JP2008062854A - Driving orientation estimation device - Google Patents

Abstract

A driving orientation estimation apparatus capable of more accurately estimating the driving orientation of a driver is provided.
Means for obtaining an inclination angle with respect to a road surface of a vehicle (S102), and means for estimating that the driving orientation is a sport driving orientation when the inclination angle with respect to the road surface of the vehicle is not less than a predetermined value (S102). S107). The inclination angle with respect to the road surface of the vehicle can be obtained based on the state of the suspension of the vehicle. The inclination angle of the vehicle with respect to the road surface is obtained by subtracting the road gradient from the vehicle inclination. The predetermined value is variably set based on the characteristics of the vehicle suspension.
[Selection] Figure 1

Description

  The present invention relates to a driving orientation estimation device, and more particularly, to a driving orientation estimation device capable of estimating a driving orientation more accurately.

  A technique for estimating the driving orientation of a driver is known. For example, in Japanese Patent No. 3474051 (Patent Document 1), the output operation amount at the time of starting the vehicle, the maximum rate of change of the output operation amount, the maximum deceleration at the time of the braking operation of the vehicle, the coasting traveling time of the vehicle, the constant vehicle speed traveling Driving operation related variable calculation means for calculating at least one driving operation related variable selected from time, and a neural network to which the driving operation related variable is input, and any one of the driving operation related variables by the driving operation related variable calculation means Disclosed is a driver orientation estimating means for estimating the driver's driving orientation based on the output of the neural network each time one is calculated.

  In the above Patent Document 1, the driving operation related variable calculating means calculates at least one of a maximum value within a predetermined section of an output operation amount, an engine rotation speed, and a longitudinal acceleration in order to repeatedly output to the neural network. If the vehicle turning determination means for determining turning of the vehicle and the driver orientation estimation means are estimated to be acceleration directed, and the vehicle turning radius determination means determines that the vehicle is turning, the predetermined Maximum value holding means for holding the maximum value in the section from being output to the neural network is included.

Japanese Patent No. 3474051

  It is desired that the driver's driving orientation can be estimated more accurately. For example, in the technique of Patent Document 1, the acceleration direction (driving direction) of the driver is estimated from the output operation amount and the maximum change rate when the vehicle starts, for example. In this case, when the vehicle is traveling on an uphill road, or when the accelerator opening and the engine output demand are larger than when traveling on flat ground due to a large amount of vehicle loading (many passengers), the acceleration direction (sports) It is easy to make a mistaken determination.

  In order to suppress the occurrence of the problem of erroneous determination, it is conceivable to correct the determination threshold. Here, the determination threshold is a condition for extracting an input value to a driving-oriented estimation logic (for example, a neural network). For example, when driving orientation is estimated based on the accelerator depression speed, only a value that is slightly lower than the depression speed (determination threshold) that is reliably determined to be sport driving orientation is used as an input value to the driving orientation estimation logic. Used not to extract. However, in order to correct the determination threshold, the estimation calculation process becomes complicated and a means for detecting the vehicle weight is required. Furthermore, since the output operation amount and the maximum change rate of the vehicle differ depending on the vehicle (difference in engine output), it is necessary to set an appropriate determination threshold value for each vehicle.

  An object of the present invention is to provide a driving orientation estimation apparatus that can more accurately estimate the driving orientation of a driver.

  The driving orientation estimation device according to the present invention estimates that the driving orientation is a sport driving orientation when the means for obtaining the inclination angle with respect to the road surface of the vehicle and the inclination angle with respect to the road surface of the vehicle are equal to or greater than a predetermined value set in advance. And a means.

  In the driving orientation estimation apparatus of the present invention, the inclination angle of the vehicle with respect to the road surface can be obtained based on the state of the suspension of the vehicle.

  In the driving orientation estimation apparatus of the present invention, the inclination angle of the vehicle with respect to the road surface is obtained by subtracting a road gradient from the inclination of the vehicle.

  In the driving orientation estimation apparatus according to the present invention, the predetermined value is variably set based on characteristics of a vehicle suspension.

  The driving orientation estimation apparatus of the present invention is further characterized in that the driving orientation is estimated to be a sports travel orientation based on an inclination of the vehicle during braking or an inclination by a roll.

  According to the present invention, it is possible to more accurately estimate the driving direction of the driver.

  Hereinafter, with reference to FIG.1 and FIG.2, one Embodiment of the driving | operation direction estimation apparatus of this invention is described.

  The present embodiment is an apparatus for estimating the driving direction of a driver, and includes means for determining whether or not an inclination angle with respect to a road surface of the vehicle is equal to or greater than a predetermined value, and an inclination angle with respect to the road surface of the vehicle. Means for estimating that the driving direction is a sports driving direction (driving direction for accelerating acceleration).

  The configuration of the present embodiment will be described with reference to FIG.

  As shown in FIG. 2, an engine 11 as an internal combustion engine is connected to an automatic transmission 13 having a torque converter 12, and the driving force of the engine 11 is transmitted to the automatic transmission 13 via the torque converter 12. It is inputted and transmitted to the drive wheel 16 through the differential gear 14 and the drive shaft 15. In the automatic transmission 13, the gear ratio is automatically controlled by the A / T hydraulic control device 17 according to the driving state of the vehicle. The brake device 18 is controlled by the brake hydraulic pressure control device 19 to brake the vehicle.

  The vehicle is provided with an electronic control unit (ECU) 20 that controls the engine 11, the automatic transmission 13, the brake device 18, and the like. The ECU 20 performs comprehensive control of the engine 11, the automatic transmission 13 (A / T hydraulic control device 17), and the brake device 18 (brake hydraulic control device 19).

  The vehicle is provided with an accelerator position sensor 21 that detects the amount of operation of the accelerator pedal (accelerator opening). A signal indicating the accelerator opening detected by the accelerator position sensor 21 is output to the ECU 20. A throttle control valve 23 is provided in the intake pipe 22 of the engine 11. The throttle control valve 23 can be opened and closed by a throttle actuator 24. The ECU 20 causes the throttle actuator 24 to operate the throttle control valve 23. The ECU 20 controls the throttle actuator 24 so that the throttle opening by the throttle control valve 23 corresponds to the accelerator opening.

  The intake pipe 22 is provided with a bypass passage 25 that bypasses the throttle control valve 23. The bypass passage 25 is provided with an idle speed control valve (ISC valve) 26 for controlling the intake air amount when the throttle control valve 23 is fully closed in order to control the idle speed of the engine 11. A throttle opening sensor 27 with an idle switch for detecting the fully closed state (idle state) of the throttle control valve 23 and the throttle opening is provided. Signals indicating the idle state and the throttle opening detected by the throttle opening sensor with idle switch 27 are output to the ECU 20.

The engine 11 is provided with an engine speed sensor 28 that detects the engine speed (engine speed). A signal indicating the engine speed detected by the engine speed sensor 28 is output to the ECU 20.
The vehicle speed sensor 29 detects the rotation speed of the output shaft of the automatic transmission 13 that is proportional to the vehicle speed. A signal indicating the vehicle speed detected by the vehicle speed sensor 29 is output to the ECU 20.

  The shift position sensor 30 detects the position (shift position) of the shift lever operated by the driver. A signal indicating the shift position detected by the shift position sensor 30 is output to the ECU 20. The wheel speed sensor 31 detects the speed of the wheel. A signal indicating the detected wheel speed is output to the ECU 20.

  The brake operation amount sensor 32 detects the operation amount of the brake device 18. A signal indicating the operation amount of the brake device 18 detected by the brake operation amount sensor 32 is output to the ECU 20. The steering angle sensor 33 detects the steering angle of the steering operated by the driver. A signal indicating the steering angle detected by the steering angle sensor 33 is output to the ECU 20. The direction indicator switch 34 is operated by a driver, and an operation for specifying a direction indicated by a direction indicator (not shown) is performed. A signal indicating the direction indicated by the direction indicator is output to the ECU 20.

  The operation mode setting switch 35 is operated by the driver, and an operation for setting the operation mode is performed. By operating the driving mode setting switch 35 by the driver, a sports driving-oriented or normal driving-oriented driving mode is set, and a signal indicating the set driving mode is output to the ECU 20. The vehicle inclination angle sensor 36 detects an inclination angle with respect to the road surface of the vehicle. A signal indicating the detected tilt angle with respect to the road surface of the vehicle is output to the ECU 20.

  The lateral G sensor 37 detects the lateral G of the vehicle, and the longitudinal G sensor 38 detects the longitudinal G of the vehicle. Each of the signal indicating the lateral G detected by the lateral G sensor 37 and the signal indicating the longitudinal G detected by the longitudinal G sensor 38 are output to the ECU 20.

  The ECU 20 has a shift map, determines the gear position of the automatic transmission 13 based on the throttle opening, vehicle speed, and the like, and sets the A / T hydraulic control device 17 so as to establish the determined gear position. Can be controlled. Further, the ECU 20 stores a program in which the control steps of the flowchart shown in FIG. 1 are described.

  The navigation device 50 has a basic function of guiding the host vehicle to a predetermined destination, and includes an ECU 60, an operation unit 51, a display unit 52, a speaker 53, a position detection unit 54, and a map database 55. And an operation history recording unit 56. The ECU 60 of the navigation device 50 is capable of bidirectional communication with the ECU 20.

  The navigation device 50 informs the driver of road information around the current location of the vehicle and guides the travel route to the destination of the vehicle. Instruction data such as a destination is input to the operation unit 51. The display unit 52 displays information such as map information around the current location, current location, destination location, and route. A guidance voice is output from the speaker 53.

  The CPU 61 of the ECU 60 performs various arithmetic processes such as a navigation process based on the input information. The ROM 62 of the ECU 60 stores various programs for searching a route to the destination, traveling guidance in the route, determining a specific section, and the like.

  The position detection unit 54 includes a GPS receiver, a geomagnetic sensor, a distance sensor, a beacon sensor, and a gyro sensor, detects the position of the own vehicle, and outputs data indicating the detected position of the own vehicle to the ECU 60.

  The map database 55 stores information (map, straight road, corner, uphill / downhill, highway, etc.) necessary for vehicle travel. The map database 55 includes a map data file, an intersection data file, a node data file, and a road data file. Each of these files stores various data for performing a route search and displaying a guide map along the searched route. The ECU 60 reads out necessary information with reference to the map database 55.

  The driving history recording unit 56 records information such as the travel route on which the vehicle traveled and the date and time when the vehicle traveled on the travel route. The ECU 60 reads driving history data from the driving history recording unit 56 as necessary.

  The ECU 60 retrieves necessary map information from the map database 55 based on the instruction data such as the destination input from the operation unit 51 and the own vehicle position detected by the position detection unit 54, and obtained by the search. The route information is displayed on the display unit 52. The ECU 60 displays road information around the vehicle position on the display unit 52 when the instruction data such as the destination input from the operation unit 51 is not input.

  The vehicle is provided with a camera 71 and a road condition detection unit 72. The camera 71 images the road situation ahead of the vehicle. The road condition detection unit 72 detects the road condition ahead of the vehicle based on the data captured by the camera 71. The detection result by the road condition detection unit 72 is output to the ECU 20.

  Next, the operation of this embodiment will be described with reference to FIG. The following operations are mainly executed by the ECU 20.

[Step S101]
First, in step S101, it is determined whether or not the vehicle is accelerating. It is possible to determine that the vehicle is accelerating when the acceleration of the vehicle is calculated from the change in the wheel speed or the output shaft rotation speed and the calculated acceleration is equal to or greater than a predetermined value set in advance. A method other than the above can be used to determine that the vehicle is accelerating. If it is determined in step S101 that the vehicle is accelerating, the process proceeds to step S102, and if not, the process proceeds to step S105.

[Step S102]
In step S102, it is determined whether or not the inclination angle of the vehicle with respect to the road surface is larger than a first predetermined value (Ths) set in advance. The inclination angle of the vehicle with respect to the road surface can be detected by the vehicle inclination angle sensor 36. Alternatively, vehicle height sensors (not shown) are attached to the front and rear of the vehicle, and the inclination angle with respect to the road surface of the vehicle can be easily calculated from the relationship between the vehicle height before and after the vehicle and the wheel base.

  When the driving orientation is a sports traveling orientation, the acceleration of the vehicle is larger than when the driving orientation is a normal traveling orientation (normal traveling orientation), and thereby the vehicle is inclined. By determining the inclination angle of the vehicle with respect to the road surface using a preset threshold value (first predetermined value Ths), the driver's driving orientation (acceleration orientation / sport traveling orientation) can be detected.

  At this time, if the acceleration is due to the vehicle traveling on an uphill road, the inclination angle of the vehicle with respect to the road surface does not increase if the accelerator is depressed to the same extent due to a decrease in driving force due to gradient resistance. Further, since acceleration in the case of a large number of passengers also increases traveling resistance, the inclination angle of the vehicle with respect to the road surface does not increase unless the accelerator is excessively depressed. Therefore, based on the inclination angle with respect to the road surface of the vehicle, it is possible to accurately detect the driving direction (acceleration direction / sport driving direction) of the driver without being influenced by the gradient and the vehicle weight. As a result of the determination in step S102, if the vehicle inclination angle is larger than a preset first predetermined value Ths, the process proceeds to step S107, and if not, the process proceeds to step S103.

[Step S107]
In step S107, a control parameter when it is determined that the driving orientation is sports driving orientation is set. Note that, as the initial value at the start of this control flow, a parameter for normal travel orientation (normal travel orientation) is set. In step S107, for example, the shift line is switched to a sports pattern. Following step S107, step S105 is executed.

[Step S103]
In step S103, it is determined whether or not the inclination angle of the vehicle being accelerated with respect to the road surface is smaller than a second predetermined value (Thn) set in advance. It is desirable to set the second predetermined value Thn <the first predetermined value Ths so that control hunting does not occur.

  In step S103, it is determined whether or not the driver's acceleration direction (sports driving direction) has ended and the driving direction has changed to normal driving direction. As a result of the determination in step S103, if it is determined that the inclination angle of the vehicle with respect to the road surface is smaller than the second predetermined value (Thn), the process proceeds to step S104, and if not, the process proceeds to step S105.

[Step S104]
In step S104, a control parameter is set when it is determined that the driving orientation is the normal traveling orientation. Following step S104, step S105 is executed.

[Step S105]
In step S105, it is determined whether or not a control start condition for controlling the vehicle using the control parameter set in step S107 or step S104 described later is satisfied.

  Examples of the control start condition in step S105 include, for example, whether or not the vehicle is traveling on a low μ road and whether or not the vehicle is turning. For example, when the vehicle is traveling on a low μ road or when the vehicle is turning, control using the control parameter set in step S107 or step S104 (from normal travel-oriented control to sport travel) This is because the vehicle behavior may become unstable if a change to a directional control or a change from a sport travel-oriented control to a normal travel-oriented control) is performed.

  In the control start condition in step S105, there is no problem even if at least a change from the normal travel orientation control to the sport travel orientation control or a change from the sport travel orientation control to the normal travel orientation control is performed. It is determined whether or not. As a result of the determination in step S105, if it is determined that the control start condition is satisfied, the process proceeds to step S106, and if not, the control flow is returned.

[Step S106]
In step S106, vehicle control using the control parameters set in step S107 or step S104 is executed.

  As described above, the present embodiment is an apparatus for estimating the driving direction of a driver, and determines whether or not the inclination angle with respect to the road surface of the vehicle is equal to or greater than a predetermined value (Ths) set in advance ( Step S102), and means for estimating that the driving direction is a sport driving direction (driving direction for accelerating) when the inclination angle of the vehicle with respect to the road surface is equal to or greater than the predetermined value (Ths) (step S107); It has.

  When the driving direction is a sports driving direction, the acceleration of the vehicle is larger than when the driving direction is a normal driving direction, thereby increasing the inclination angle of the vehicle with respect to the road surface. In view of this, it is possible to determine the driver's driving orientation by determining the inclination angle of the vehicle with respect to the road surface based on a preset threshold value. In this case, if the driver's driving orientation is not normal sports driving orientation but normal driving orientation, if the accelerator depression amount corresponds to the gradient resistance due to the road surface gradient or the driving resistance such as the load weight of the vehicle, the vehicle The inclination angle with respect to the road surface does not increase. For this reason, it becomes possible to estimate the driving direction of the driver more accurately without being affected by the road surface gradient and the vehicle weight.

  As described above, according to the present embodiment, even when the vehicle is traveling on an uphill road or when there is a gradient resistance, a traveling resistance, or the like, such as when the vehicle is loaded with a large amount of passengers (many passengers), an error occurs. The determination is suppressed, and the driver's acceleration direction (sports driving direction) can be detected. Furthermore, regardless of the output amount (engine output) and output characteristics (driving force characteristics) that are different for each vehicle, it is possible to determine the driving orientation determination threshold.

  In the above, the inclination angle with respect to the road surface of the vehicle can be obtained based on the state of the suspension of the vehicle. The inclination angle of the vehicle with respect to the road surface can be obtained by subtracting the road gradient from the inclination of the vehicle instead of the above.

  By considering the vehicle inclination angle due to the road gradient, the inclination angle of the vehicle with respect to the road surface can be determined more accurately. The road surface gradient can be calculated from the difference between the estimated acceleration obtained from the driving force of the vehicle and the running resistance and the actual acceleration obtained from the wheel speed. The inclination angle of the vehicle with respect to the road gradient can be calculated from the movement of the center of gravity of the vehicle by the road gradient and the suspension characteristics. By taking into account the vehicle inclination angle due to the road surface gradient and correcting and calculating the vehicle inclination angle, the inclination angle of the vehicle road surface due to acceleration can be accurately calculated and used for driving orientation determination.

  In the above embodiment, the driver's orientation is determined based only on the inclination angle with respect to the road surface of the vehicle (step S102). Alternatively, the inclination angle of the vehicle with respect to the road surface can be used as one input of driver-oriented estimation logic (for example, a neural network or fuzzy).

  The inclination angle of the vehicle with respect to the road surface varies depending on the hardness (characteristic) of the suspension. From this, in a vehicle in which the suspension is variably set, the threshold of the inclination angle when estimating the driving direction can be changed according to the degree of suspension. In the case where the suspension strength can be set in a plurality of stages by the driver's manual operation, the threshold of the inclination angle can be set according to the set suspension strength. In addition, in the case where the suspension control is automatically variably controlled on the vehicle control side (such as active suspension), the suspension control information is obtained from the vehicle control computer, and based on the information, The threshold value of the tilt angle can be variably set.

  If the acceleration state of the vehicle (driving orientation) and the inclination angle with respect to the road surface of the vehicle do not sufficiently correspond due to deterioration of the suspension, etc., and the driving orientation cannot be accurately estimated by the inclination angle with respect to the road surface of the vehicle, The driving orientation estimation based on the inclination angle with respect to the road surface of the vehicle according to the present embodiment is not performed. Further, when the vehicle travels on a rough road and the acceleration state of the vehicle does not sufficiently correspond to the inclination angle of the vehicle with respect to the road surface, the driving orientation estimation based on the inclination angle of the vehicle with respect to the road surface according to the present embodiment is performed. Suppose there is nothing.

  Further, the inclination angle during braking of the vehicle and the angle due to the roll of the vehicle can be used to supplement the accuracy of driving orientation estimation according to the present embodiment. For example, when the inclination angle during braking of the vehicle and the angle due to the roll of the vehicle each exceed a preset predetermined value a plurality of times, it can be determined that the driving orientation is sports driving orientation. It becomes possible.

  In general, when the angle of inclination during braking of the vehicle or the angle due to the roll of the vehicle is large, it is considered that the driving orientation is sports driving orientation. However, since it is assumed that the vehicle tilts due to an emergency panic brake, it is not preferable that the driving orientation is determined to be a sports traveling orientation based on an inclination angle or the like during a single braking operation. In consideration of this, here, when the inclination angle exceeds a predetermined value a plurality of times, it is assumed that the driving orientation is the sports driving orientation.

  The present embodiment is a vehicle equipped with a device that can detect a driving environment such as a destination road condition and surrounding vehicle conditions, and a device that estimates the driver's orientation using the driver's operation amount and the vehicle state amount as input information. The driving orientation is estimated based on the vehicle inclination angle. When the inclination angle of the vehicle is greater than or equal to a predetermined value set in advance, it is determined that the vehicle is oriented for sports driving. In the above, the inclination angle of the vehicle is obtained by distinguishing between the inclination due to the road surface gradient and the inclination due to the acceleration / deceleration operation.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving | operation direction estimation apparatus of this invention. It is a schematic block diagram of 1st Embodiment of the driving | operation direction estimation apparatus of this invention.

Explanation of symbols

11 Engine 13 Automatic Transmission 17 A / T Hydraulic Control Device 18 Brake Device 19 Brake Hydraulic Control Device 20 ECU
21 Accelerator position sensor 27 Throttle opening sensor 28 Engine speed sensor 29 Vehicle speed sensor 30 Shift position sensor 31 Wheel speed sensor 32 Brake operation amount sensor 33 Steering angle sensor 34 Direction indicator switch 35 Operation mode setting switch 36 Vehicle tilt angle sensor 37 lateral G sensor 38 front and rear G sensor 50 navigation device 54 position detection unit 55 map database 56 operation history recording unit 60 ECU
61 CPU
62 ROM
63 RAM
71 Camera 72 Road condition detection unit

Claims (5)

Means for determining the inclination angle of the vehicle with respect to the road surface;
A driving direction estimation device comprising: means for estimating that the driving direction is a sports driving direction when an inclination angle with respect to a road surface of the vehicle is equal to or greater than a predetermined value set in advance. The driving orientation estimation apparatus according to claim 1,
An inclination of the vehicle with respect to a road surface is obtained based on a state of suspension of the vehicle. The driving orientation estimation apparatus according to claim 1,
The driving direction estimation device characterized in that the inclination angle of the vehicle with respect to the road surface is obtained by subtracting the road gradient from the vehicle inclination. In the driving | operation direction estimation apparatus of any one of Claim 1 to 3,
The predetermined value is variably set based on the characteristics of the suspension of the vehicle. In the driving orientation estimation device according to any one of claims 1 to 4,
Furthermore,
The driving orientation estimation device, wherein the driving orientation is estimated to be a sports travel orientation based on an inclination during braking of the vehicle or an inclination by a roll.

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