invention of claim 1 controls the driving force so that the stability factor at the time of turning in a state where the longitudinal acceleration occurs is close to the target value, and actually travels. In the vehicle control apparatus configured to correct the stability factor arithmetic expression based on the obtained data, the driving force correction amount obtained by the arithmetic expression without the correction, and the correction Correction amount determination means for determining whether or not the difference from the correction amount of the driving force obtained by the arithmetic expression applied is larger than a predetermined criterion value, and the stability factor to be brought close to the target value. When the correction amount determination unit determines that the difference between the correction amounts and the correction amount determination unit is greater than a predetermined determination reference value, If the driving force control execution determination unit determines that the driving force is controlled so that the factor approaches the target value, the correction of the arithmetic expression is prohibited and the stability factor approaches the target value. If the driving force control execution determining means does not determine that the driving force is being controlled, the apparatus includes a correction permission means for correcting the arithmetic expression.

  According to a second aspect of the present invention, in the first aspect of the invention, when the correction amount determination means determines that the difference between the correction amounts is equal to or less than a predetermined determination reference value, the correction of the arithmetic expression is executed. The vehicle control apparatus further includes a correction execution unit.

  According to a third aspect of the invention, in the first or second aspect of the invention, the determination reference value is set based on a maximum value within a range in which a driver cannot discriminate a change in driving force corresponding to the difference in the correction amount. It is the control apparatus of the vehicle characterized by the above-mentioned.

  According to a fourth aspect of the present invention, in the invention according to any one of the first to third aspects, when the correction amount determination means determines that the difference between the correction amounts is larger than a predetermined determination reference value, the correction amount A change speed determining means for determining whether or not the drive force change speed is less than or equal to a reference change speed when a change in the drive force corresponding to the difference occurs within a predetermined reference time; and the drive force change speed is the reference When it is determined by the conversion speed determination means that the speed is not more than a change speed, it further includes a drive force control means for executing correction of the arithmetic expression and changing the drive force at a speed not more than the reference change speed. It is the control apparatus of the vehicle characterized by the above-mentioned.

  A fifth aspect of the present invention is the vehicle control device according to the fourth aspect, wherein the reference change speed is set based on a maximum value of a longitudinal acceleration change speed perceivable by a driver. .

  According to the invention of claim 1, the arithmetic expression for obtaining the stability factor is corrected based on the actual running state. When the driving force that changes with the correction is larger than the determination reference value, the above correction is prohibited if the driving force is controlled so that the stability factor approaches the target value. Therefore, since the driving force control is not superimposed, it is possible to prevent or suppress a situation in which a sense of incongruity occurs or drivability deteriorates. In addition, when the driving force control for causing the stability factor to follow the target value is not executed, the above correction is executed, so that the stability factor can be quickly adjusted to the actual vehicle state, and Since the driving force control is not superimposed, it is possible to prevent or suppress a situation such as an uncomfortable feeling or drivability deterioration.

  On the other hand, when the driving force that changes in accordance with the correction of the arithmetic expression is equal to or less than the determination reference value, the above correction is executed, and as a result, the stability factor is quickly adjusted to the actual vehicle state. In addition, since the driving force control is not superimposed, it is possible to prevent or suppress a situation such as an uncomfortable feeling or a deterioration in drivability.

  Further, in the present invention, even if the driving force that changes with the correction of the arithmetic expression is larger than the determination reference value, the driving force is not controlled so that the stability factor is normally set to the target value. Because the driving force is changed within the change speed range that cannot be perceived by the user, and the above correction is performed, the stability factor can be quickly adjusted to the actual vehicle state, and the driving force control is not superimposed. It is possible to prevent or suppress such a situation that a sense of incongruity or drivability deteriorates.

It is a flowchart for demonstrating an example of the control performed with the control apparatus of this invention. It is a schematic diagram which simplifies and shows the drive system and control system of the vehicle which can be made into object by this invention.

  According to the present invention, when controlling the longitudinal acceleration or driving force of a vehicle so that the stability factor changes following the target value, the influence of changes with time and individual differences of each part of the vehicle is minimized. The apparatus is configured to correct the stability factor. The vehicle to be controlled may be a front wheel drive vehicle, a rear wheel drive vehicle, a four wheel drive vehicle, or the like that uses an internal combustion engine or a motor as a power source. An example of a drive system and a control system of a two-wheel drive vehicle that drives rear wheels by an engine is shown in a block diagram in FIG. The power source 1 shown in FIG. 2 is for generating power for driving, electric power, hydraulic pressure for control, etc., and is an internal combustion engine, a motor or a hybrid device combining these, a transmission, a generator, It has a hydraulic pump. Accordingly, the driving force is transmitted from the power source 1 to the front and rear four wheels 2 or the front and rear two wheels 2. Although not particularly shown in FIG. 2, various devices for traveling such as a steering device and a brake device are provided.

  A power train ECU (electronic control unit) 3 for controlling the output of an internal combustion engine, a motor or a hybrid device in the power source 1 and the transmission gear ratio is provided. The power train ECU 3 is mainly composed of a microcomputer, and performs calculations according to input data, prestored data and programs, and outputs the internal combustion engine and motor, transmission ratio or control according to the calculation results. It is configured to control power and the like. Sensors 4 for inputting detection data to the power train ECU 3 are provided. The sensors 4 detect wheel speed sensors for detecting wheel speeds, and longitudinal acceleration (longitudinal G) generated in the vehicle. And a longitudinal acceleration sensor that detects lateral acceleration (lateral G) generated when the vehicle is turning, a steering angle sensor that detects a steering angle, and the like. These sensors are mounted on a conventional vehicle and may be the same.

  The control device according to the present invention for the above vehicle corrects the stability factor that determines the turning characteristics or the coefficient in the arithmetic expression for the stability factor based on the actual running state, and based on the correction. The driving force control is configured to be executed when a predetermined condition is satisfied in order to suppress a sense of incongruity and deterioration of drivability. An example of the control is shown in the flowchart of FIG. The routine shown in FIG. 1 is repeatedly executed at short time intervals. First, it is determined whether or not the deviation calculation counter k is “1” (step S1). This divergence calculation counter k is a counter (or flag) for determining whether or not the control for correcting the divergence between the theoretical value and the actual value for the stability factor has been completed, It is initially set to “0”, and is set to “1” by obtaining a correction value as will be described later. Since the deviation calculation counter k is set to “0” at the beginning of control, a negative determination is made in step S1, and in this case, the cycle time for executing the routine shown in FIG. 1 once is set to “1”. The timer is incremented by “1” (t = t + 1), and the counter i is incremented by “1” (i = i + 1) with “1” being one cycle (step S2).

  Next, it is determined whether or not the vehicle is turning (step S3). This can be determined based on, for example, the detected lateral acceleration, and a threshold value for the lateral acceleration for turning determination is prepared in advance, and the detected lateral acceleration exceeds the threshold value. In this case, it may be determined that the vehicle is turning. If a negative determination is made in step S1 because the vehicle is not turning, this routine is temporarily terminated without performing any particular control. That is, return. On the contrary, if it is determined that the vehicle is turning due to a large lateral acceleration or the like, an affirmative determination is made in step S1, and the longitudinal acceleration Gxcurr of the vehicle based on the current accelerator operation by the driver is i. Is stored as the second acceleration (step S4). In FIG. 1, Gx [i] is a longitudinal acceleration storage variable, and initially Gx [i] = 0. The longitudinal acceleration Gxcurr may be detected by an acceleration sensor, or the driving force is obtained from the accelerator operation amount or the corresponding throttle opening, and the longitudinal acceleration calculated from the driving force and the weight of the vehicle body, etc. It may be.

Next, the storage number i is determined (step S5). That is, immediately after starting the routine of FIG. 1, it is determined whether or not “i = 1”. If the first longitudinal acceleration Gxcurr is obtained, an affirmative determination is made in step S5. In this case, the actual stability factor is calculated from the lateral acceleration Gyreal at the present time, the vehicle speed V, and the actual steering angle δ. khcurr is obtained and stored (step S6). That is, “kh [i] = khcurr” is set. The actual stability factor khcurr is
khcurr = (δ / LGyreal) − (1 / V ² ) (L: wheelbase)
Calculated with

  After storing the actual stability factor khcurr, it is determined whether or not the storage number i is “3” (step S7). When the first longitudinal acceleration Gxcurr is obtained, since “i = 1”, a negative determination is made in step S7, and the process returns. In that case, since negative determination is made in the above step S1, “i = 2” is set in step S2. If the turn continues, an affirmative determination is made in step S3, and therefore the second longitudinal acceleration Gx [2] is calculated in step S4.

  Since the counter value i is “2”, a negative determination is made in step S5. In this case, the process proceeds to step S8, and it is determined whether or not the absolute value of the difference between the longitudinal acceleration Gx [2] stored this time and the longitudinal acceleration Gx [1] stored last time is larger than a predetermined reference value X. . This reference value X is used to determine whether or not there is a substantial change in the longitudinal acceleration Gx. As will be described later, a three-way simultaneous linear equation for obtaining a coefficient in an equation defining an extended stability factor is used. The longitudinal acceleration Gx that is sufficiently different to be obtained can be determined in advance as a value that can be determined, and can be a value in a range of change in the longitudinal acceleration Gx that occurs in a relatively short time. This is because if the reference value X is a large value, it takes a long time to store the (i + 1) th longitudinal acceleration Gx.

  If the determination in step S8 is affirmative because the absolute value of the difference in the longitudinal acceleration Gx exceeds the reference value X, it is determined whether or not the storage number i is "2" (step S9). As described above, since “i + 1 = 2” in step S2, a positive determination is made in step S9. If the determination in step S9 is affirmative, the process proceeds to step S6 described above, and the actual stability factor khcurr is obtained from the lateral acceleration Gyreal at the present time, the vehicle speed V, and the actual steering angle δ, and stored. That is, “kh [i] = khcurr” is set. In this case, “i” is “2”. The calculation formula for obtaining the actual stability factor is as described above. Subsequent to the control in step S6, the process proceeds to step S7, where it is determined whether or not the storage number i is “3”. As described above, the stored number i increases in order, but if it is the second time in the determination in step S5, “i = 2”, so a negative determination is made in step S5 and the process returns.

  Since the determination result in step S1 becomes negative in the cycle that is executed again, the process proceeds to step S2 again to be counted up and “i = 3”. If the turn continues, an affirmative determination is made in step S3, and therefore the third longitudinal acceleration Gx [3] is calculated in step S4. Since the count value i is “3”, a negative determination is made in step S5. In this case, as in the case described above, the process proceeds to step S8, and the absolute value of the difference between the longitudinal acceleration Gx [3] stored this time and the longitudinal acceleration Gx [2] stored last time is larger than a predetermined reference value X. It is determined whether or not.

  If the absolute value of the difference in the longitudinal acceleration Gx exceeds the reference value X and a positive determination is made in step S8, the stored number i is “2” in step S9, as in the previous cycle. Is determined. As described above, since “i + 1 = 3” is set in step S2, a negative determination is made in step S9 this time. In this case, it is determined whether or not the absolute value of the difference between the longitudinal acceleration Gx [3] obtained this time and the first longitudinal acceleration Gx [i-2 = 1] exceeds the reference value X ( Step S10). If the determination is affirmative in step S9, the process proceeds to step S6 and step S7 described above in order. That is, the stability factor khcurr at that time is obtained and is set as “kh [i] = khcurr”, and it is determined whether or not the storage number i is “3”.

  If a negative determination is made in either step S8 or step S10 described above, that is, if the absolute value of the change width of the longitudinal acceleration is equal to or less than the reference value X, the elapsed time from the previous correction, that is, the timer It is determined whether the count value t is equal to or greater than the determination threshold value tx (step S11). The determination threshold value tx can be appropriately determined as a value that prescribes a preferable length of the correction control period in design. In this case, the determination threshold value tx may be a constant value, or may be determined according to the travel distance or age of use of the vehicle. It can also be set as a variable that changes.

If a negative determination is made in step S11, that is, if the elapsed time from the previous update has not reached the determination threshold value tx, the process returns without performing any particular control. On the other hand, when the elapsed time t from the previous update is equal to or greater than the determination threshold tx and a positive determination is made in step S11, the longitudinal acceleration Gx is applied by control (step S12). This control can be executed by changing the throttle opening of the engine or causing a shift in the transmission. Further, the target value Gx ^* of the longitudinal acceleration Gx that is changed by the control is set so as to satisfy the following expression.
| Gx ^* -Gx [i-1] |> X

Therefore, the longitudinal acceleration Gx ^* generated by the control in step S12 is stored as the current longitudinal acceleration Gx [i], and the actual stability factor khcurr at that time is stored as kh [i] (step S6). Thereafter, as in the case of the first storage, the process proceeds to step S7.

When the three stability factors kh [i = 1, 2, 3] are obtained as described above, the number of storages i has already been “3”, so that an affirmative determination is made in step S7. That is, since three actual stability factors kh [1], kh [2], kh [3] and longitudinal accelerations Gx1, Gx2, Gx3 have already been obtained, the following ternary simultaneous linear equations are established.
kh1 = kh0 ′ + kh1′Gx1 + kh2′Gx1 ²
kh2 = kh0 '+ kh1'Gx2 + kh2'Gx2 ²
kh3 = kh0 '+ kh1'Gx3 + kh2'Gx3 ²

Therefore, if the determination in step S7 is affirmative, the coefficients kh0 ', kh1', and the like in the stability factor definition formula extended to the turning time when the longitudinal acceleration is generated based on the ternary simultaneous linear equation described above. kh2 ′ is calculated, and at the same time, the deviation calculation counter k is set to “1” (step S13). In this way, the stability factor calculation formula using the coefficients kh0, kh1, and kh2 before correction and the stability factor calculation formula using the corrected coefficients kh0 ′, kh1 ′, and kh2 ′ are obtained. Note that the longitudinal acceleration and the longitudinal driving force are in a proportional relationship. Therefore, the following two equations can be obtained with this relationship.
Δkhhosei = kh0 + kh1Gxp + kh2Gxp ²
Δkhhosei = kh0 ′ + kh1′Gxq + kh2′Gxq ²
Here, Δkhhosei is the difference between the actual stability factor and the target stability factor at the present time point, Gxp is the corrected driving force calculated using the coefficients kh0, kh1, and kh2 before correction, and Gxq is each corrected value. This is the corrected driving force calculated using the coefficients kh0 ′, kh1 ′, and kh2 ′. In step S14, the corrected driving forces Gxp and Gxq are calculated in this way.

  Next, it is determined whether or not the absolute value of the difference between the corrected driving forces Gxp and Gxq is greater than a predetermined reference value α (step S15). This is for determining whether or not it is possible to correct the deviation of the driving force due to the deviation of the coefficient in the arithmetic expression for obtaining the extended stability factor. It can be determined in advance by experiments, simulations, etc. as a value within a range that does not make the change uncomfortable or impair drivability.

If the absolute value of the difference between the corrected driving forces Gxp and Gxq is greater than the reference value α and a positive determination is made in step S15, the driving force is corrected or changed based on the change rate of the longitudinal acceleration that can be perceived by humans. Is determined (step S16). For example, it is determined whether or not the following relationship is established.
｜ Gxp−Gxq | / Gx ′ ≧ T
Here, Gx ′ is the minimum rate of change in the longitudinal acceleration that can be perceived by humans (assumed to be the perceptual limit change rate), and can be obtained in advance by experiments or the like. T is a correction limit time, which is a reference value for determining the ratio between the absolute value of the difference between the correction driving forces Gxp and Gxq and the perceptual limit change speed, and does not impair drivability. This value can be determined in advance by experiment, simulation, or the like.

  If the determination in step S16 is affirmative, the change in driving force caused by changing the coefficient of the arithmetic expression for obtaining the stability factor described above is greater than or equal to that experienced by the driver. In this case, it is determined whether or not the driving force is controlled so that the stability factor follows the target value (step S17). If the determination in step S17 is affirmative due to the fact that the control is in operation, the process returns without performing any correction or control such as updating of each coefficient. In other words, when the so-called target value follow-up control of the stability factor is executed, if a driving force change caused by the calculation of the stability factor or the correction of its coefficient is superimposed, a sense of incongruity or drivability may occur. Therefore, even if the above-mentioned coefficient or the amount of correction of the driving force is calculated, the arithmetic expression for calculating the stability factor or the change of the driving force due to the correction of the coefficient is prohibited. It was decided.

  On the other hand, if a negative determination is made in step S17 because the control operation is not being performed, the driving force control using the stability factor definition formula has not been executed. Therefore, the coefficients kh0, kh1, and kh2 are changed to the corrected coefficients kh0 ′, kh1 ′, and kh2 ′, and the count value i, the timer value t, and the divergence calculation counter k described above are changed. Zero reset (step S18) and return.

  If the determination in step S15 is negative, that is, if the absolute value of the difference between the correction driving forces Gxp and Gxq is less than or equal to the reference value α, an arithmetic expression for calculating the stability factor or correction of the coefficient is used. Even if the driving force changes due to this, there is no particular problem in terms of uncomfortable feeling and drivability, so the coefficients kh0, kh1, and kh2 are changed to the corrected coefficients kh0 ′, kh1 ′, and kh2 ′. (Step S19) The count value i, the timer value t, and the deviation calculation counter k are reset to zero (Step S20), and the process returns.

  Furthermore, when a negative determination is made in step S16, the absolute value of the difference between the corrected driving forces Gxp and Gxq, that is, the change in driving force is so small that humans cannot discriminate the change. Accordingly, in this case, the coefficients kh0, kh1, and kh2 are changed to the corrected coefficients kh0 ′, kh1 ′, and kh2 ′, and the change in the driving force is changed within the range of the perceptual limit change speed Gx ′. Further, the count value i, the timer value t, and the deviation calculation counter k are reset to zero (step S21), and the process returns.

  As described above, the control device according to the present invention updates the quadratic equation defining the stability factor kh extended to the turning state with the longitudinal acceleration or the coefficient thereof based on the actually measured longitudinal acceleration Gx. To do. That is, the actual stability factor kh [i] is obtained based on the lateral acceleration and vehicle speed obtained in the actually traveling vehicle and the actual steering angle, and the longitudinal acceleration Gx at that time is obtained, and these values are used. A three-dimensional simultaneous linear equation using the longitudinal acceleration Gx and the actual stability factor which are different from each other due to three unknowns, and solving the ternary simultaneous linear equation to obtain a coefficient value, The definition formula of the stability factor using the coefficient is obtained. Therefore, the definition formula corrects a difference from the design value such as individual differences of vehicles and changes in characteristics over time, and an appropriate stability factor can be obtained for each vehicle. In particular, in the control device according to the present invention, when the three-dimensional simultaneous linear equation is obtained, the longitudinal acceleration Gx having a different value exceeding the reference value X is used. The definition formula reflects actual vehicle characteristics or individual differences, and each coefficient and definition formula can be updated with high accuracy. As a result, by controlling the driving force at the time of turning to be the longitudinal acceleration obtained by the definition formula, it becomes possible to perform a stable turning and improve drivability.

  Further, in the control device configured to execute the control shown in FIG. 1 described above, by executing the above-described step S12, so-called compulsory without waiting for a large change in the longitudinal acceleration Gx due to the operation of the driver. Thus, since the longitudinal acceleration Gx is changed, it is avoided or suppressed that the update of the definition formula of the extended stability factor is delayed. Therefore, control of steering, longitudinal acceleration, yaw rate, or the like with a stability factor having a value deviating from the actual value is avoided or suppressed, and drivability is improved.

  If the change in driving force resulting from the above update or correction is so large that the driver can feel it, the driving force is controlled so that the change in driving force follows the stability factor to the target value. Therefore, it is possible to avoid or suppress a sense of incongruity or a loss of drivability in advance. In addition, if the change in driving force due to the above update or correction is so small that it cannot be felt or perceived by the driver, the driving force can be changed even during the control in which the stability factor follows the target value. Therefore, the turning performance of the vehicle can be improved without causing a delay. Furthermore, even if the amount of change in the driving force is large, if the change rate (change speed) of the driving force is small, the change is made within the limit of the change speed, so that the sense of incongruity and drivability are not impaired. Moreover, the turning performance can be improved without causing a delay.

Here, the relationship between the above specific example and the present invention will be briefly described. The functional means for executing the control in step S15 described above corresponds to the correction amount determining means in the present invention, and executes the control in step S17. The functional means that corresponds to the driving force control execution determination means in the present invention, the functional means that executes the control in step S18 corresponds to the correction permission means in the present invention, and further the function that executes the control in step S16. The functional means corresponds to the change speed determination means in the present invention, and the functional means for executing the control in step S23 corresponds to the driving force control means in the present invention.
The present invention is not limited to the above specific example, and the stability factor calculation formula or the correction of the coefficient thereof may be performed by a conventionally known method other than the method described in the above specific example. .

  DESCRIPTION OF SYMBOLS 1 ... Power source 2 ... Wheel, 3 ... Power train ECU, 4 ... Sensors.

Claims (5)

The driving force is controlled so that the stability factor when turning in a state where longitudinal acceleration is occurring is close to the target value, and the formula for the stability factor is corrected based on the data actually obtained by running In a vehicle control device configured to:
The difference between the correction amount of the driving force obtained by the arithmetic expression not subjected to the correction and the correction amount of the driving force obtained by the arithmetic expression subjected to the correction is larger than a predetermined criterion value. Correction amount determination means for determining whether or not,
Driving force control execution determination means for determining that the driving force is controlled so that the stability factor approaches a target value;
When the correction amount determination unit determines that the difference between the correction amounts is larger than a predetermined determination reference value, the driving force is controlled so that the stability factor approaches the target value. If it is determined by the control execution determination means, it is determined by the driving force control execution determination means that the correction of the arithmetic expression is prohibited and the driving force is controlled so that the stability factor approaches the target value. If not, the vehicle control apparatus includes correction permission means for executing correction of the arithmetic expression.   The correction amount determination unit further includes a correction execution unit that corrects the arithmetic expression when the correction amount determination unit determines that the difference between the correction amounts is equal to or less than a predetermined determination reference value. Item 2. The vehicle control device according to Item 1.   3. The vehicle according to claim 1, wherein the determination reference value is set based on a maximum value within a range in which a driver cannot discriminate a change in driving force corresponding to the difference in the correction amount. Control device. When the correction amount determination means determines that the difference in correction amount is larger than a predetermined determination reference value, a change in driving force corresponding to the difference in correction amount is caused within a predetermined reference time. A change speed determining means for determining whether or not the driving force change speed is equal to or lower than a reference change speed
When the conversion speed determination means determines that the driving force change speed is equal to or less than the reference change speed, the calculation formula is corrected and the driving force is changed at a speed equal to or less than the reference change speed. 4. The vehicle control device according to claim 1, further comprising a driving force control means.   The vehicle control device according to claim 4, wherein the reference change speed is set based on a maximum value of a longitudinal acceleration change speed perceivable by a driver.

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