JPH02208136A - Automobile cooperative control device - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

[Detailed Description of the Invention] [Field of Industrial Application] The present invention relates to a cooperative control device for a vehicle, and in particular, a cooperative control device for a vehicle using a dynamic model suitable for improving the drivability and safety of a vehicle. Regarding.

[Prior Art] A conventional engine control device presents a dynamic model that estimates load torque from a control variable involved in adjusting the amount of intake air, such as a throttle valve opening, as described in Japanese Patent Laid-Open No. 63-71551. has been done.

In addition, U.S. Patent No. 4,713,763, which relates to a conventional device, detects the amount of depression of the accelerator pedal and the torque between the engine and transmission, and controls the throttle valve to reduce fluctuations in torque. . Also, JP-A-6
No. 1-286547 detects acceleration and controls a throttle valve so as to match a target value. JP-A-62-150035 proposes a method of limiting the drive torque of the engine and drive train by detecting lateral acceleration and calculating the limit speed on a one-curve road. In US Pat. No. 4,713,764, it is determined whether or not the vehicle is on the rise based on the difference in torque, and the switching of the gear stages of the transmission is restricted. In Japanese Patent Application Laid-Open No. 145339/1983, a target torque is determined from the accelerator operation amount, and an additional integral type optimal regulator is used to control the output torque so that it becomes the target torque. JP-A-62-101853 proposes a method of calculating the required torque based on the amount of accelerator displacement and cutting off the load on the near conditioner based on the result.

[Problems to be Solved by the Invention] The above-mentioned prior art does not take into account the point of cooperative control using a plurality of dynamic models, including a dynamic model of the vehicle and a dynamic model of each control system, such as an engine control system. This caused problems in achieving both responsiveness and stability of the car.

An object of the present invention is to achieve both responsiveness and stability of a vehicle in a cooperative control system for a vehicle. It also aims to improve responsiveness and reduce noise, vibration, and roughness. It also aims to improve drivability and fuel economy. Furthermore, the purpose is to facilitate the driving of a car and support the driver's driving operations in an emergency.

It also aims to improve active safety and prevent danger. It also provides an ergonomic interface that allows the driver to operate the vehicle safely and without getting tired.

[Means for Solving the Problems] In order to achieve the above object, a cooperative control device for a vehicle according to the present invention includes a dynamic model of a vehicle, an engine, a drive train (transmission), and a brake.

A control means for cooperatively controlling each control element of the vehicle using a plurality of dynamic models including at least one dynamic model of each control element such as steering, suspension, etc. It is something. In addition, we built an automatic driving control subsystem and a stability enhancement subsystem using a dynamic model, and an engine control subsystem that functions as an engine torque servo with vehicle cooperative control and adaptive control during cold starting and warm-up. system, a drivetrain control subsystem with two observers built from a dynamic model of the car and a dynamic model of the engine drivetrain, and a brake, steering, suspension, and steering control subsystem with two observers as well. The system is designed to achieve both responsiveness and stability of the car. Furthermore, the driver assistance system includes an expert system that evaluates the vehicle's driving conditions and improves safety in emergencies.

In addition, an artificial response system adjusts the force of the steering wheel, brake pedal, and accelerator pedal to improve driver sensation.

[Function] The above-mentioned cooperative control device for a vehicle has an automatic driving control subsystem and a stability enhancement subsystem included in the control means, and operates according to the forces of the accelerator pedal, the brake pedal, the steering wheel, and the acceleration of the vehicle. The best drivetrain and brakes for your car.

The steering force is calculated and the results are sent to the drive train, brake, steering, and suspension control subsystems, and the actuators for each control element such as the throttle, gear, and brake oil pressure are controlled to optimize the train, brake, and steering force. Obtainable. In addition, the engine status and radar sensor output, etc. are input to the driving support system, and the built-in expert system monitors the engine and vehicle status, giving appropriate instructions to the driver in an emergency, and controlling each of the above control subsystems. It can provide operating signals to the system to prevent engine burnout and car collisions. Furthermore, an artificial response system can match the force of the steering wheel, brake pedal and gas pedal to the driver's sensations.

[Example] Examples of the present invention will be described below with reference to FIGS. 1 to 24.

FIG. 1 is a block diagram showing an embodiment of an automobile cooperative control device according to the present invention. In FIG. 1, the cooperative control device of the present vehicle includes a driver information control unit (control means) 1,
A display unit (display means) 2, an engine control subsystem 3, a drivetrain control subsystem 4, a brake control subsystem 5, a steering control subsystem 6, a suspension control subsystem 7, an accelerator pedal sensor 8, and , brake pedal sensor 9,
Steering wheel sensor lO and acceleration sensor 11
On the left, it is composed of an emergency state sensor 12.

The driver information control unit 1 includes a dynamic model of the vehicle, and each control subsystem 3 to 7 includes a dynamic model of each control element. using at least one dynamic model of the models;
The control elements of the vehicle are controlled in a coordinated manner. Each unit 1.2 and each subunit 3 to 7 are electrically connected by a local area network 60, and data is transmitted between the subsystems 3 to 7 via this network 60. The person's request is the accelerator pedal sensor.
is input to the driver information control unit 1 through the brake pedal sensor 9 and the steering wheel sensor 10. The control unit 1 receives a signal from the car's acceleration sensor 11,
For example, a radar signal is input to the emergency state sensor 1. Display data for assisting the driver is sent from the control unit 1 to the display unit 2.

In the vehicle cooperative control system configured as described above, noise and vibration of the vehicle are reduced by actively controlling the suspension by the suspension control subsystem 7. Additionally, by cooperatively controlling the engine, drive train, and brake control subsystems 3, 4, 5, it is possible to prevent the vehicle from slipping. The driving performance of the vehicle is improved by control algorithms for driving controllability enhancement and steering stability enhancement included in the driver information control unit 1. The engine control subsystem 3 has a built-in control algorithm for each cylinder, which can improve fuel economy and reduce vibration. The engine control subsystem 3 is also closely coupled to the transmission drivetrain control system 4 and is cooperatively controlled using a network 60 in response to driver requests. engine, drivetrain, brakes, steering,
By cooperatively controlling the suspension control subsystems 3, 4, 5, 6, and 7, an average driver can safely drive the vehicle without losing control in an emergency.

In addition, emergency and warning conditions are communicated to the driver by audio and visual signals from the emergency operation advisor in the driver information control unit 1, and intelligent filter information processing is used to make driving easier. Only relevant information can be retrieved. In addition, active safety control technology improves the car's accident avoidance ability, allowing engine speed and output to be adjusted between the steering wheel sensor lO and the car's acceleration sensor lO.
It is limited according to the value of the yaw rate found from the signal of 1,
It is possible to prevent the car from slipping. This active safety principle uses predictive control to predict changes in the environment and control the vehicle. In addition, the concept of ergonomics has been adopted to make it easier for the driver to operate, and an artificial response system has been introduced to make it easier for the driver to operate the gas pedal, brake pedal,
The zero display unit 2, which allows the operating forces of the steering wheel to be adapted to the driver's requirements, can provide the information required by the driver in a continuously changing state.

FIG. 2 is a block diagram of the driver information control unit l shown in FIG. 1. In FIG. 2, the driver information control unit 1 includes a dynamic model 101 and an automatic driving control subsystem 102.
and a stability enhancement subsystem 103, which are connected to the display unit 2, the vehicle 13, the driver 14, and the control unit 15 as shown in FIG. In the above configuration, one of the inputs is the signal from the accelerator pedal sensor 8,
One of the outputs is a signal from the acceleration sensor 11 of the car 13, and the automatic driving control subsystem 102 calculates the acceleration based on the driver's request from the actual acceleration of the car 13 and the signal from the accelerator pedal sensor 8. The throttle valve of the engine of the car 13 is controlled by the output of this subsystem 102. The operation of this subsystem 102 is based on a control algorithm for enhancing the controllability of model following control, and this subsystem 102 improves drivability and fuel efficiency. In addition, in deceleration operation state,
Braking force is controlled by the output of this subsystem 102.

FIGS. 3(a) and 3(b) are regular diagrams of the dynamic characteristics of the vehicle during acceleration and deceleration when the automatic driving control subsystem 102 of FIG. 2 is used. In Figures 3(a) and (b),
Compared to the acceleration (rrr/s) characteristics of conventional system B (dashed line), the characteristics of system A (solid line) show that the car responds smoothly and quickly during acceleration and deceleration, and the car can be driven in a wide range of driving conditions. It is possible to satisfy the needs of people.

The other input in FIG. 2 is the signal from the steering wheel sensor 10, and the other output is the signal from the acceleration sensor 11.
The automatic driving control subsystem 102 compares the actual lateral acceleration of the car 13 with the driver's request, and determines the optimal steering using the dynamic model 101. Determine wheel angle and force.

One stability enhancement subsystem 103 is the acceleration sensor 1
It receives the signal 11a of car 1, determines the steering wheel angle and suspension damping force in real time, and
3. Minimize vibrations in the vertical, left-right, and front-back directions. This increases the stability of the vehicle without losing controllability.

FIGS. 4(a) and 4(b) are other typical diagrams of the dynamic characteristics of the vehicle during acceleration and deceleration when the stability enhancement subsystem 103 of FIG. 2 is used. In Figures 4(a) and (b), the acceleration response of the vehicle with the present system A (solid line) is greater than the acceleration (ttf/8) characteristics of the conventional system B (broken line) during acceleration in Figure 4(a). The process becomes quick and smooth, as shown in Figure 4 (b).
) The change in vehicle speed of the present system A (solid line) is smoother than the vehicle speed (km/h) characteristic of the conventional system B (broken line), which is equipped with an anti-skid control system during deceleration.

The input signals and control variable information of the automatic driving control subsystem 102 shown in FIG.
operates the accelerator pedal, brake pedal, and steering wheel according to this information, and information on these operations is sent to the control unit 15. At this time, driver 14
Manual commands will take precedence.

FIG. 5 is a configuration diagram of the engine control subsystem 3 of FIG. 1. In FIG. 5, the engine control subsystem 3 is composed of a control unit 301, detection means H, 302, and detection means H1303, and is coupled to the engine 16 and drive train 17 as shown in FIG. .

With the above configuration, the control unit 301 executes torque servo control with additional adaptive control during low-temperature startup and warm-up. This set value torque is adjusted to the first level according to the driver's request.
It is determined by the driver information control unit 1 shown in the figure. The torque of this set value is determined by the detection means H1 of the drive train 17.
The fuel amount, air amount, and ignition timing of the engine 16 are controlled by the control unit 301 by comparison with the actual torque of the engine 303 . This control unit 301 adjusts or subtracts the above-mentioned control variables according to the above-mentioned torque error signal so that this error is minimized. In addition, the control unit 301 detects a signal directly related to combustion, for example, a signal from a cylinder pressure sensor H.
,302 signal is received.

The amount of air in the engine 16 is controlled so that an appropriate combustion speed can be maintained during cold start and warm-up. This direct control significantly improves exhaust purification compared to conventional systems that measure secondary parameters such as the air-fuel ratio of the exhaust gas.

FIG. 6 is a block diagram of the drive train control system 4 of FIG. 1. In FIG. 6, the drivetrain control subsystem 4 includes a controller 401 and an observer B.
4O2 and an observer A403, and is connected to the engine 16, drive train 17, and vehicle body 18 as shown in FIG. This drive train 17 is composed of a transmission that has an altitude-adaptive speed change capability,
This drive train 17 is tightly coupled to the engine 16 and the vehicle body 18. With the above configuration, the torque setting value is sent from the driver information control unit 1 in FIG. 1 to the controller 401, observer 8402, and observer A403. Engine 16 torque and drivetrain 1
The gear ratio of 7 is controlled by the output of the controller 401 to make the actual acceleration of the vehicle body 18 match the driver's request. The observer A403 is for the vehicle body 18, and this observer A403 allows the acceleration sensor 1 of the vehicle body 18 to
The torque of the drive train 17 is estimated from the signal No. 1. Observer B4O2 is for the drive train 17, and estimates the output torque of the engine 16 from the signal of the drive train 17. The estimated values of the observer A 403 and the observer 8402 are input to the controller 401, which adjusts the air amount, fuel amount, and ignition timing of the engine 16, and controls the gear ratio of the drive train 17. Since the torque of the engine 16 and the torque of the transmission of the drive train 17 are controlled in real time, the acceleration of the vehicle body 18 completely meets the driver's requirements. In addition, as mentioned above, the engine control subsystem 3 in FIG.
and coordinated control of the functions of the drivetrain control subsystem of FIG.

FIG. 7 is a configuration diagram of each brake control subsystem 5, steering control subsystem 6, and suspension control subsystem 7 shown in FIG. In FIG. 7, each brake, steering, suspension control subsystem 5
, 6.7 is the controller 501, the servo and actuator 502, the observer B503, and the observer A3.
04, and is connected to the vehicle body 18 as shown in FIG. The configuration of these subsystems 5, 6.7 is as follows.
This is similar to the case of the drivetrain control subsystem 4 shown in the figure. With the above configuration, observer A304 is
8, the force acting on the car 13 is estimated from the output, that is, the signal of the acceleration sensor 11, using the dynamics of the car 13. Observer B503 has servo and actuator 50
2 to estimate the force of the actuator 502.

Estimated values from observer A 304 and observer B 503 are sent to controller 501, which adjusts inputs to servo and actuator 502 according to set values sent from driver information control unit 1 in FIG. This setpoint is the brake deceleration for the brake control subsystem 5, the steering slip angle for the steering control subsystem 6, and the suspension damping force for the suspension control subsystem 7. It is. The servo and actuator 502 are electrically
Hydraulic servos and electro-pneumatic servos are used. 7th
The outputs shown in the figure are brake deceleration for brake control subsystem 5, steering lateral acceleration and yaw for steering control subsystem 6, and yaw and suspension for suspension control subsystem 7. is the vibration acceleration. By applying the above engine control subsystem 3 in Figure 5, drive train control subsystem 4 in Figure 6, and brake, steering, and suspension control subsystem 5.6.7 in Figure 7, the functions of each subsystem can be improved. Cooperative control is performed.

FIG. 8 is a configuration diagram of the driver support system 104 included in the driver information control unit 1 of FIG. 1. In FIG. 8, the present driver support system 104 includes an expert system 105, planning data 106, and a vehicle body sensor (
For example, it consists of a radar) 107 and an engine sensor (for example, a water temperature sensor). The expert system 105 includes a plan evaluation 109 , a condition evaluation 110 , a condition monitor 111 and an interface 112 and is coupled to the driver 14 and the control unit 15 . With the above configuration, the engine sensor 108
6 speeds, hydraulic.

Parameters such as cooling water temperature and fuel pressure are measured, and these parameters are sent to the status monitor 111 of the expert system 105 and displayed on the display unit 2 via the interface 112. The driver 14 can select between the digital model display and the analog display. The condition monitor 111 can display data regarding the timing of replacing engine lubricating oil and brake linings. In addition, the state evaluation 11 of the expert system 105 uses signals from a vehicle body sensor 107 such as a radar to evaluate the driving environment of the car 13.
0, the presence of a risk of collision is checked.

Here, the output of the vehicle body sensor 107 is analyzed by the intelligent software of the condition evaluation 110 and commands the driver 14 and the control unit 17 to reduce acceleration to prevent a collision. This can be done by audibly or visually communicating problems and optimal corrective actions to the driver via the interface 112, thereby improving the driver's 14 ability to avoid collisions.

Rapid corrective action is performed by the condition monitor 111 and condition evaluation 11O described above.

Also, using the plan data 106, the plan evaluation 109 of the expert system 105 can perform an evaluation by comparing, for example, the planned value and the actual value of the fuel efficiency of the car 13.

FIG. 9 is a software configuration diagram of the expert system 105 of FIG. 8. In FIG. 9, the software of the expert system 105 includes a radar 113, a buffer 114, an inference unit 115, and a knowledge base 1.
16, and is connected to the driver 14 as shown in FIG. With the above configuration, the output of the radar 113 is sent to the inference unit 115 via the buffer 114 which can be controlled by the radar 113, and the inference unit 115 uses the knowledge base IIF to inform the driver 14 of the optimal corrective action. Here, the reasoning unit 115 analyzes the radar 113 signals using a knowledge base 116 about road patterns, weather and obstacle patterns to inform the driver 14 of the existence of a risk of collision due to obstacles and to take optimal corrective action. command to the driver 14.

FIG. 10 is a block diagram of the artificial response system 117 included in the driver information control unit 1 of FIG. 1st
0, the artificial response system 117 includes a controller 118 and sensors and actuators 119, 120.
．． 121, and is connected to the accelerator pedal 19, brake pedal 20, and steering wheel 21 as shown in FIG. With the above configuration, information on speed, yaw rate, and steering angle is input to the controller 118, and each sensor and actuator 119, 120, 12
1 to artificially adjust the force of the accelerator pedal 19, the force of the brake pedal 20, and the force of the steering wheel 21 so as to ensure the optimum response of the driver 14 according to the operation of the vehicle 13.

Each sensor and actuator 119.120.121
Using, the force of the accelerator pedal 19 and the forward acceleration of the car 13, the force of the brake pedal 20 and the deceleration of the car 13,
Linearity between the force of the steering wheel 21 and the lateral acceleration of the vehicle 13 is ensured.

FIG. 11 is a configuration diagram of a serial transmission circuit 600 of each control subsystem 3 to 7 in FIG. 1. In FIG. 11, this serial transmission circuit 600 includes a data bus buffer 601,
It is composed of a read/write control 602, a modem control 603, a transmit buffer 604, a transmit control 605, a receive buffer 606, and a receive control 607. Each control subsystem 3-7 of FIG. 1 is connected to network 60 via serial transmission circuit 600 of FIG. As a result, the subsystems 3 to 7 are electrically connected to each other, and data from the microprocessors of the subsystems 3 to 7 is input to the serial transmission circuit 600 via the data bus buffer 601. A read/write control 602 and a modem control 603 of the serial transmission circuit 600 control the transmission of data to and reception of data from the network 60. Transmit data is converted from parallel to serial data in a transmit buffer 604, and this transmission is controlled by a transmit control 605.

Serial data on one network 60 is converted from serial to parallel by a receive buffer 606, and this reception is controlled by a receive control 607. In this way, the data transmission of each control subsystem 3 to 7 in FIG. 1 can be facilitated and cooperative control can be made effective.

Dynamic model 1 of the driver information control unit 1 shown in Fig. 2 above
01 is, for example, a dynamic model of the vehicle body 18,
If the elastic properties change due to tire replacement, it is necessary to change the model. The driver information control unit 1 shown in FIG. 2 can grasp the above changes from input and output information and change the dynamic model.

When the signal from the accelerator pedal sensor 8 is input to the automatic driving control subsystem 102 of the driver information control unit 1 shown in FIG. 2, the acceleration requested by the driver 14 is calculated based on this signal. The acceleration can be changed according to the driver's 14 preference. This includes an automatic driving control subsystem 102 and a stability enhancement subsystem 103.
Since the controller is composed of a microprocessor, it is possible to easily respond to the driver's preference by simply changing the contents of the control gain and parameter address.

The microprocessors of each of the control subsystems 3 to 7 of FIG.

These microprocessors are connected to network 60 via serial transmission circuit 600 in FIG.

Furthermore, since the accelerator pedal sensor 8, brake pedal sensor 9, and steering wheel sensor 10 of each sensor are arranged in or near the interior of the vehicle, they are directly connected to the microprocessor of the driver information control unit 1. Since the acceleration sensor 11 is also installed inside the vehicle,
It is also connected directly to the microprocessor. Since the emergency state sensor 12 such as a radar is attached to the front of the vehicle 13, it is connected to the network 6 via the serial transmission circuit 600.
Connected to 0. By mounting the microprocessors of the driver information control unit 1 and the display unit 2 on the same board inside the vehicle, emergency data can be quickly notified to the driver 14.

The driver information control unit 1 in FIG. 2 includes a dynamic model 101 regarding the vehicle body 18, while the drive train control subsystem 4 in FIG. 6 includes an observer A 403 regarding the vehicle body 18 and a drive control element. Observer B4O2 for train 17 is included,
These observers 403 and 402 are constructed from dynamic models. Therefore, instead of the observer A403 of the drivetrain control subsystem 4 in FIG.
The dynamic model 101 of the driver information control unit 1 shown in the figure can be used. This allows a plurality of processors to execute calculations related to the dynamic model in parallel, thereby reducing the burden on the microprocessor of the subsystem and the microprocessor of the control unit 1.

FIG. 12 is a partial configuration diagram of a device in which the functions of the driver information control unit 1 and drive train control subsystem 4 shown in FIG. 1 are integrated into the engine control subsystem 3 to form an engine drive train control subsystem 305. In FIG. 12, the functions of control unit 1 and drivetrain control subsystem 4 of FIG. 1 may be integrated into engine control subsystem 3 as engine drivetrain control subsystem 305, and other brake control subsystems 5, the steering control subsystem 6, and the suspension control subsystem 7 operate relatively slowly, so they remain as the respective subsystems 5, 6.7. This allows the engine 16 and drivetrain 17 to be tightly controlled. Here, the automatic driving control subsystem 102 and the stability enhancement subsystem 103 of the driver information control unit 1 of FIG. 2 are included in the engine drive train control subsystem 305. Each subsystem 305.
5.6.7 are connected to the network 60 via a serial transmission circuit 600 in FIG.

The acceleration sensor 11 shown in FIG. 1 can be omitted by estimating the acceleration of the vehicle 13 from changes in the rotational speed of the wheels of the vehicle 13 instead of the acceleration sensor 11 shown in FIG. Here, if the axle rotation speed is n, the acceleration α in the traveling direction of the vehicle 13 is expressed by the following equation.

Second, k is a constant. Therefore, the signal from the axle rotation speed sensor is input to the driver information control unit 1, and the microprocessor in the control unit 1 calculates equation (1) to obtain the acceleration α. Controls systems 3-7.

A state equation is used as a dynamic model of the driver information control unit 1 and each of the control subsystems 3 to 7 shown in FIG. 1, and this can be processed using a digital signal processor. An example of this signal processor is TM83202G manufactured by Texas Instruments.
can be used.

This reduces the burden on the microprocessors of each control subsystem 3-7. Here, if the state variable is x(i), it is expressed by the following equation.

x(i)=Ax(i-1)+Bu(i-1)-(2) where A and B are constants and U is an input. The calculation of equation (2) is processed with high precision and high speed by a digital signal processor.

Figure 13 shows the CAM of each control subsystem 3 to 7 in Figure 1.
FIG. 2 is a configuration diagram of the hardware of the system.

In FIG. 13, each control subsystem 3 to 7 in FIG.
The hardware of the engine control system 3 is the CPU 3.
06, DRAM307, and Bus Int
The drive train control subsystem 4 consists of a CPU 406 and a DRAM 40.
The brake control subsystem 5 consists of a CPU 506 and a Bus Interface 408.
With RAM507.

31g l 1tarfaca508.

Each control subsystem 3 to 7 has a Bus Interface
aca3G8.

It is connected to the network 60 via 408, 508, etc., and is electrically connected to each subsystem 3-7.

FIG. 14 is a configuration diagram of sensors and actuators connected to the CAM of the drive train control system 4 of each control subsystem 3 to 7 in FIG. 13. In Figure 14,
As an example of each of the control subsystems 3 to 7 in FIG. 13, the configuration of sensors and actuators connected to the CAM of the drive train control subsystem 4 is shown, and the above CPU 40
A throttle actuator 410 for controlling the throttle valve and a throttle sensor 411 are connected through the I/OI ntarf-ace 409 from 6, and a shift actuator 412 for controlling the transmission and a shift sensor 413 that detects a shift signal, shift position, etc. is connected. The following FIGS. 15 to 24 show flowcharts of examples of control obtained by the automobile cooperative control system shown in FIG. 1.

Figure 15 shows the engine, drive train, and brake control subsystems 3 and 3 of Figure 1 (Figures 5, 6, and 7).
5 is a flowchart of an example of cooperative control for slip prevention according to 4.5. In FIG. 15, first step 15
At step 1, the vehicle speed V and wheel speed V are led, and at step 152, it is determined whether the wheel is a spin wheel that occurs when starting, etc., or a lock wheel that occurs when braking, etc. If it is a lock wheel, step 153.154 times x rip rate S = ((V
-v)/V) x 100% is calculated, and the brake pressure is controlled so that the slip rate S becomes the optimum slip rate of about 20%, so that locked wheels do not occur. If it is a spin wheel, in steps 155 and 156, the friction coefficient between the road surface and the tire is optimized and the engine output is controlled in the direction of lowering, that is, in the direction of closing the throttle valve, so that the optimum slip ratio is achieved.

Prevent spinning wheels.

Figure 16 shows the engine control system 3 of Figure 1 (Figure 5).
It is a flowchart of an example of its control. In FIG. 16, first, in step 161, the air-fuel ratio for each cylinder is read,
In step 162, the set air-fuel ratio (A/F) and the actual air-fuel ratio A/F are compared for each cylinder.

If any cylinder deviates from the set air-fuel ratio, in step 163 the throttle valve or injector is controlled only during combustion in that cylinder to achieve the set air-fuel ratio. If the air-fuel ratio matches the set air-fuel ratio, the output torque for each cylinder is read in the next step 164, and the actual engine torque T and the set engine torque T are compared in step 165. If any cylinder deviates from the set engine torque T, the throttle valve, injector, and ignition timing are controlled in step 166 to achieve the set engine torque T6. By incorporating such a control program, engine control for each cylinder becomes possible, which not only improves fuel economy but also reduces engine vibration.

FIG. 17 is a flowchart of an example of cooperative control for reducing shock during gear shifting by the drive train control subsystem 4 of FIG. 1 (FIG. 6). In FIG. 17, first, in step 171, a signal indicating whether a shift is to be made is determined from the transmission sensor 413 present in the drive train control subsystem 4. If it is time to shift, in step 172 a shift signal is sent to the throttle valve control unit preferentially via an interrupt, etc., in step 173 a hydraulically controlled shift is started, and in step 174 the air delay and shift timing are determined based on the rotation speed, etc. The throttle valve is controlled by determining the

FIG. 18 is a flowchart of an example of emergency/alarm state display shown in FIG. In FIG. 18, for example, it is first determined in parallel at steps 181 and 182 whether the throttle valve control is malfunctioning or the air-fuel ratio control is malfunctioning, and if both are malfunctioning, both are at step 181. input into the intelligent filter.

However, the malfunction of the air-fuel ratio control is not so much of a problem for the driver 14, but the malfunction of the throttle valve control that determines the engine output is a life-threatening problem, so it is necessary to notify the driver 14. Therefore, in step 183, only a failure indication of the throttle actuator 410 is output, and in step 184, a notification is sent that the fail-safe means should be activated.

FIG. 19 is a flowchart of an example of active safety control by the steering control subsystem 6 of FIG. 1 (FIG. 7). In FIG. 19, first, in step 191, the steering signal S operated by the driver 14 and the acceleration signal G of the vehicle body 18 are read, and in step 192, the yaw rate YI is read.
Calculate using the function f (S, G) of S and G. Then, in step 193, the yaw rate Y is set to the yaw rate Y, which is a safe range.
If the actual yaw rate Y exceeds the yaw rate Y, the engine output is controlled by throttle valve control in step 194 so that the actual yaw rate Y becomes equal to or less than the safe range yaw rate Y.

FIGS. 20(a) and 20(b) are flowcharts of the throttle opening knowledge base 116 and an example of predictive control for active safety by the expert system 105 of FIG. 1 (FIG. 9). In FIGS. 20(a) and (b),
First, in step 201 of FIG. 20(b), the road surface condition is read by the road surface condition sensor provided on the vehicle body 18, and in step 202, it is determined whether the road is snowy, wet (wet road surface), or paved (dry road surface). . Then step 203.2
At 04.205, the inference unit 115 uses the knowledge base 116 of the throttle openings A, B, and C for the amount of accelerator pedal depression for each road surface condition shown in FIG. Matching opening pattern A, B
, C, and the engine output is controlled by throttle valve control in step 206, making it possible to drive safely even in the face of environmental changes.

Figure 21 shows the artificial response system 1 of Figure 1 (Figure 10).
17 is a flowchart of a control example according to No. 17. In FIG. 21, first, in step 211, the artificial response system 11
In step 7, it is determined whether the driver 14 is a man, a woman with weak driving skills, or an old man. If the driver is a woman or an old man, in step 211, the accelerator pedal 19 operated by the driver 14 is changed from the brake pedal 2o to the steering wheel. 21
The reaction force is reduced to meet the requirements of the driver 14.

FIG. 22 is a flowchart of an example of control by the automatic operation control subsystem 102 of FIG. 1 (FIG. 2). 22nd
In the figure, first, in step 221, the lateral acceleration Gr requested by the driver 14 and the actual lateral acceleration ay of the vehicle body 18 are read, and in step 222, the vehicle speed V is read. Next, in step 223, the steering angle θ is determined by using the dynamic model 101 as a function g (aye Gr,
V), and the steering force F is determined by the function h
(G y * G r e V ), step 2
At 24, the steering angle θ and the steering force F are output.

FIG. 23 is a flowchart of an example of control by the stability enhancement subsystem 103 of FIG. 1 (FIG. 2).

In FIG. 23, first, in step 231, the vertical acceleration Gs, the lateral acceleration ay, the longitudinal acceleration Gz, and the rolling acceleration Gr of the acceleration G of the vehicle body 18 are read, and which acceleration G is read.
determine whether it is vibrating. If the left and right acceleration is ay, the vehicle speed V is led in step 233;
The left and right acceleration (Gy) s set in step 4 is expressed as a function of vehicle speed V (
In step 235, the steering angle θ is determined as (Gy). It is determined by the function j ((GyL). In step 236, it is determined whether the acceleration G is Gs, Gz, or Or. If the vertical acceleration is G8, the four-wheel suspension is controlled using the dynamic model 101 in step 237. If the acceleration G is the longitudinal acceleration Gz, then in step 238, the dynamic model 101 is used to alternately control the front and rear wheel suspensions to suppress the longitudinal vibration.

If the rolling acceleration is Gr, then in step 239, the dynamic model lot is used to alternately control the left and right wheel suspensions to suppress rolling and provide control with less vibration and a more comfortable ride.

FIG. 24 is a flowchart of an example of torque control by the engine control subsystem 3 of FIG. 1 (FIG. 5). Second
In FIG. 4, first, in step 241, the accelerator pedal depression amount α is read, and in step 242, the set value torque T1 is determined by the function k(α) of α. Next, in step 243, the actual torque T and the set value torque T are compared, and if they do not match, in step 244, the fuel f, air amount Ga, and ignition timing Ad are controlled by the injector and throttle valve plug, respectively, to match the torques. let

[Effects of the Invention] According to the present invention, it is possible to perform cooperative control of the engine, drive train, brake, steering, and suspension control subsystems, thereby improving the responsiveness, comfort, and active safety of the vehicle. . In addition, control algorithms that enhance controllability and stability, cooperative control using two observers, a driver support system, and an expert system provide artificial intelligence that can bring out the safe performance of the car even in emergency situations. The response system has the effect of ensuring optimal response and comfort for the driver.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing an embodiment of a cooperative control device for an automobile according to the present invention, FIG. 2 is a block diagram of the driver information control unit shown in FIG. 1, and FIGS. Figure 2 shows an example of measuring the dynamic characteristics of a car during acceleration and deceleration using the automatic driving control subsystem, and Figures 4 (a) and (b) show the measurement of the vehicle's dynamic characteristics during acceleration and deceleration using the stability enhancement subsystem shown in Figure 2. Figure 5 is a configuration diagram of the engine control subsystem in Figure 1, Figure 6 is a configuration diagram of the drivetrain control subsystem in Figure 1, and Figure 7 is a configuration diagram of the drivetrain control subsystem in Figure 1. Other brake control subsystems and other configuration diagrams; Figure 8 is a diagram of the driver assistance system in Figure 1; Figure 9 is a software configuration diagram of the expert system in Figure 8; Figure 10 is a diagram of the software configuration of the expert system in Figure 1. A configuration diagram of the artificial response system. Figure 11 is a configuration diagram of the serial transmission circuit for each control subsystem in Figure 1. Figure 12 is a device that integrates some of the functions of Figure 1 into the engine drive train control system. , FIG. 13 is a hardware configuration diagram of the CAN system of each control subsystem in FIG. 1, and FIG. 14 is a sensor connected to the CAM of the drive train control subsystem in FIG. 1 (FIG. 13). Fig. 15 is a flowchart of cooperative control of slip prevention by the engine, drive train, and brake control subsystem in Fig. 1, and Fig. 16 shows the control of the engine control subsystem in Fig. 1 (Fig. 5). Flowchart, FIG. 17 is a flowchart of cooperative control of shock reduction during gear shifting by the drive train control subsystem of FIG. 1 (FIG. 6), and FIG. Figure 19 is a flowchart of active safety control by the steering control subsystem in Figure 1 (Figure 7), and Figure 20 (a) * (b) is a flowchart of active safety control using the steering control subsystem in Figure 1 (Figure 7).
Figure 21 is a control flowchart based on the artificial response system of Figure 1 (Figure 1θ), Figure 22 is a flowchart of throttle opening knowledge base and active safety predictive control using the expert system in Figure 9), Fig. 23 is a control flowchart by the automatic operation control subsystem in Fig. 2), Fig. 23 is a control flowchart by the stability enhancement subsystem in Fig. 1 (Fig. 2), and Fig. 24 is a control flowchart for the engine in Fig. 1 (Fig. 5). 5 is a flowchart of torque control by the control subsystem. 1... Driver information control unit (control means), 2...
- Display unit (display means), 3... Engine control subsystem, 4... Drive train control subsystem, 5... Brake control subsystem, 6... Steering control subsystem, 7... Suspension control subsystem Control subsystem, 8... Accelerator pedal sensor, 9.
... Brake pedal sensor, lO ... Steering wheel sensor, 11 ... Acceleration sensor, 12 ... Emergency state sensor (radar), 60 ... Network, 1
01... Vehicle dynamic model, 102... Automatic driving control subsystem, 103... Stability enhancement subsystem,
104... Driver assistance system, ios... Expert system, 117... Artificial response system,
600...Series transmission circuit. Agent Patent Attorney Tadashi Akimoto Actual diagram (cL) Acceleration time 10 diagram (mountain) Acceleration time (b) A speed time (S) I2 Illustrated diagram collection Illustrated diagram collection S Illustrated diagram collection Figure 1 Figure 20 (cL) (b) Figure 20 (cL) (b)

Claims (13)

[Claims] 1. In addition to the dynamic model of the car, at least one dynamic model of the control elements such as the engine, drive train, brakes, steering, suspension, etc. is used to relate the control elements of the car. A cooperative control device for an automobile, which is equipped with a control means for controlling the vehicle. 2. The cooperative control system for a vehicle according to claim 1, comprising an automatic driving control subsystem using a dynamic model of the vehicle and a stability enhancement subsystem. 3. 2. The cooperative control system for an automobile according to claim 1, wherein the engine and the drive train are controlled based on information regarding the torque of the drive train and information regarding the combustion speed of the engine. 4. 2. The cooperative control system for an automobile according to claim 1, wherein the engine and drive train are controlled using an observer related to the engine and the drive train, and an observer related to the vehicle body. 5. 2. The cooperative control system for a motor vehicle according to claim 1, wherein the control elements are controlled using observers relating to servos and actuators such as brakes, steering, and suspension, and observers relating to the vehicle body. 6. 2. The cooperative control system for a motor vehicle according to claim 1, further comprising a driver assistance system having an expert system. 7. 7. The cooperative control system for a motor vehicle according to claim 6, comprising an expert system having an inference unit and a knowledge base. 8. 2. The cooperative control system for a motor vehicle according to claim 1, further comprising an artificial response system having a sensor and an actuator for controlling operating forces of an accelerator pedal, a brake pedal, and a steering wheel in relation to acceleration/deceleration and lateral acceleration of the vehicle. 9. 9. The cooperative control device for a motor vehicle according to claim 1, further comprising a series transmission circuit for connecting the control elements to a network. 10. 2. The cooperative control system for a vehicle according to claim 1, wherein the dynamic model is adapted to changes over time in the vehicle and the control elements. 11. 3. The cooperative control system for a motor vehicle according to claim 2, wherein the control gains and parameters of the automatic driving control subsystem and the stability enhancement subsystem are changed according to the driver's preference. 12. 10. The cooperative control system for a motor vehicle according to claim 1, wherein the microprocessor of the control means and the display means are mounted on the same board inside the vehicle. 13. 2. The cooperative control system for a vehicle according to claim 1, wherein calculations related to a plurality of dynamic models are processed in parallel by a plurality of processors, and a plurality of control elements are controlled in parallel.