JP2017121851A - Traveling control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To avoid that discomfort and incongruity are imparted to a driver and an occupant without largely changing pitching while securing safety even if switched to deceleration from acceleration, or to acceleration from deceleration in an automatic drive state.SOLUTION: When performing deceleration in an acceleration state in an automatic drive control state, an interval time until required deceleration Gxdre is added is set according to the acceleration and the required deceleration Gxdre of an own vehicle, and deceleration control by the require deceleration Gxdre is performed after Gxare. On the other hand, when performing acceleration in a deceleration state, an interval time until required acceleration is added is set according to the deceleration and the required acceleration Gxare of the own vehicle, and acceleration control by the required acceleration Gxare is performed after the interval time. At this time, an interval time which is set at an emergency is set at zero.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a travel control device for a vehicle having an automatic driving function for automatically accelerating / decelerating based on travel environment information and travel information of the host vehicle.

  Conventionally, in vehicles, a nose dive phenomenon occurs when decelerating, a squat phenomenon occurs when accelerating, and it is known that changes in the posture of the vehicle due to such pitching cause discomfort and discomfort to the driver and passengers. . For example, in Japanese Patent Application Laid-Open No. 2007-15553 (hereinafter referred to as Patent Document 1), as a technique for suppressing such discomfort and discomfort given to drivers and passengers by such pitching, a vehicle is stopped by an automatic brake, and then a parking brake is applied. In the vehicular brake device to be operated, when the vehicle stops, the direction of the attitude change that occurs when the front wheel braking force is released and the pitching behavior after the vehicle stops are predicted. A technique is disclosed in which the front wheel braking force is released when it is in a direction opposite to the posture change that occurs with the release of power.

JP 2007-15553 A

  By the way, in recent years, autonomous driving technology has been developed and put into practical use, and it is hoped that even in such an autonomous driving vehicle, the change in the posture of the vehicle due to pitching will give the driver and passengers an unpleasant feeling and discomfort. It is rare. For example, in a vehicle that does not have an automatic driving function, for example, when the driver is driving, when shifting from the deceleration state to the acceleration state, the brake pedal is turned off and the pedal is depressed before the accelerator pedal is depressed. Since there is time to change the pitch, pitching returns from nose-down due to deceleration during that time, and synchronization with pitching due to acceleration can be substantially avoided. However, in an autonomously driven vehicle, when an acceleration request is issued during deceleration, there is no time for the driver to change the pedal, so the time from deceleration OFF to the generation of the requested acceleration is shortened. The return (from nose down) and pitching (squat) due to acceleration are synchronized, and the change in pitching becomes large, which may cause discomfort and discomfort to the driver and passengers.

  The present invention has been made in view of the above circumstances, and in the automatic operation state, even when the acceleration state is decelerated or when the deceleration state is switched to the acceleration state, the pitching change is ensured while ensuring safety. An object of the present invention is to provide a vehicle travel control device that does not cause discomfort or discomfort to the driver or passengers without increasing the vehicle speed.

  One aspect of the vehicle travel control device of the present invention is a travel environment information acquisition unit that acquires travel environment information in which the host vehicle travels, a travel information detection unit that detects travel information including at least the acceleration / deceleration of the host vehicle, In the vehicle travel control device including a control unit that executes automatic driving control based on the travel environment information and the travel information of the host vehicle, the control unit is configured to perform deceleration when the host vehicle is in an acceleration state. When an interval time until the requested deceleration is added is set according to the acceleration and the requested deceleration of the host vehicle, and the deceleration control by the requested deceleration is executed after the interval time, while the host vehicle is in a deceleration state When acceleration is performed, an interval time until the requested acceleration is added is set according to the deceleration and the requested acceleration of the host vehicle, and after the interval time, the acceleration by the requested acceleration is set. To run the control.

  According to another aspect of the vehicle travel control apparatus of the present invention, travel environment information acquisition means for acquiring travel environment information in which the host vehicle travels, and travel information for detecting travel information including at least the acceleration / deceleration of the host vehicle. In a vehicle travel control device comprising detection means and control means for executing automatic driving control based on the travel environment information and the travel information of the host vehicle, the control means decelerates when the host vehicle is in an acceleration state. When performing the above, an interval time until the requested deceleration is added is set according to the acceleration of the host vehicle and the requested deceleration, and the deceleration control based on the requested deceleration is executed after the interval time.

  Furthermore, another aspect of the vehicle travel control device of the present invention is a travel environment information acquisition means for acquiring travel environment information for traveling by the host vehicle, and travel information for detecting travel information including at least the acceleration / deceleration of the host vehicle. In a vehicle travel control device comprising detection means and control means for executing automatic driving control based on the travel environment information and the travel information of the host vehicle, the control means accelerates when the host vehicle is in a deceleration state. When performing the above, an interval time until the requested acceleration is added is set according to the deceleration and the requested acceleration of the host vehicle, and acceleration control based on the requested acceleration is executed after the interval time.

  According to the vehicle travel control apparatus of the present invention, even in the automatic driving state, even when the acceleration state is decelerated or the deceleration state is switched to the acceleration state, a change in pitching is ensured while ensuring safety. There is an excellent effect that the driver and the occupant are not uncomfortable or uncomfortable without becoming large.

1 is an overall configuration diagram of a vehicle travel control device according to an embodiment of the present invention. It is a flowchart of the acceleration / deceleration control program in an automatic driving | running state by one Embodiment of this invention. It is a characteristic view of the interval time set by the relationship between the acceleration and the required deceleration according to an embodiment of the present invention. It is a characteristic view of the interval time set by the relationship between the deceleration and the required acceleration according to an embodiment of the present invention. It is explanatory drawing which shows an example of the pitch amount (pitch return time until a pitch angle is lose | eliminated) which changes according to acceleration / deceleration by one Embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings.

  In FIG. 1, reference numeral 1 denotes a vehicle travel control device. The travel control device 1 includes a travel control unit 10, a surrounding environment recognition device 11, a travel parameter detection device 12, a host vehicle position information detection device 13, Each input device of the inter-vehicle communication device 14, the road traffic information communication device 15, and the switch group 16, and the output devices of the engine control device 21, the brake control device 22, the steering control device 23, the display device 24, and the speaker / buzzer 25 are provided. It is connected.

  The surrounding environment recognition device 11 includes a camera device (stereo camera, monocular camera, color camera, etc.) provided with a solid-state imaging device or the like provided in a vehicle interior that captures image information by capturing an external environment of the vehicle, 1 is constituted by a radar device (laser radar, millimeter wave radar, etc.) for receiving a reflected wave from a three-dimensional object, sonar (not shown).

  The surrounding environment recognition device 11 performs, for example, a well-known grouping process on the distance information based on the image information captured by the camera device, and the three-dimensional road shape in which the grouping distance information is set in advance. By comparing the data, solid object data, etc., the lane line data, guardrails existing along the road, sidewall data such as curbs, three-dimensional object data such as vehicles, etc. are displayed in relative positions (distance, Angle) along with velocity.

  Further, the surrounding environment recognition device 11 detects the position (distance, angle) where the reflected three-dimensional object exists together with the speed based on the reflected wave information acquired by the radar device. Thus, the surrounding environment recognition device 11 is provided as a traveling environment information acquisition unit.

  The traveling parameter detection device 12 estimates traveling information of the host vehicle, specifically, vehicle speed, acceleration, steering torque, steering angle, yaw rate, accelerator opening, throttle opening, road surface gradient of a traveling road surface, and road surface friction coefficient estimation. Detect value etc. Thus, the travel parameter detection device 12 is provided as travel information detection means.

  The own vehicle position information detection device 13 is, for example, a known navigation system, and receives, for example, a radio wave transmitted from a GPS (Global Positioning System) satellite and determines the current position based on the radio wave information. Detected and stored on map data stored in advance in flash memory, CD (Compact Disc), DVD (Digital Versatile Disc), Blu-ray (Blu-ray) disc, HDD (Hard disk drive), etc. Identify your vehicle position.

  The map data stored in advance includes road data and facility data. Road data includes link position information, type information, node position information, type information, curve curvature (curve radius) information, and information on connection relations between nodes and links, that is, road branching and junction point information. The maximum vehicle speed information on the branch road is included. The facility data has a plurality of records for each facility, and each record includes the name information of the target facility, location information, facility type (department store, store, restaurant, parking lot, park, vehicle failure) It has data that shows information). When the vehicle position on the map position is displayed and a destination is input by the operator, a route from the departure point to the destination is calculated in a predetermined manner and displayed on a display device 24 such as a display or a monitor. In addition, the speaker / buzzer 25 can be guided by voice guidance. Thus, the own vehicle position information detection device 13 is provided as a travel environment information acquisition unit.

  The inter-vehicle communication device 14 is composed of, for example, a narrow-area wireless communication device having a communication area of about 100 [m] such as a wireless LAN, and directly communicates with other vehicles without passing through a server or the like to transmit and receive information. It is possible to do. And vehicle information, traveling information, traffic environment information, etc. are exchanged by mutual communication with other vehicles. The vehicle information includes specific information indicating the vehicle type (in this embodiment, the type of passenger car, truck, motorcycle, etc.). The traveling information includes vehicle speed, position information, brake lamp lighting information, blinking information of a direction indicator transmitted at the time of turning left and right, and blinking information of a hazard lamp blinking at an emergency stop. Furthermore, the traffic environment information includes information that varies depending on the situation such as road traffic congestion information and construction information. Thus, the inter-vehicle communication device 14 is provided as a travel environment information acquisition unit.

  The road traffic information communication device 15 is a so-called road traffic information communication system (VICS: Vehicle Information and Communication System: registered trademark), and is used for FM congestion broadcasting, a transmitter on the road, congestion, accidents, construction, required time, parking. The road traffic information of the car park is received in real time, and the received traffic information is displayed on the previously stored map data. Thus, the road traffic information communication device 15 is provided as a travel environment information acquisition unit.

  The switch group 16 is a switch group related to the driver's driving support control. For example, the switch group 16 is a switch that controls traveling at a constant speed that is set in advance, or a distance between the preceding vehicle and an inter-vehicle time are set in advance. A switch for keeping track at a constant value, a lane keeping control switch for driving control while maintaining the driving lane at the set lane, a lane departure preventing control switch for preventing departure from the driving lane, and preceding Passing control execution permission switch for executing overtaking control of vehicles (vehicles to be overtaken), switch for executing automatic driving control for performing all these controls in cooperation, vehicle speed, inter-vehicle distance, inter-vehicle distance required for each control It consists of a switch for setting time, speed limit, etc., or a switch for canceling each control.

  The engine control device 21 uses, for example, a fuel for a vehicle engine (not shown) based on the intake air amount, throttle opening, engine water temperature, intake air temperature, oxygen concentration, crank angle, accelerator opening, and other vehicle information. This is a known control unit that performs main control such as injection control, ignition timing control, and control of an electronically controlled throttle valve. Further, the engine control device 21 receives the above-described automatic driving control (collision prevention control with obstacles, constant speed driving control, following driving control, lane keeping control, When acceleration (required acceleration) Gxare required for lane departure prevention control, other overtaking control, etc.) is input, a drive torque (automatic operation request torque) is calculated based on the required acceleration Gxare, and this automatic operation request Engine control is performed with the torque as the target torque.

  The brake control device 22 controls a four-wheel brake device (not shown) independently of a driver's brake operation based on, for example, a brake switch, four-wheel wheel speed, steering wheel angle, yaw rate, and other vehicle information. This is a known control unit that performs a known yaw brake control for controlling a yaw moment applied to the vehicle, such as a known ABS control or a side slip prevention control. Further, the brake control device 22 receives the above-mentioned automatic driving control (collision prevention control with obstacles, constant speed driving control, following driving control, lane keeping control, When the deceleration (required deceleration) Gxdre required for lane departure prevention control, other overtaking control, etc.) is input, the target hydraulic pressure of the wheel cylinder of each wheel brake is set based on the required deceleration Gxdre And brake control.

  The steering control device 23 controls the assist torque by an electric power steering motor (not shown) provided in the vehicle steering system based on, for example, vehicle speed, steering torque, steering wheel angle, yaw rate, and other vehicle information. It is a control device. In addition, the steering control device 23 maintains the above-mentioned traveling lane in the set lane and performs lane keeping control for performing traveling control, lane departure preventing control for performing departure prevention control from the traveling lane, and automatic driving steering for executing these in coordination. Steering angle, target steering angle, or steering torque required for lane keeping control, lane departure prevention control, and automatic driving steering control is calculated by the travel control unit 10 and the steering control device 23 is enabled. The electric power steering motor is driven and controlled in accordance with the input control amount.

  The display device 24 is a device that provides a visual warning and notification to drivers such as a monitor, a display, and an alarm lamp. The speaker / buzzer 25 is a device that gives an audible warning and notification to the driver.

  Then, the traveling control unit 10 is configured to prevent collisions with obstacles, constant speed traveling control, follow-up traveling control, lane keeping control, lane departure prevention control based on the input signals from the devices 11 to 16 described above. In addition, automatic driving control or the like is executed by performing overtaking control or the like in cooperation. In this automatic driving control state, when decelerating when the host vehicle is in an acceleration state, an interval time tint until the requested deceleration Gxdre is added is set according to the acceleration of the host vehicle and the requested deceleration Gxdre. Then, after the Gxare, the deceleration control by the requested deceleration Gxdre is executed. On the other hand, when accelerating when the host vehicle is decelerating, an interval time tint until the requested acceleration is added is set according to the deceleration of the host vehicle and the requested acceleration Gxare, and the requested acceleration is set after the interval time tint. Acceleration control by Gxare is executed. At this time, the interval time tint set in an emergency is set to zero. Thus, the traveling control unit 10 is provided as a control unit.

  Next, the acceleration / deceleration control program in the automatic operation state, which is executed by the travel control unit 10, will be described with reference to the flowchart of FIG.

  First, in step (hereinafter abbreviated as “S”) 101, it is determined whether or not it is in an automatic driving state. If it is not in an automatic driving state, the program is exited, and if it is in an automatic driving state, the process proceeds to S102.

  In S102, it is determined whether the acceleration / deceleration Gx is in the acceleration state at a threshold Gxac (value of “+”) or more (Gx ≧ Gxac) set in advance through experiments and calculations.

  As a result of the determination in S102, when it is determined that Gx ≧ Gxac and the vehicle is in an acceleration state, the process proceeds to S103, and the traveling control unit 10 determines whether there is a deceleration request.

  As a result of the determination in S103, if there is no deceleration request, the program is left as it is, and if there is a deceleration request, the process proceeds to S104.

  In S104, when the required deceleration Gxdre is larger than the deceleration Gxdrec that can be determined as an emergency set in advance by experiment / calculation (Gxdre> Gxdrec: collision avoidance with obstacle, sudden stop by signal, etc.) (In the case of an emergency), the process proceeds to S105, where the deceleration control is immediately activated to exit the program (that is, in the case of an emergency, the interval time tint = 0 until the required deceleration Gxdre is added, giving priority to safety) To do).

  If the result of determination in S104 is Gxdre ≦ Gxdrec and emergency deceleration is not estimated, the process proceeds to S106, and maps and tables (shown in FIG. 3) that have been set in advance through experiments and calculations, etc. The interval time tint until deceleration is set in accordance with the current acceleration (Gx of “+”) and the required deceleration Gxdre. The characteristics of the interval time tint map will be described later.

  Then, the process proceeds to S107, and after the interval time tint has elapsed, the brake control device 22 operates the deceleration control based on the required deceleration Gxdre.

  As a result, the pitching (squat) that occurred in the acceleration state returns comfortably to the driver and the occupant, and then the necessary deceleration control is executed, so the return from the acceleration state and the occurrence of deceleration are synchronized. As a result, it is possible to prevent the change in pitching from becoming large and causing the driver and passengers to feel uncomfortable and uncomfortable.

  On the other hand, as a result of the determination in S102, if it is determined that Gx <Gxac and the vehicle is not in an acceleration state, the process proceeds to S108, where the acceleration / deceleration Gx is a threshold Gxdc ("- )) Or less (Gx ≦ Gxdc), it is determined whether or not the vehicle is decelerating.

  If it is determined in S108 that Gx ≦ Gxdc and the vehicle is in a deceleration state, the process proceeds to S109. If Gx> Gxdc is determined (Gxac> Gx> Gxdc), the vehicle is traveling at a substantially constant speed. Determine and exit the program.

  When it is determined in S108 that Gx ≦ Gxdc and the process proceeds to S109, the traveling control unit 10 determines whether or not there is an acceleration request.

  As a result of the determination in S109, if there is no acceleration request, the program is left as it is, and if there is an acceleration request, the process proceeds to S110.

  In S110, when the required acceleration Gxare is larger than the acceleration Gxarec that can be determined as an emergency set in advance by experiment / calculation or the like (when Gxare> Gxarec: avoiding a collision with a rear vehicle, a front intersection, etc. In the case of an emergency such as avoiding a collision with a vehicle waiting for a right turn on the opposite lane), the process proceeds to S111, and the acceleration control is immediately activated to exit the program (that is, in the case of an emergency, the required acceleration Gxare is added). Interval time tint = 0 until safety is given priority).

  If the result of determination in S110 is Gxare ≦ Gxarec and emergency acceleration is not estimated, the process proceeds to S112, and a map or table (shown in FIG. 4) set in advance by experiment / calculation or the like. With reference to the current deceleration (“−” Gx) and the required acceleration Gxare, an interval time tint until acceleration is set. The characteristics of the interval time tint map will be described later.

  Then, the process proceeds to S113, and after the interval time tint has elapsed, the engine control device 21 is made to operate acceleration control based on the required acceleration Gxare.

  As a result, the pitching (nose down) that occurred in the deceleration state returns comfortably to the driver and the occupant, and then the necessary acceleration control is executed, so the return from the deceleration state and the generation of acceleration are synchronized. As a result, it is possible to prevent the change in pitching from becoming large and causing the driver and passengers to feel uncomfortable and uncomfortable.

  Next, the interval time tint set in S106 and S112 will be described.

  As is well known, when acceleration / deceleration is applied to a vehicle, the vehicle attitude changes (pitching) due to the acceleration / deceleration. When the vehicle accelerates, it enters a squat state, and when it decelerates, it enters a nose-down state, producing a pitch angle. . Since this pitch angle increases as the acceleration / deceleration increases, the time until the pitch angle returns to approximately 0 after the end of acceleration / deceleration also increases. FIG. 5 is a graph in which the time until the pitch angle returns to approximately zero is plotted on the vertical axis as the pitch amount. As is apparent from FIG. 5, the pitch amount increases as the acceleration / deceleration increases.

  Therefore, when shifting from acceleration to deceleration, as the acceleration increases, the pitch amount increases as the acceleration increases, so that the interval time tint is set longer. In addition, when shifting to the deceleration state with a large required deceleration, the pitch angle generated thereby increases, so the interval time tint is set longer in consideration of this. When the required deceleration Gxdre is larger than the deceleration Gxdrec that can be determined as an emergency set in advance by experiments and calculations (Gxdre> Gxdrec), that is, in the case of an emergency, the required deceleration Gxdre The interval time until the addition of tint = 0, giving priority to safety.

  Similarly, when shifting from deceleration to acceleration, as the deceleration increases, the pitch amount increases as the deceleration increases, so the interval time tint is set longer. In addition, when shifting to the acceleration state with a large required acceleration, the pitch angle generated thereby increases, so the interval time tint is set longer in consideration of this. The requested acceleration Gxare is added when the requested acceleration Gxare is larger than the acceleration Gxarec that can be determined as an emergency set in advance by experiment / calculation (Gxare> Gxarec), that is, in the case of an emergency. Interval time tint = 0 until priority is given to safety.

  The pitch angle when the vehicle accelerates or decelerates depends on the vehicle weight distribution, occupant status (sitting position), engine status, motor status, regeneration status, brake allocation, motor acceleration, It depends on whether it is accelerated or not. The broken lines in FIG. 5 indicate changes in the pitch amount during deceleration when regeneration is performed on the front wheels of the vehicle. Therefore, if the interval time tint is corrected and set for each of these conditions, more accurate control can be performed.

  As described above, according to the embodiment of the present invention, when deceleration is performed in the state of automatic driving control and in the acceleration state of the host vehicle, the request reduction is performed according to the acceleration of the host vehicle and the requested deceleration Gxdre. An interval time tint until the speed Gxdre is added is set, and after the Gxare, deceleration control using the requested deceleration Gxdre is executed. On the other hand, when accelerating when the host vehicle is decelerating, an interval time tint until the requested acceleration is added is set according to the deceleration of the host vehicle and the requested acceleration Gxare, and the requested acceleration is set after the interval time tint. Acceleration control by Gxare is executed. At this time, the interval time tint set in an emergency is set to zero. For this reason, even in an automatic driving state, even when switching from an acceleration state to a deceleration state, or from a deceleration state to an acceleration state, while ensuring safety, there is no significant change in pitching and there is no problem for drivers and passengers. Pleasure and discomfort are prevented.

DESCRIPTION OF SYMBOLS 1 Traveling control apparatus 10 Traveling control part (control means)
11 Ambient environment recognition device (traveling environment information acquisition means)
12 Travel parameter detection device (travel information detection means)
13 Self-vehicle position information detection device (running environment information acquisition means)
14 Vehicle-to-vehicle communication device (running environment information acquisition means)
15 Road traffic information communication device (traveling environment information acquisition means)
16 Switch group 21 Engine control device 22 Brake control device 23 Steering control device 24 Display device 25 Speaker buzzer

Claims (6)

Based on travel environment information acquisition means for acquiring travel environment information in which the host vehicle travels, travel information detection means for detecting travel information including at least acceleration / deceleration of the host vehicle, the travel environment information, and the travel information of the host vehicle. In the vehicle travel control device provided with the control means for executing the automatic driving control,
The control means sets an interval time until the requested deceleration is added according to the acceleration of the own vehicle and the requested deceleration when decelerating in the acceleration state of the own vehicle. While executing deceleration control by the requested deceleration, when accelerating when the host vehicle is in a deceleration state, set an interval time until the requested acceleration is added according to the deceleration of the host vehicle and the requested acceleration, A travel control apparatus for a vehicle, wherein acceleration control based on the requested acceleration is executed after the interval time. Based on travel environment information acquisition means for acquiring travel environment information in which the host vehicle travels, travel information detection means for detecting travel information including at least acceleration / deceleration of the host vehicle, the travel environment information, and the travel information of the host vehicle. In the vehicle travel control device provided with the control means for executing the automatic driving control,
The control means sets an interval time until the requested deceleration is added according to the acceleration of the own vehicle and the requested deceleration when decelerating in the acceleration state of the own vehicle. A vehicle travel control device that executes deceleration control based on required deceleration. Based on travel environment information acquisition means for acquiring travel environment information in which the host vehicle travels, travel information detection means for detecting travel information including at least acceleration / deceleration of the host vehicle, the travel environment information, and the travel information of the host vehicle. In the vehicle travel control device provided with the control means for executing the automatic driving control,
The control means sets an interval time until the requested acceleration is added according to the deceleration and the requested acceleration of the own vehicle when accelerating in the deceleration state of the own vehicle, and the requested request is made after the interval time. A vehicle travel control device that executes acceleration control by acceleration.   3. The vehicle according to claim 1, wherein the control means sets an interval time until the required deceleration is added to 0 when decelerating from an acceleration state in an emergency. 4. Travel control device.   4. The vehicle according to claim 1, wherein the control unit sets an interval time until the required acceleration is added to 0 when accelerating from a deceleration state in an emergency. 5. Travel control device.   6. The vehicle travel control according to claim 1, wherein the interval time is set based on at least a pitch return time at which a pitch angle caused by pitching caused by acceleration / deceleration of the vehicle is eliminated. apparatus.

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