Patent Description:
Document <CIT> discloses a vehicle including a driving device that outputs a driving force, a braking device that outputs a braking force, and an autonomous drive controller that executes autonomous driving control by controlling the driving device and the braking device. The autonomous drive controller executes feedback control to adjust the driving force and the braking force, thereby eliminating the difference between a target acceleration and an actual acceleration.

During execution of the autonomous driving control disclosed in the above-described literature, a driver may perform an operation related to the acceleration of the vehicle. In this case, the autonomous driving control and the operation performed by the driver may interfere with each other. As described above, the feedback control is based on the difference between the target acceleration and the actual acceleration. Thus, when the driver is performing the operation, continuing the feedback control as in a case where the operation causes no interference would excessively increase or decrease the control amount. For example, the actual acceleration may be less likely to converge to the target acceleration. Additionally, control that contradicts an operation may be executed such that the vehicle accelerates when the driver performs an operation with the intention of decelerating the vehicle.

In the controller disclosed in the above-described literature, the vehicle needs to be controlled by taking the interference of an operation performed by the driver into account. Document <CIT> discloses a driver assistance device, which includes one or more processors. The one or more processors is/are configured to determine whether a pedal misapplication determination condition is satisfied. When the one or more processors determines/determine that the pedal misapplication determination condition is satisfied, at least one of a warning display and warning audio is output, directly instructing a driver to release the pedal that is depressed at a point in time of outputting.

A vehicle motion controller according to an aspect of the present invention is employed in a vehicle that includes a driver assistance device that assists traveling of the vehicle, a driving device that transmits a driving force to the vehicle, and a braking device that applies a braking force to the vehicle. The vehicle motion controller automatically adjusts a traveling speed of the vehicle based on a request value from the driver assistance device. The vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to the request value and an actual acceleration of the vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount and outputs the request longitudinal force to the driving device and the braking device, the request longitudinal force controlling the driving device and the braking device, and a determining unit that, in a case where a driver of the vehicle is operating a braking operation member that operates the braking device, obtains a braking command value calculated in correspondence with an operated amount of the braking operation member and determines that operation interference by the driver has occurred when the braking command value is less than the request value. The feedback controlling unit prohibits the control amount from increasing in a case where the operation interference has occurred.

A vehicle motion controller according to another aspect of the present invention is employed in a vehicle that includes a driver assistance device that assists traveling of the vehicle, a driving device that transmits a driving force to the vehicle, and a braking device that applies a braking force to the vehicle. The vehicle motion controller automatically adjusts a traveling speed of the vehicle based on a request value from the driver assistance device. The vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to the request value and an actual acceleration of the vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount and outputs the request longitudinal force to the driving device and the braking device, the request longitudinal force controlling the driving device and the braking device, and a determining unit that, in a case where a driver of the vehicle is operating an acceleration operation member that operates the driving device, obtains an acceleration command value calculated in correspondence with an operated amount of the acceleration operation member and determines that operation interference by the driver has occurred when the acceleration command value is greater than the request value. The feedback controlling unit prohibits the control amount from decreasing in a case where the operation interference has occurred.

A vehicle motion controller according to a further aspect of the present invention is employed in a vehicle that includes a driver assistance device that assists traveling of the vehicle, a driving device that transmits a driving force to the vehicle, and a braking device that applies a braking force to the vehicle. The vehicle motion controller automatically adjusts a traveling speed of the vehicle based on a request value from the driver assistance device. The request value is an upper limit request value defined as an upper limit of a longitudinal force that indicates a force acting in a longitudinal direction of the vehicle. The vehicle motion controller includes a feedback controlling unit that executes feedback control in which a difference between a target acceleration corresponding to the upper limit request value and an actual acceleration of the vehicle is an input, thereby calculating a control amount used to reduce the difference, a request outputting unit that calculates a request longitudinal force based on the control amount and outputs the request longitudinal force to the driving device and the braking device, the request longitudinal force controlling the driving device and the braking device, and a determining unit that obtains an acceleration command value calculated in correspondence with an operated amount of an acceleration operation member that operates the driving device. The feedback controlling unit prohibits the control amount from increasing when the acceleration command value is less than the upper limit request value and permits the control amount to increase when the acceleration command value is greater than or equal to the upper limit request value.

However, the examples described are thorough and complete, and convey the full scope of the invention to one of ordinary skill in the art.

A vehicle motion controller <NUM> according to a first embodiment will now be described with reference to <FIG>.

<FIG> shows a vehicle <NUM> that includes the vehicle motion controller <NUM> having a driving device <NUM>, a braking device <NUM>, and a driver assistance device <NUM>.

The vehicle motion controller <NUM> can manage the motion of the vehicle <NUM>. Specifically, the vehicle motion controller <NUM> controls the motion of the vehicle <NUM> by adjusting a longitudinal force that indicates a force acting in a longitudinal direction of the vehicle <NUM>. More specifically, the vehicle motion controller <NUM> controls the driving device <NUM> and the braking device <NUM> so as to adjust the acceleration of the vehicle <NUM> in the longitudinal direction, thereby adjusting the traveling speed of the vehicle <NUM>.

<FIG> shows one of the axles <NUM> of the vehicle <NUM> and one of the wheels <NUM> that are respectively coupled to the axles <NUM>.

The vehicle <NUM> includes operation members that can be operated by a driver of the vehicle <NUM>. <FIG> shows an acceleration operation member <NUM> and a braking operation member <NUM> as the operation members. The acceleration operation member <NUM> is, for example, an accelerator pedal. The braking operation member <NUM> is, for example, a brake pedal.

The vehicle <NUM> may include an interior monitoring system <NUM>. The interior monitoring system <NUM> includes a monitoring device and a monitoring system controller. The monitoring device is, for example, a camera that obtains information in the vehicle <NUM>. The monitoring system controller is a processing circuit such as CPU. The monitoring system controller can process the information obtained by the monitoring device so as to send the information to the vehicle motion controller <NUM>.

As shown in <FIG> and <FIG>, the driver assistance device <NUM> is connected to the vehicle motion controller <NUM>. The driver assistance device <NUM> calculates a request value Rc used to assist the traveling of the vehicle <NUM>. The driver assistance device <NUM> sends the request value Rc to the vehicle motion controller <NUM>.

The request value Rc is a request value of the longitudinal force, which indicates a force acting in the longitudinal direction of the vehicle <NUM>. When the request value Rc is positive, it indicates that the driver assistance device <NUM> requests acceleration of vehicle <NUM>. When the request value Rc is negative, it indicates that the driver assistance device <NUM> requests deceleration of vehicle <NUM>.

The driver assistance device <NUM> includes an obtaining device that obtains information of the surroundings of the vehicle <NUM>. The obtaining device is, for example, a camera or a radar. The obtaining device can obtain the relative distances between the vehicle <NUM> and, for example, another vehicle and an obstacle that are located around the vehicle <NUM>. The obtaining device can also obtain the shape of a road where the vehicle <NUM> travels and recognizing lanes. The driver assistance device <NUM> includes an assistance calculating unit that calculates the request value Rc. The assistance calculating unit is a processing circuit that calculates the request value Rc using the information obtained by the obtaining device.

The driving device <NUM> of the vehicle <NUM> is, for example, a device that generates a driving force using an electric motor. <FIG> shows a motor generator <NUM> as an actuator of the driving device <NUM>. The driving force is transmitted to the vehicle <NUM> by causing the motor generator <NUM> to function as an electric motor. The driving force is transmitted to the wheel <NUM> via the axle <NUM>. When the motor generator <NUM> functions as an electric generator, the vehicle <NUM> can receive a regenerative braking force.

The driving device <NUM> includes a drive controller <NUM>, which is a processing circuit. The drive controller <NUM> functions to control the actuator of the driving device <NUM>. For example, the drive controller <NUM> can generate the driving force by activating the motor generator <NUM> based on a driving request value Fdq that is sent from the vehicle motion controller <NUM>. Further, the drive controller <NUM> can generate the driving force by activating the motor generator <NUM> in correspondence with an operated amount of the acceleration operation member <NUM>. When the acceleration operation member <NUM> is operated during activation of the motor generator <NUM> based on the driving request value Fdq, the drive controller <NUM> may increase the driving request value Fdq in correspondence with the operated amount of the acceleration operation member <NUM>. For example, the drive controller <NUM> can execute an override determining process that determines whether an override operation has been performed. For example, the drive controller <NUM> can determine that the override operation has been performed when an acceleration command value Sa is greater than the request value Rc, and activate the driving device <NUM> such that the operated amount of the acceleration operation member <NUM> is reflected on the driving force.

The actuator of the driving device <NUM> is not limited to an electric motor and may include an internal combustion engine and a transmission. Alternatively, the driving device <NUM> may include an electric motor, an internal combustion engine, and a transmission. As another option, the actuator of the driving device <NUM> may be an in-wheel motor in which an electric motor is coupled to the metal component of each wheel of a vehicle.

The braking device <NUM> of the vehicle <NUM> is, for example, a friction braking device. <FIG> shows a liquid pressure braking device as an example of the friction braking device. The braking device <NUM> includes a braking mechanism <NUM> that corresponds to each wheel <NUM> of the vehicle <NUM>.

The braking mechanism <NUM> includes a wheel cylinder <NUM>, a rotor <NUM> that rotates integrally with the wheel <NUM>, and frictional members <NUM> that can be pressed against the rotor <NUM>. The braking mechanism <NUM> is, for example, a disc brake. The braking mechanism <NUM> may be a drum brake.

As shown in <FIG>, the braking device <NUM>, which is a liquid pressure braking device, includes a liquid pressure generator. The braking device <NUM> includes a brake actuator <NUM> to which brake fluid is supplied from the liquid pressure generator.

The brake actuator <NUM> is connected to each wheel cylinder <NUM>. The liquid pressure braking device can generate a frictional braking force in correspondence with a wheel cylinder (WC) pressure, which is liquid pressure in the wheel cylinder <NUM> of the braking mechanism <NUM>. In the braking mechanism <NUM>, the higher the WC pressure, the greater the force that presses the frictional members <NUM> against the rotor <NUM>, which rotates integrally with the wheel <NUM>. The higher the WC pressure, the greater the braking force applied to the wheel <NUM> by each braking mechanism <NUM>. The WC pressure is an example of a value that indicates a pressing force that presses the frictional members <NUM> against the rotor <NUM>.

The braking device <NUM> includes a brake controller <NUM>, which is a processing circuit. The brake controller <NUM> functions to control the brake actuator <NUM> of the braking device <NUM>. For example, the brake controller <NUM> can generate the braking force by activating the brake actuator <NUM> based on a braking request value Fbq that is sent from the vehicle motion controller <NUM>. Further, the brake controller <NUM> can generate the braking force by activating the brake actuator <NUM> in correspondence with an operated amount of the braking operation member <NUM>. When the braking operation member <NUM> is operated during activation of the brake actuator <NUM> based on the braking request value Fbq, the brake controller <NUM> may decrease the braking request value Fbq in correspondence with the operated amount of the braking operation member <NUM>. For example, the brake controller <NUM> can execute the override determining process, which determines whether the override operation has been performed. For example, the brake controller <NUM> can determine that the override operation has been performed when a braking command value Sb is less than the request value Rc, and activate the braking device <NUM> such that the operated amount of the braking operation member <NUM> is reflected on the braking force.

In the dimension of the longitudinal force, when the value is positive, the longitudinal force acts in a direction in which the vehicle <NUM> is accelerated. When the value is negative, the longitudinal force acts in a direction in which the vehicle <NUM> is decelerated. In the dimension of the longitudinal force, as the value becomes farther from <NUM>, it indicates that the force acting on the vehicle <NUM> increases.

In the driving device <NUM>, when the driving request value Fdq is positive, the motor generator <NUM> is controlled such that the driving force increases as the driving request value Fdq increases. When the driving request value Fdq is <NUM>, the driving device <NUM> transmits no driving force.

In the braking device <NUM>, the brake actuator <NUM> is controlled such that the braking force increases as the braking request value Fbq decreases. When the braking request value Fbq is <NUM>, the braking device <NUM> applies no braking force. The maximum value of the braking request value Fbq is <NUM>.

The driving request value Fdq may be calculated as a negative value. When the driving request value Fdq is negative, it indicates that a regenerative braking force is requested, for example. In the driving device <NUM>, when the driving request value Fdq is negative, the motor generator <NUM> is controlled such that the regenerative braking force increases as the driving request value Fdq decreases. In the case of using an internal combustion engine as the driving device <NUM>, when the driving request value Fdq is negative, it indicates that engine braking is requested.

The relationship between the acceleration command value Sa and the driving force will now be described. The greater the operated amount of the acceleration operation member <NUM>, the greater the calculated acceleration command value Sa. The drive controller <NUM> can control the driving device <NUM> such that the driving force increases as the acceleration command value Sa increases. That is, the drive controller <NUM> can control the motor generator <NUM> such that the driving force increases as the operated amount of the acceleration operation member <NUM> increases.

The relationship between the braking command value Sb and the braking force will now be described. The greater the operated amount of the braking operation member <NUM>, the smaller the calculated braking command value Sb. The brake controller <NUM> can control the braking device <NUM> such that the braking force increases as the braking command value Sb decreases. That is, the brake controller <NUM> can control the brake actuator <NUM> such that the braking force increases as the operated amount of the braking operation member <NUM> increases.

The vehicle <NUM> includes various types of sensors. <FIG> and <FIG> show a wheel speed sensor SE1, a longitudinal acceleration sensor SE2, an acceleration operation sensor SE3, and a braking operation sensor SE4 as examples of the various sensors. Detection signals from the various sensors are input to the vehicle motion controller <NUM>.

The wheel speed sensor SE1 detects a wheel speed Vw. The wheel speed sensor SE1 is disposed at each wheel <NUM>. Based on the detection signal from the wheel speed sensor SE1, the vehicle motion controller <NUM> can calculate the wheel speed Vw of each wheel <NUM>. Based on each wheel speed Vw, the vehicle motion controller <NUM> can calculate a vehicle speed Vx. The vehicle speed Vx indicates the traveling speed of the vehicle <NUM>.

The longitudinal acceleration sensor SE2 detects the acceleration in the longitudinal direction of the vehicle <NUM>. The vehicle motion controller <NUM> can obtain the detection signal from the longitudinal acceleration sensor SE2 as an acceleration detected value Gx.

The acceleration operation sensor SE3 detects the operated amount of the acceleration operation member <NUM>. Based on a detected value of the acceleration operation sensor SE3, the vehicle motion controller <NUM> can calculate the acceleration command value Sa. The acceleration command value Sa is calculated as a value indicating a request value of the longitudinal force.

The braking operation sensor SE4 detects the operated amount of the braking operation member <NUM>. Based on a detected value of the braking operation sensor SE4, the vehicle motion controller <NUM> can calculate the braking command value Sb. The braking command value Sb is calculated as a value indicating a request value of the longitudinal force. The braking command value Sb is less than or equal to <NUM>.

The vehicle motion controller <NUM> will now be described. The vehicle motion controller <NUM> executes driver assistance control that automatically adjusts the traveling speed of the vehicle <NUM> based on the request value Rc from the driver assistance device <NUM>. Examples of the driver assistance control include control of autonomous driving, autonomous parking, adaptive cruise control, lane keep assist, and collision avoidance braking.

The vehicle motion controller <NUM> is connected to the drive controller <NUM> and the brake controller <NUM>. Information can be exchanged between the vehicle motion controller <NUM>, the drive controller <NUM>, and the brake controller <NUM>. The drive controller <NUM> and the brake controller <NUM> can exchange information via the vehicle motion controller <NUM>. The drive controller <NUM> and the brake controller <NUM> may be directly connected to each other. In this case, information can be exchanged between the drive controller <NUM> and the brake controller <NUM>.

The vehicle motion controller <NUM> is a processing circuit including functional units that execute various types of control. <FIG> shows a vehicle speed calculating unit <NUM>, an actual acceleration calculating unit <NUM>, a target acceleration calculating unit <NUM>, a difference calculating unit <NUM>, a proportional-integral (PI) controlling unit <NUM>, a limit processing unit <NUM>, an interference determining unit <NUM>, and a request outputting unit <NUM> as examples of the functional units. The functional units of the vehicle motion controller <NUM> can exchange information with each other.

The vehicle speed calculating unit <NUM> calculates the traveling speed of the vehicle <NUM>, namely, the vehicle speed Vx, from the wheel speed Vw, which is based on the detection signal of the wheel speed sensor SE1.

The actual acceleration calculating unit <NUM> calculates an actual acceleration Ga from a value obtained by differentiating the vehicle speed Vx with respect to time and from the acceleration detected value Gx, which is based on the detection signal of the longitudinal acceleration sensor SE2.

Based on the request value Rc sent from the driver assistance device <NUM>, the target acceleration calculating unit <NUM> calculates a target acceleration Gt. More specifically, the target acceleration calculating unit <NUM> calculates the target acceleration Gt by converting the request value Rc, which has a dimension of the longitudinal force, into an acceleration. When the vehicle <NUM> is requested to accelerate, the target acceleration Gt has a positive value. When the vehicle <NUM> is requested to decelerate, the target acceleration Gt has a negative value.

The difference calculating unit <NUM> calculates a difference hG in the acceleration by subtracting the actual acceleration Ga, which has been calculated by the actual acceleration calculating unit <NUM>, from the target acceleration Gt, which has been calculated by the target acceleration calculating unit <NUM>.

The PI controlling unit <NUM> and the limit processing unit <NUM> correspond to a feedback controlling unit. Based on the difference hG, the feedback controlling unit calculates a feedback control amount used to reduce the difference hG. The feedback controlling unit outputs a limit control amount Rs as the feedback control amount.

The request outputting unit <NUM> calculates a control amount used to control the driving device <NUM> and the braking device <NUM>. For example, the request outputting unit <NUM> calculates a request longitudinal force used to control the driving device <NUM> and the braking device <NUM>. The request outputting unit <NUM> outputs the driving request value Fdq and the braking request value Fbq as the request longitudinal force. In the vehicle motion controller <NUM>, the sum of the request value Rc and the limit control amount Rs is input to the request outputting unit <NUM> as a corrected request value Rt. That is, the greater the limit control amount Rs, the greater the corrected request value Rt. The smaller the limit control amount Rs, the smaller the corrected request value Rt. The request outputting unit <NUM> calculates the driving request value Fdq and the braking request value Fbq in correspondence with the corrected request value Rt. The request outputting unit <NUM> outputs the driving request value Fdq to the driving device <NUM>. The request outputting unit <NUM> outputs the braking request value Fbq to the braking device <NUM>. The control amount calculated and output by the request outputting unit <NUM> is not limited to a value in the dimension of the longitudinal force. The control amount calculated and output by the request outputting unit <NUM> may be a value in the dimension of an acceleration or a value in the dimension of a force.

The interference determining unit <NUM> determines whether an operation performed by the driver of the vehicle <NUM> interferes with the driver assistance control. The acceleration command value Sa, the braking command value Sb, and the request value Rc are input to the interference determining unit <NUM>. Based on the acceleration command value Sa, the braking command value Sb, and the request value Rc, the interference determining unit <NUM> determines whether operation interference has occurred. When operation interference has occurred, the interference determining unit <NUM> sets at least one of an increase prohibiting flag Ka and a decrease prohibiting flag Kb to ON in correspondence with a situation in which the operation interference has occurred. The details of a flag operation executed by the interference determining unit <NUM> will be described later.

The feedback controlling unit will now be described in more detail.

As shown in <FIG>, the PI controlling unit <NUM> outputs a feedback (FB) control amount Rh based on the difference hG. The calculation executed by the PI controlling unit <NUM> includes proportional control and integral control. The PI controlling unit <NUM> calculates the FB control amount Rh as the feedback control amount, which is used to reduce the difference hG. While calculating the FB control amount Rh, the PI controlling unit <NUM> converts the value of the FB control amount Rh into the dimension of the longitudinal force.

In the feedback controlling unit, while at least one of the increase prohibiting flag Ka and the decrease prohibiting flag Kb is ON, the PI controlling unit <NUM> suspends the integral control. Even during a period in which the integral control is suspended, the PI controlling unit <NUM> continues calculation of the FB control amount Rh. That is, an integral term is not added to the FB control amount Rh calculated in this period.

As shown in <FIG>, the FB control amount Rh is input to the limit processing unit <NUM>. The limit processing unit <NUM> outputs the limit control amount Rs in correspondence with the increase prohibiting flag Ka and the decrease prohibiting flag Kb.

When the increase prohibiting flag Ka and the decrease prohibiting flag Kb are OFF, the limit processing unit <NUM> outputs the input FB control amount Rh as the limit control amount Rs.

When the increase prohibiting flag Ka is ON, the limit processing unit <NUM> prohibits the feedback control amount from increasing. This process will now be described in detail. When the FB control amount Rh is input to the limit processing unit <NUM> from the PI controlling unit <NUM> with the increase prohibiting flag Ka ON, the limit processing unit <NUM> compares the input FB control amount Rh with the limit control amount Rs that was previously output. When the input FB control amount Rh is greater than or equal to the limit control amount Rs that was previously output, the limit processing unit <NUM> outputs a limit control amount Rs having the same value as the limit control amount Rs that was previously output. When the input FB control amount Rh is less than the limit control amount Rs that was previously output, the limit processing unit <NUM> outputs the input FB control amount Rh as the limit control amount Rs.

When the decrease prohibiting flag Kb is ON, the limit processing unit <NUM> prohibits the feedback control amount from decreasing. This process will now be described in detail. When the FB control amount Rh is input to the limit processing unit <NUM> from the PI controlling unit <NUM> with the decrease prohibiting flag Kb ON, the limit processing unit <NUM> compares the input FB control amount Rh with the limit control amount Rs that was previously output. When the input FB control amount Rh is less than or equal to the limit control amount Rs that was previously output, the limit processing unit <NUM> outputs a limit control amount Rs having the same value as the limit control amount Rs that was previously output. When the input FB control amount Rh is greater than the limit control amount Rs that was previously output, the limit processing unit <NUM> outputs the input FB control amount Rh as the limit control amount Rs.

The function of the interference determining unit <NUM> will now be described in detail with examples.

<FIG> shows an example of a case where operation interference is caused by the operation of the acceleration operation member <NUM> when the driver assistance control is executed. When the driver is operating the acceleration operation member <NUM>, that is, when the acceleration command value Sa is not <NUM>, the interference determining unit <NUM> determines whether the operation interference caused by the operation of the acceleration operation member <NUM> has occurred. When the driver is not operating the acceleration operation member <NUM>, that is, when the acceleration command value Sa is <NUM>, the interference determining unit <NUM> determines that the operation interference caused by the operation of the acceleration operation member <NUM> has not occurred. Section (a) of <FIG> shows the acceleration command value Sa and the request value Rc that are input to the interference determining unit <NUM>. In the example shown in <FIG>, the request value Rc is positive as shown in section (a) of <FIG>. It is assumed that the request value Rc remains unchanged over the period illustrated in <FIG>. As shown in section (a) of <FIG>, after the point in time t11, the operated amount of the acceleration operation member <NUM> is increased so that the acceleration command value Sa increases. After the point in time t12, the acceleration command value Sa increasing after the point in time t11 is greater than the request value Rc.

When the acceleration command value Sa is not <NUM> and is greater than the request value Rc, the interference determining unit <NUM> determines that the operation interference has occurred. Then, the interference determining unit <NUM> sets the decrease prohibiting flag Kb to ON. That is, the interference determining unit <NUM> determines that the operation interference occurs at the point in time t12. As shown in section (c) of <FIG>, the interference determining unit <NUM> sets the decrease prohibiting flag Kb to ON at the point in time t12. As a result, the limit processing unit <NUM> prohibits the feedback control amount from decreasing after the point in time t12.

When the acceleration command value Sa decreases to less than or equal to the request value Rc, the interference determining unit <NUM> determines that the operation interference has been cancelled. Then, the interference determining unit <NUM> sets the decrease prohibiting flag Kb to OFF.

In the example shown in <FIG>, the increase prohibiting flag Ka shown in section (b) of <FIG> is not activated by the interference determining unit <NUM>. That is, the increase prohibiting flag Ka remains OFF after the point in time t12. As a result, the limit processing unit <NUM> does not prohibit the feedback control amount from increasing. Thus, the feedback control amount is permitted to increase even after the point in time t12.

<FIG> shows an example of a case where the braking operation member <NUM> is operated when the driver assistance control is executed. When the driver is operating the braking operation member <NUM>, that is, when the braking command value Sb is not <NUM>, the interference determining unit <NUM> determines whether operation interference caused by the operation of the braking operation member <NUM> has occurred. When the driver is not operating the braking operation member <NUM>, that is, when the braking command value Sb is <NUM>, the interference determining unit <NUM> determines that the operation interference caused by the operation of the braking operation member <NUM> has not occurred. Section (a) of <FIG> shows the braking command value Sb and the request value Rc that are input to the interference determining unit <NUM>. In the example shown in <FIG>, the request value Rc is positive as shown in section (a) of <FIG>. It is assumed that the request value Rc remains unchanged over the period illustrated in <FIG>. As shown in section (a) of <FIG>, the braking command value Sb is <NUM> in a period prior to the point in time t21. That is, in the period prior to the point in time t21, the braking operation member <NUM> is not operated. Thus, in the period prior to the point in time t21, the interference determining unit <NUM> does not determine whether the interference has occurred. At the point in time t21, the braking operation member <NUM> starts to be operated. After the point in time t21, the operated amount of the braking operation member <NUM> is increased so that the braking command value Sb becomes negative.

When the braking command value Sb is not <NUM> and is less than the request value Rc, the interference determining unit <NUM> determines that the operation interference has occurred. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON. Since the request value Rc is positive in the example shown in <FIG>, the braking command value Sb is less than the request value Rc from the point in time at which the braking operation member <NUM> starts to be operated and the braking command value Sb starts to be calculated. That is, after the point in time t21, the interference determining unit <NUM> determines that the braking command value Sb is less than the request value Rc and determines that the operation interference occurs. As shown in section (b) of <FIG>, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON at the point in time t21. As a result, the limit processing unit <NUM> prohibits the feedback control amount from increasing after the point in time t21.

When the operation of the braking operation member <NUM> is cancelled, the interference determining unit <NUM> determines that the operation interference has been cancelled. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to OFF. Unlike the example in shown in <FIG>, in a case where the request value Rc is negative, the interference determining unit <NUM> determines that the operation interference has been cancelled when the braking command value Sb is increased so that the braking command value Sb becomes greater than or equal to the request value Rc. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to OFF.

In the example shown in <FIG>, the decrease prohibiting flag Kb shown in section (c) of <FIG> is not activated by the interference determining unit <NUM>. That is, the decrease prohibiting flag Kb remains OFF after the point in time t21. As a result, the limit processing unit <NUM> does not prohibit the feedback control amount from decreasing. Thus, the feedback control amount is permitted to decrease even after the point in time t21.

The operation and advantages of the first embodiment will now be described.

During execution of the driver assistance control, when the braking command value Sb obtained by operating the braking operation member <NUM> by the driver of the vehicle <NUM>, becomes less than the request value Rc, the driver's operation may include an intention of setting the current traveling speed to be less than a traveling speed that is automatically adjusted. In this case, if the feedback control amount output by the feedback controlling unit is increased, the traveling speed may further increase, thereby making the driver annoyed.

In this regard, the vehicle motion controller <NUM> prohibits the feedback control amount from increasing when operation interference in which the braking command value Sb becomes less than the request value Rc has occurred. More specifically, the limit processing unit <NUM> outputs the limit control amount Rs that is prohibited from increasing. Thus, the driver who performed an operation during automatic adjustment of the traveling speed of the vehicle <NUM> is less likely to feel annoyed. Accordingly, the feedback control is continuously executed even when the operation interference has occurred while taking operation interference into account.

The vehicle motion controller <NUM> prohibits the feedback control amount from increasing and thus prevents the feedback control amount from excessively increasing, as compared with when the feedback control amount is not prohibited from increasing. Thus, the time for the actual acceleration Ga to converge to the target acceleration Gt is prevented from increasing.

During execution of the driver assistance control, when the acceleration command value Sa obtained by operating the acceleration operation member <NUM> by the driver of the vehicle <NUM> becomes greater than the request value Rc, the driver's operation may include an intention of setting the current traveling speed to be greater than a traveling speed that is automatically adjusted. In this case, if the feedback control amount output by the feedback controlling unit is decreased, the traveling speed may further decrease, thereby making the driver annoyed.

In this regard, the vehicle motion controller <NUM> prohibits the feedback control amount from decreasing when operation interference that in which the acceleration command value Sa becomes greater than the request value Rc has occurred. More specifically, the limit processing unit <NUM> outputs the limit control amount Rs that is prohibited from decreasing. Thus, the driver who performed an operation during automatic adjustment of the traveling speed of the vehicle <NUM> is less likely to feel annoyed. Accordingly, the feedback control is continuously executed even when the operation interference has occurred while taking operation interference into account.

When the acceleration command value Sa is greater than the request value Rc, as illustrated in <FIG>, the vehicle motion controller <NUM> permits the feedback control amount to increase while prohibiting the feedback control amount from decreasing. Thus, when the difference hG is reduced by an increase in the feedback control amount, the limit control amount Rs is calculated such that the actual acceleration Ga converges to the target acceleration Gt.

When the braking command value Sb is less than the request value Rc, as illustrated in <FIG>, the vehicle motion controller <NUM> permits the feedback control amount to decrease while prohibiting the feedback control amount from increasing. Thus, when the difference hG is reduced by a decrease in the feedback control amount, the limit control amount Rs is calculated such that the actual acceleration Ga converges to the target acceleration Gt.

The vehicle motion controller <NUM> allows the feedback control to be continued even when operation interference has occurred. More specifically, the feedback controlling unit continues to calculate the FB control amount Rh even when operation interference has occurred. This allows the feedback control that reduces the difference hG between the target acceleration Gt and the actual acceleration Ga to be executed continuously.

The vehicle motion controller <NUM> suspends the integral control when operation interference has occurred. Thus, the FB control amount Rh is unaffected by the elapse of time in a period in which interference is caused by the driver's operation. This allows the feedback control to be executed continuously.

A vehicle motion controller <NUM> according to a second embodiment will now be described with reference to <FIG>. The components of the vehicle motion controller <NUM> of the second embodiment that differ from those of the vehicle motion controller <NUM> of the first embodiment will be hereinafter described. The components of the vehicle motion controller <NUM> that are the same as those of the vehicle motion controller <NUM> of the first embodiment will not be described.

In the first embodiment, the driver assistance device <NUM> sends the request value Rc to the vehicle motion controller <NUM>. In the second embodiment, the driver assistance device <NUM> calculates an upper limit request value Rj and a lower limit request value Rk. The driver assistance device <NUM> sends the upper limit request value Rj and the lower limit request value Rk, instead of the request value Rc. The upper limit request value Rj is defined as the upper limit of the longitudinal force acting in the longitudinal direction of the vehicle <NUM>. The lower limit request value Rk is defined as the lower limit of the longitudinal force acting in the longitudinal direction of the vehicle <NUM>.

The vehicle motion controller <NUM> further includes an arbiter unit <NUM>. The upper limit request value Rj and the lower limit request value Rk are input to the arbiter unit <NUM>. The arbiter unit <NUM> compares the upper limit request value Rj and the lower limit request value Rk with each other and outputs the smaller request value as an arbitrated request value Rx. That is, when the upper limit request value Rj is less than the lower limit request value Rk, the upper limit request value Rj is output as the arbitrated request value Rx. In contrast, when the lower limit request value Rk is less than the upper limit request value Rj, the lower limit request value Rk is output as the arbitrated request value Rx.

The target acceleration calculating unit <NUM> uses the arbitrated request value Rx to calculate the target acceleration Gt.

Based on the arbitrated request value Rx (i.e., upper limit request value Rj or lower limit request value Rk), the acceleration command value Sa, and the braking command value Sb, an interference determining unit <NUM> determines whether operation interference has occurred.

In the vehicle motion controller <NUM>, the sum of the arbitrated request value Rx, which is output by the arbiter unit <NUM>, and the limit control amount Rs, which is output by the limit processing unit <NUM>, is input to the request outputting unit <NUM> as the corrected request value Rt.

First, a case where the arbitrated request value Rx is the lower limit request value Rk will be described with reference to <FIG>. In the examples shown in <FIG>, the lower limit request value Rk is positive as shown in section (a) of <FIG> and section (a) of <FIG>. It is assumed that the lower limit request value Rk remains unchanged over the periods illustrated in <FIG>.

<FIG> shows an example of a case where operation interference is caused by the operation of the acceleration operation member <NUM> when the driver assistance control is executed. As shown in section (a) of <FIG>, after the point in time t31, the operated amount of the acceleration operation member <NUM> is increased so that the acceleration command value Sa increases. After the point in time t32, the acceleration command value Sa increasing after the point in time t31 is greater than the lower limit request value Rk.

When the acceleration command value Sa is not <NUM> and is greater than the lower limit request value Rk, the interference determining unit <NUM> determines that the operation interference has occurred. Then, the interference determining unit <NUM> sets the decrease prohibiting flag Kb to ON. That is, the interference determining unit <NUM> determines that the operation interference occurs at the point in time t32. As shown in section (c) of <FIG>, the interference determining unit <NUM> sets the decrease prohibiting flag Kb to ON at the point in time t32. As a result, the limit processing unit <NUM> prohibits the feedback control amount from decreasing after the point in time t32.

When the acceleration command value Sa decreases to less than or equal to the lower limit request value Rk, the interference determining unit <NUM> determines that the operation interference has been cancelled. Then, the interference determining unit <NUM> sets the decrease prohibiting flag Kb to OFF.

In the example shown in <FIG>, the increase prohibiting flag Ka shown in section (b) of <FIG> is not activated by the interference determining unit <NUM>. That is, the increase prohibiting flag Ka remains OFF after the point in time t32. As a result, the limit processing unit <NUM> does not prohibit the feedback control amount from increasing. Thus, the feedback control amount is permitted to increase even after the point in time t32.

<FIG> shows an example of a case where the braking operation member <NUM> is operated when the driver assistance control is executed. As shown in section (a) of <FIG>, the braking command value Sb is <NUM> in a period prior to the point in time t41. That is, in the period prior to the point in time t41, the braking operation member <NUM> is not operated. Thus, in the period prior to the point in time t41, the interference determining unit <NUM> does not determine whether the interference has occurred. At the point in time t41, the braking operation member <NUM> starts to be operated. After the point in time t41, the operated amount of the braking operation member <NUM> is increased so that the braking command value Sb becomes negative.

When the braking command value Sb is not <NUM> and is less than the lower limit request value Rk, the interference determining unit <NUM> determines that operation interference has occurred. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON. Since the lower limit request value Rk is positive in the example shown in <FIG>, the braking command value Sb is less than the lower limit request value Rk from the point in time at which the braking operation member <NUM> starts to be operated and the braking command value Sb starts to be calculated. That is, after the point in time t41, the interference determining unit <NUM> determines that the braking command value Sb is less than the lower limit request value Rk and determines that the operation interference has occurred. As shown in section (b) of <FIG>, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON at the point in time t41. As a result, the limit processing unit <NUM> prohibits the feedback control amount from increasing after the point in time t41.

When the operation of the braking operation member <NUM> is cancelled, the interference determining unit <NUM> determines that the operation interference has been cancelled. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to OFF.

In the example shown in <FIG>, the decrease prohibiting flag Kb shown in section (c) of <FIG> is not activated by the interference determining unit <NUM>. That is, the decrease prohibiting flag Kb remains OFF after the point in time t41. As a result, the limit processing unit <NUM> does not prohibit the feedback control amount from decreasing. Thus, the feedback control amount is permitted to decrease even after the point in time t41.

Next, a case where the arbitrated request value Rx is the upper limit request value Rj will be described with reference to <FIG>. In the example shown in <FIG>, the upper limit request value Rj is negative as shown in section (a) of <FIG>. In the example shown in <FIG>, the upper limit request value Rj is positive as shown in section (a) of <FIG>. It is assumed that the upper limit request value Rj remains unchanged over the periods illustrated in <FIG>.

<FIG> shows an example of a case where the braking operation member <NUM> is operated when the driver assistance control is executed. As shown in section (a) of <FIG>, the braking command value Sb is <NUM> in a period prior to the point in time t51. That is, in the period prior to the point in time t51, the braking operation member <NUM> is not operated. Thus, in the period prior to the point in time t51, the interference determining unit <NUM> does not determine whether the interference has occurred. At the point in time t51, the braking operation member <NUM> starts to be operated. After the point in time t51, the operated amount of the braking operation member <NUM> is increased so that the braking command value Sb becomes negative.

When the braking command value Sb is less than the upper limit request value Rj, the interference determining unit <NUM> determines that operation interference has occurred. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON. In the example shown in <FIG>, the upper limit request value Rj is less than the braking command value Sb in a period prior to the point in time t52 after the braking operation member <NUM> starts to be operated. After the point in time t52, at which the braking command value Sb becomes less than the upper limit request value Rj, the interference determining unit <NUM> determines that operation interference has occurred. As shown in section (b) of <FIG>, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON at the point in time t52. As a result, the limit processing unit <NUM> prohibits the feedback control amount from increasing after the point in time t52.

The interference determining unit <NUM> determines that the operation interference has been cancelled when the braking command value Sb is increased so that the braking command value Sb becomes greater than or equal to the upper limit request value Rj. Then, the interference determining unit <NUM> sets the increase prohibiting flag Ka to OFF.

In the example shown in <FIG>, the decrease prohibiting flag Kb shown in section (c) of <FIG> is not activated by the interference determining unit <NUM>. That is, the decrease prohibiting flag Kb remains OFF after the point in time t52. As a result, the limit processing unit <NUM> does not prohibit the feedback control amount from decreasing. Thus, the feedback control amount is permitted to decrease even after the point in time t52.

<FIG> shows an example of a case where the acceleration operation member <NUM> is operated when the driver assistance control is executed. As shown in section (a) of <FIG>, after the point in time t61, the operated amount of the acceleration operation member <NUM> is increased so that the acceleration command value Sa increases. In a period prior to the point in time t62, the acceleration command value Sa is less than the upper limit request value Rj. At the point in time t62, the acceleration command value Sa reaches the upper limit request value Rj. Subsequently, the acceleration command value Sa becomes greater than the upper limit request value Rj.

When the acceleration command value Sa is less than the upper limit request value Rj, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON. That is, as shown in section (b) of <FIG>, the interference determining unit <NUM> sets the increase prohibiting flag Ka to ON in the period prior to the point in time t62. As a result, the limit processing unit <NUM> prohibits the feedback control amount from increasing in the period prior to the point in time t62. That is, the determining unit <NUM> obtains the acceleration command value Sa calculated in correspondence with the operated amount of the acceleration operation member <NUM>, which operates the driving device <NUM>. When the acceleration command value Sa is less than the upper limit request value Rj, the feedback controlling unit prohibits the feedback control amount from increasing.

When the acceleration command value Sa is greater than or equal to the upper limit request value Rj, the interference determining unit <NUM> sets the increase prohibiting flag Ka to OFF. When the acceleration command value Sa is greater than or equal to the upper limit request value Rj, the interference determining unit <NUM> determines that operation interference has occurred. That is, as shown in section (b) of <FIG>, the interference determining unit <NUM> sets the increase prohibiting flag Ka to OFF after the point in time t62. As a result, the limit processing unit <NUM> permits the feedback control amount from increasing after the point in time t62.

In the example shown in <FIG>, the decrease prohibiting flag Kb shown in section (c) of <FIG> is not activated by the interference determining unit <NUM>. That is, the decrease prohibiting flag Kb remains OFF in the period illustrated in <FIG>. As a result, the limit processing unit <NUM> does not prohibit the feedback control amount from decreasing. Thus, the feedback control amount is permitted to decrease in the period illustrated in <FIG>.

The operation and advantages of the second embodiment will now be described.

In the same manner as the first embodiment, the vehicle motion controller <NUM> allows the feedback control to be continuously executed even when operation interference has occurred while taking operation interference into account.

The situation in which the acceleration command value Sa is greater than the lower limit request value Rk when the arbitrated request value Rx is the lower limit request value Rk as illustrated in <FIG> is, for example, a situation in which the driver attempts to accelerate the vehicle <NUM> when adaptive cruise control is executed. In such a case, the vehicle motion controller <NUM> continues the feedback control while prohibiting the feedback control amount from decreasing.

The situation in which the braking command value Sb is less than the lower limit request value Rk when the arbitrated request value Rx is the lower limit request value Rk as illustrated in <FIG> is, for example, a situation in which the driver attempts to decelerate the vehicle <NUM> when adaptive cruise control is executed. In such a case, the vehicle motion controller <NUM> continues the feedback control while prohibiting the feedback control amount from increasing.

The situation in which the braking command value Sb is less than the upper limit request value Rj when the arbitrated request value Rx is the upper limit request value Rj as illustrated in <FIG> is, for example, a situation in which the driver attempts to further decelerate the vehicle <NUM> when collision avoidance braking is executed. In such a case, the vehicle motion controller <NUM> continues the feedback control while prohibiting the feedback control amount from increasing.

In the vehicle <NUM>, the upper limit of the longitudinal force is the upper limit request value Rj. When the arbitrated request value Rx is the upper limit request value Rj and the acceleration command value Sa has not reached the upper limit request value Rj, the driving device <NUM> is controlled in accordance with the acceleration command value Sa instead of the upper limit request value Rj. When the feedback control amount increases in a case where the acceleration command value Sa has not reached the upper limit request value Rj, for example, the following problem would occur at the point in time at which the acceleration command value Sa subsequently increases to reach the upper limit request value Rj. For example, at the point in time at which the acceleration command value Sa reaches the upper limit request value Rj, the longitudinal force actually acting on the vehicle <NUM> has already increased and thus the longitudinal force may not be able to be limited using the upper limit request value Rj.

In this regard, the vehicle motion controller <NUM> prohibits the feedback control amount from increasing when the acceleration command value Sa is less than the upper limit request value Rj. This prevents the longitudinal force from excessively increasing when the acceleration command value Sa is less than the upper limit request value Rj. In contrast, the vehicle motion controller <NUM> permits the feedback control amount to increase when the acceleration command value Sa is greater than or equal to the upper limit request value Rj. This limits the longitudinal force to the upper limit request value Rj while reducing the difference hG through the feedback control when the acceleration command value Sa is greater than or equal to the upper limit request value Rj.

In a case where the acceleration command value Sa is less than <NUM>, the vehicle motion controller <NUM> prohibits the feedback control amount from increasing when the acceleration command value Sa is less than the upper limit request value Rj. For example, in a case where the driver requests engine braking without operating the acceleration operation member <NUM>, the vehicle motion controller <NUM> prohibits the feedback control amount from increasing when the acceleration command value Sa is less than the upper limit request value Rj.

The above-described first and second embodiments may be modified as follows. The above-described embodiments and the following modifications may be implemented in combination with each other as long as technical contradiction does not occur.

A replacement request value Rr, based on information from the interior monitoring system <NUM>, may be input to the vehicle motion controllers <NUM>, <NUM>. The replacement request value Rr is a request value of the longitudinal force. The replacement request value Rr is output from the interior monitoring system <NUM> when the driver is unable to operate the vehicle <NUM>. When the replacement request value Rr is input to the vehicle motion controllers <NUM>, <NUM>, the target acceleration Gt may be calculated based on the replacement request value Rr instead of the request value from the driver assistance device <NUM>.

In the first and second embodiments, the request value Rc, the upper limit request value Rj, and the lower limit request value Rk each have a dimension of the longitudinal force. The request value from the driver assistance device <NUM> simply needs to correlate with the longitudinal force. The request value may have a dimension of, for example, an acceleration. In this case, the vehicle motion controllers <NUM>, <NUM> do not need to calculate the target acceleration Gt and thus do not have to include the target acceleration calculating unit <NUM>. Alternatively, the request value may have a dimension of axle torque.

Even when the request value does not have a dimension of the longitudinal force, the interference determining units <NUM>, <NUM> can determine whether operation interference has occurred by matching the dimension of the request value to the dimensions of the acceleration command value Sa and the braking command value Sb.

The feedback controlling unit of each of the first and second embodiments is an example. The process that prohibits the feedback control amount from increasing or decreasing executed by the feedback controlling unit is not limited to the process explained in the above-described embodiments.

The vehicle motion controller <NUM>, the vehicle motion controller <NUM>, the drive controller <NUM>, the brake controller <NUM>, the assistance calculating unit, which are processing circuits, simply need to have any one of the following configurations [a] to [c].

The functions provided by the drive controller <NUM>, the brake controller <NUM>, and the assistance calculating unit may be partially or entirely provided by the vehicle motion controllers <NUM>, <NUM>.

The functions provided by the vehicle motion controllers <NUM>, <NUM> may be provided by another processing circuit that is connected to the vehicle motion controllers <NUM>, <NUM>.

Another example of the friction braking device explained as an example of the braking device <NUM> is an electric braking device that mechanically transmits a driving force of an electric motor to press frictional members against a rotor. In this case, the electric motor corresponds to the actuator of the braking device.

The vehicle <NUM> does not have to include the friction braking device. In a vehicle that does not include the friction braking device, a device that generates a regenerative braking force corresponds to the braking device.

The technical ideas attainable from the above-described embodiments and the modifications are described below.

(Supplemental Claim <NUM>) A vehicle motion control method employed in a vehicle that includes a driver assistance device that assists traveling of the vehicle, a driving device that transmits a driving force to the vehicle, and a braking device that applies a braking force to the vehicle, the vehicle motion control method automatically adjusting a traveling speed of the vehicle based on a request value from the driver assistance device, the vehicle motion control method including:.

Claim 1:
A vehicle motion controller (<NUM>) employed in a vehicle (<NUM>) that includes a driver assistance device (<NUM>) that assists traveling of the vehicle (<NUM>), a driving device (<NUM>) that transmits a driving force to the vehicle (<NUM>), and a braking device (<NUM>) that applies a braking force to the vehicle (<NUM>), the vehicle motion controller (<NUM>) automatically adjusting a traveling speed of the vehicle (<NUM>) based on a request value (Rc) from the driver assistance device (<NUM>), the vehicle motion controller (<NUM>) comprising:
a feedback controlling unit (<NUM>, <NUM>) that executes feedback control in which a difference (hG) between a target acceleration (Gt) corresponding to the request value (Rc) and an actual acceleration (Ga) of the vehicle (<NUM>) is an input, thereby calculating a control amount (Rs) used to reduce the difference (hG);
a request outputting unit (<NUM>) that calculates a request longitudinal force (Fdq, Fbq) based on the control amount (Rs) and outputs the request longitudinal force (Fdq, Fbq) to the driving device (<NUM>) and the braking device (<NUM>), the request longitudinal force (Fdq, Fbq) controlling the driving device (<NUM>) and the braking device (<NUM>); and
a determining unit (<NUM>; <NUM>) that, in a case where a driver of the vehicle (<NUM>) is operating a braking operation member (<NUM>) that operates the braking device (<NUM>), obtains a braking command value (Sb) calculated in correspondence with an operated amount of the braking operation member (<NUM>) and determines that operation interference by the driver has occurred when the braking command value (Sb) is less than the request value (Rc),
wherein the feedback controlling unit (<NUM>, <NUM>) prohibits the control amount (Rs) from increasing in a case where the operation interference has occurred.