CN111231960A - Vehicle travel control method and travel control device - Google Patents
Vehicle travel control method and travel control device Download PDFInfo
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- CN111231960A CN111231960A CN201911132141.8A CN201911132141A CN111231960A CN 111231960 A CN111231960 A CN 111231960A CN 201911132141 A CN201911132141 A CN 201911132141A CN 111231960 A CN111231960 A CN 111231960A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
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- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Steering Control In Accordance With Driving Conditions (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Optical Radar Systems And Details Thereof (AREA)
Abstract
The invention provides a vehicle running control method capable of automatically enabling a vehicle to run straight and improving straight running performance of the vehicle. A method for controlling the running of a vehicle (1) according to the present invention is: detecting left and right ground speeds (V) of a vehicle (1)L、VR) When a command indicating that the vehicle (1) is to be driven straight is confirmed by the driver's intention to drive the vehicle straight or by controlling the vehicle (1), the driving force distribution to the left and right driving wheels (WRL, WRR) or the braking force distribution to the left and right wheels (WFL, WFR (WRL, WRR)) is controlled so that the detected left and right ground speeds (V, V)L、VR) Deviation of (| V)L－VR|) is within the specified range. For example, control is such that: detected ground speed (V)L、VR) Slow side driving wheel (WRL (or WRR))Is larger than the driving force of the driving wheel (WRR (or WRL)) on the other side.
Description
Technical Field
The present invention relates to a vehicle travel control method and a vehicle travel control device.
Background
In recent years, an automatic driving technique has been developed in which at least one of an acceleration/deceleration of a vehicle and a steering angle of a steering wheel is automatically controlled so that the vehicle travels along a route to a destination. In such an automatic driving technique, it is essential to detect that the vehicle is traveling straight, and the detection is performed based on a yaw rate detected by a yaw rate sensor mounted on the vehicle, GPS (Global Positioning System) information, steering angle information of a steering wheel by a steering device, and the like (for example, see patent document 1)
In the automatic driving technique, detection of a running speed (vehicle speed) of a vehicle is indispensable, and conventional vehicle speed detection is performed by detecting a rotation speed of a tire in contact with a road surface by a rotation sensor and multiplying the detected rotation speed by a radius of the tire.
However, according to the conventional vehicle speed detection method described above, there is a problem in that: when the tire is idle or locked and the tire is worn, the detection accuracy is lowered.
Therefore, the following method is proposed: a laser doppler velocimeter is used to detect a vehicle speed with high accuracy so as not to contact a road surface by using the doppler effect of laser light emitted toward the road surface (for example, see patent document 2).
Documents of the prior art
Patent document
Patent document 1: japanese patent laid-open publication No. 2011-043387
Patent document 2: japanese laid-open patent publication No. 9-080154
Disclosure of Invention
Problems to be solved by the invention
However, not only a vehicle in which an automatic driving technique is introduced, but also a vehicle that travels by a manual operation of a driver can be considered to reduce the burden of a steering operation of the driver if the vehicle can be automatically caused to travel straight.
The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle travel control method and a vehicle travel control device that can automatically cause a vehicle to travel straight.
Means for solving the problems
In order to achieve the above object, a method for controlling the running of a vehicle according to the present invention is characterized by detecting the right and left ground speeds (V) of the vehicle (1)L、VR) When a driver's intention to drive the vehicle (1) straight or a command indicating that the vehicle (1) is to be driven straight under control of the vehicle (1) is confirmed, the driving force distribution to the left and right driving wheels (WRL, WRR) or the braking force distribution to the left and right wheels (WFL, WFR and/or WRL, WRR) is controlled so that the detected left and right ground contact speeds (V)L、VR) Deviation of (| V)L－VR|) is within the specified range.
Specifically, this may be the case: controlling the driving force distribution such that the detected ground speed (V)L、VR) The driving force of the driving wheel (WRL or WRR) on the slow side is larger than the driving force of the driving wheel (WRR or WRL) on the other side.
Further, this may be the case: controlling the braking force distribution such that the detected ground speed (V)L、VR) The braking force of the wheel (WFL, WRL or WFR, WRR) on the slow side is smaller than the braking force of the wheel (WFR, WRR or WFL, WRL) on the other side.
Further, the following may be also possible: the intention of the driver to drive the vehicle (1) straight is confirmed in response to the steering angle of the steering wheel (74) being smaller than a straight-ahead prescribed value.
In addition, a vehicle travel control device according to the present invention includes: ground speed detection means for detecting right and left ground speeds (V) of a vehicle (1)L、VR) (ii) a A straight travel determination means for determining whether or not there is a command for the driver to make the vehicle (1) go straight or to make the vehicle (1) go straight under the control of the vehicle (1); and a control unit (100) that, when the straight travel determination unit confirms the intention of the driver to make the vehicle (1) travel straight or a command to make the vehicle (1) travel straight under the control of the vehicle (1), performs the following straight travel control: controlling the driving force distribution to the left and right driving wheels (WRL, WRR) or the braking force distribution to the left and right wheels (WFL, WFR or WRL, WRR) such that the ground speed (V) of the left and right detected by the ground speed detecting unitL、VR) Deviation of (| V)L－VR|) is within the specified range.
Here, the ground speed detection means may be configured to include a laser doppler velocimeter (5).
The straight-driving intention determination means may be configured to include a steering device (92) and a steering angle sensor (75), and the steering angle sensor (75) may detect a steering angle of a steering wheel (74) by the steering device (92).
Further, the control unit (100) may be configured to: controlling the hydraulic pressure supplied to the clutches (CL, CR), the clutches (CL, CR) distribute the driving force to the right and left drive wheels (WRL, WRR).
Further, the control unit (100) may be configured to: and a control unit that controls a hydraulic pressure supplied to a brake device (94), the brake device (94) being provided to the left and right wheels (WFL, WRL, WFR, WRR).
Further, this may be the case: the control unit (100) includes an automatic driving control unit (110), the automatic driving control unit (110) performs automatic driving control for automatically controlling at least acceleration and deceleration of the vehicle (1), and the control unit (100) performs the straight travel control when the automatic driving control unit (110) performs the automatic driving control.
Effects of the invention
According to the present invention, the left and right ground speeds of the vehicle are detected, and when a driver's intention to move the vehicle straight or a command to move the vehicle straight under control of the vehicle is confirmed, the driving force distribution to the left and right driving wheels or the braking force distribution to the left and right wheels is controlled so that the deviation of the detected left and right ground speeds falls within a predetermined range, and therefore, the vehicle can be automatically moved straight.
Drawings
Fig. 1 is a plan view schematically showing a power transmission path of a vehicle provided with a travel control device of the present invention.
Fig. 2 is a block diagram showing a system configuration of a control device of the vehicle.
Fig. 3 is a system configuration diagram for detecting the ground speed of a vehicle using a laser doppler speedometer.
Fig. 4 is a flowchart showing steps of a running control method of a vehicle of the invention.
Description of the reference symbols
1 vehicle
5 laser doppler velocimeter
28 ground speed acquisition unit
58 driving force distribution instruction unit
59 braking force distribution command part
74 steering wheel
75 steering angle sensor
92 steering device
94 brake device
100 control device (control unit)
CL and CR clutch
VL、VRSpeed to ground
WFL, WFR front wheel
WRL, WRR rear wheel (driving wheel)
Detailed Description
Embodiments of the present invention will be described below with reference to the drawings.
[ Power Transmission Path of vehicle ]
First, a power transmission path of a vehicle including a control device according to the present invention will be described with reference to fig. 1.
That is, fig. 1 is a plan view schematically showing a power transmission path of a vehicle provided with a travel control device of the present invention, and the illustrated vehicle 1 is a four-wheel drive (4WD) vehicle employing a front engine/front drive (front engine/front wheel drive) system (FF system)) capable of automatic driving. The vehicle 1 includes: left and right front wheels WFL, WFR as main drive wheels, which transmit the drive force of the engine E as a drive source via the transmission M and the front differential Df and the left and right axles AFL, AFR; and left and right rear wheels WRL, WRR as auxiliary drive wheels, which transmit a part of the drive force of these front wheels WFL, WFR via the transfer T, propeller shaft PS, rear differential Dr, and left and right axles ARL, ARR.
The rear differential Dr is provided with a left clutch CL and a right clutch CR for selectively transmitting the driving force transmitted from the propeller shaft PS to the sleeve 4 via the drive conical gear 2 and the driven conical gear 3 to the left axle ARL and the right axle ARR.
Here, the left clutch CL and the right clutch CR realize a function of distributing (torque distribution) the driving force transmitted from the engine E via the transmission shaft PS to the left and right rear wheels WRL, WRR, respectively. Specifically, the left clutch CL and the right clutch CR are engaged (connected)/disengaged (disconnected) by hydraulic pressure supplied from a hydraulic pump such as a variable displacement vane pump, and the ratio of the hydraulic pressure (flow rate of hydraulic oil) supplied to the left clutch CL and the right clutch CR is changed, whereby control for distributing driving force to the left and right rear wheels WRL and WRR is performed.
Further, braking devices 94 as braking means are provided on the left and right front wheels WFL, WFR and the rear wheels WRL, WRR, respectively.
[ System Structure of control device ]
Next, a system configuration of a control device provided in the vehicle 1 shown in fig. 1 will be described with reference to fig. 2.
That is, fig. 2 is a block diagram showing a system configuration of the control device, and the illustrated control device 100 includes means for receiving various information from the outside of the vehicle 1 (see fig. 1), such as the external situation acquisition unit 12, the route information acquisition unit 13, and the travel state acquisition unit 14.
Further, the control device 100 includes: operating devices such as an accelerator pedal 70, a brake pedal 72, a steering wheel (steering wheel) 74, and a selector switch 80; operation detection sensors such as an accelerator opening degree sensor 71, a brake depression amount sensor (brake switch) 73, and a steering angle sensor (steering torque sensor) 75; a notification device (output unit) 82; and a crew identifying section (in-vehicle camera) 15.
The control device 100 includes a traveling drive force output device (drive device) 90, a steering device 92, a brake device 94, and clutches CL and CR (see fig. 1) for distributing drive force to the right and left rear wheels WRL and WRR, as devices for driving the vehicle 1, distributing drive force, steering, and the like. These devices and apparatuses are connected to each other by a multiplex communication line such as a CAN (Controller area network) communication line, a serial communication line, a wireless communication network, and the like. The illustrated operation device is only an example, and buttons, dial switches, GUI (Graphical User Interface) switches, and the like may be mounted on the vehicle 1.
Here, various constituent elements are explained.
(external situation acquisition unit)
The external information acquiring unit 12 acquires external conditions of the vehicle 1, for example, environmental information around the vehicle 1 such as a lane of a traveling road and objects around the vehicle, and includes various cameras (a monocular camera, a stereo camera, an infrared camera, and the like), various radars (a millimeter wave radar, a microwave radar, a laser radar, and the like), and the like. Here, a composite sensor that integrates information obtained by a camera and information obtained by a radar may be used.
(route information acquiring section)
The route information acquiring unit 13 includes a navigation device including a GNSS (Global navigation satellite System) receiver, map information (navigation map), a touch panel display device functioning as a user interface, a speaker, a microphone, and the like. Here, the navigation device specifies the position of the vehicle 1 by the GNSS receiver, and derives a route from the specified position to a destination specified by the user. The route derived by the navigation device is stored in the storage unit 140 as route information 144. The position of the vehicle 1 may be determined or supplemented by an INS (Inertial Navigation System) using the output of the traveling state acquisition unit 14.
When the control device 100 executes the manual driving mode, the navigation device provides guidance for a route to a destination by voice and navigation display. In addition, the structure for determining the position of the vehicle 1 may be provided independently of the navigation device. The navigation device may be configured by one function of a terminal device such as a smartphone or a tablet terminal held by a user. In this case, information can be transmitted and received between the terminal device and the control device 100 through wireless or wired communication.
(traveling state acquisition unit)
The traveling state acquisition unit 14 acquires the current traveling state of the vehicle 1, and includes a traveling position acquisition unit 26, a vehicle speed acquisition unit 28, a yaw rate acquisition unit 30, a steering angle acquisition unit 32, and a traveling track acquisition unit 34.
< traveling position acquisition Unit >
The travel position acquisition unit 26 acquires a travel position and a travel posture (a travel direction) of the vehicle 1, which are one of travel states, and includes various positioning devices, for example, devices (a GPS receiver, a GNSS receiver, a beacon receiver, and the like) that receive electromagnetic waves transmitted from satellites or on-road devices and acquire position information (latitude, longitude, altitude, coordinates, and the like), a gyro sensor, an acceleration sensor, and the like. The traveling position of the vehicle 1 is measured with reference to a specific portion of the vehicle 1.
< acquisition section of ground speed >
The ground speed acquisition unit 28 acquires the ground speed of the vehicle 1 using a laser doppler velocimeter 5 (see fig. 3) to be described later. A system for measuring the ground speed of the vehicle 1 using the laser doppler velocimeter 5 will be described later.
< yaw rate acquisition Unit >
The yaw rate obtaining unit 30 obtains the yaw rate of the vehicle 1, which is one of the traveling states, and includes, for example, a yaw rate sensor.
< steering Angle acquisition Unit >
The steering angle acquisition unit 32 acquires a steering angle that is one of the traveling states of the vehicle 1, and includes, for example, a steering angle sensor 75 provided on a steering shaft. Further, the steering angle speed and the steering angle acceleration may be obtained from the steering angle obtained by the steering angle sensor 75.
< traveling track acquisition Unit >
The travel track acquisition unit 34 acquires information on an actual travel track (actual travel track) of the vehicle 1, which is one of the travel states, and includes a memory that stores position information on a series of point sequences included in the actual travel track. Here, the actual travel track includes a track (trajectory) on which the vehicle 1 actually travels, and may include a predetermined track traveling from now on, for example, an extension line on the front side in the traveling direction of the track (trajectory) on which the vehicle travels. In this case, the extension line can be predicted by a computer or the like.
(Accelerator opening degree sensor, brake pedal amount sensor, and steering angle sensor)
The accelerator opening sensor 71, the brake depression amount sensor 73, and the steering angle sensor 75, which are operation detection sensors, output the detected accelerator opening, brake depression amount, and steering angle to the control device 100, respectively.
(Change-over switch)
The changeover switch 80 is a switch operated by the crew of the vehicle 1, and receives the operation of the crew member and switches the driving mode (for example, the automatic driving mode and the manual driving mode) according to the received operation content. For example, the changeover switch 80 generates a driving mode designation signal for designating the driving mode of the vehicle 1 in accordance with the operation content of the crew member, and outputs the driving mode designation signal to the control device 100.
(speed change device)
The transmission 60 is operated by a driver via a shift lever (not shown), and positions of the shift lever of the transmission 60 include P (parking range), R (reverse travel range), N (neutral range), D (forward travel range in the automatic shift mode (normal mode)), S (forward travel range in the sport mode), and the like. A shift position sensor 205 is provided in the vicinity of the transmission 60, and the shift position sensor 205 detects the position (shift position) of a shift lever operated by the driver.
(Gate type switch)
The gate switch 65 is provided in the vicinity of the steering wheel 74, and includes a negative switch (negative button) 66 for instructing a downshift in the manual shift mode during manual driving (manual driving mode), and a positive switch (positive button) 67 for instructing an upshift in the manual shift mode.
In the manual shift mode (normal mode) in the manual drive mode, operation signals of the negative switch 66 and the positive switch 67 are output to the control device 100, and an upshift or a downshift of the shift stage set in the transmission M (see fig. 1) is performed in accordance with the running state of the vehicle 1.
(informing device)
The notification device 82 is a variety of devices capable of outputting information, and outputs information for urging a shift from the automatic driving mode to the manual driving mode to a crew member of the vehicle 1, for example. As the notification device 82, for example, at least one of a speaker, a vibrator, a display device, a light-emitting device, and the like can be used.
(attendant identifying part)
The attendant identifying unit 15 includes, for example, an in-vehicle camera that can photograph the interior of the vehicle 1, and as the in-vehicle camera, for example, a digital camera using an individual image pickup device such as a CCD (charge coupled device) or a CMOS (complementary metal oxide semiconductor), a near-infrared camera combined with a near-infrared light source, or the like can be used. The control device 100 acquires an image captured by an in-vehicle camera, and recognizes the driver of the current vehicle 1 from an image of the face of the driver included in the image.
(running drive force output device)
The traveling driving force output device (driving device) 90 is configured to include an engine E (see fig. 1), an FI-ECU (Electronic Control Unit), not shown, for controlling the engine E, a transmission M (see fig. 1), and an AT-ECU for controlling the transmission M. In addition, in the case where the vehicle 1 is an electric vehicle using an electric motor as a drive source, a device including a traveling motor and a motor ECU that controls the traveling motor is used as the traveling drive force output device 90. In the case where the vehicle 1 is a hybrid vehicle, the travel driving force output device 90 may be a device including the engine E and the engine ECU, and a travel motor and a motor ECU.
As in the present embodiment, when the driving force output device 90 is configured to include the engine E and the transmission M, the FI-ECU and the AT-ECU control the throttle opening of the engine E, the shift speed of the transmission M, and the like based on information input from the travel control unit 120 described later, and output a driving force (torque) for traveling of the vehicle 1. When the travel driving force output device 90 includes only the travel motor, the motor ECU adjusts the duty ratio of the PWM signal given to the travel motor based on the information input from the travel control unit 120, and outputs the travel driving force (torque) for traveling the vehicle 1. Further, when the running drive force output device 90 includes the engine E and the running motor, both the FI-ECU and the motor ECU output the running drive force (torque) for running the vehicle 1 in cooperation with each other based on the information input from the running control unit 120.
(steering device)
The steering device (EPS)92 includes, for example, an electric motor as a drive source, and the electric motor applies a force to the rack and pinion mechanism to steer left and right front wheels WFL, WFR (see fig. 1), which are steered wheels. That is, the steering device 92 drives the electric motor based on the information input from the travel control unit 120 to steer the left and right front wheels WFL, WFR.
(brake device)
The brake device 94 is an electric servo brake device including, for example, a caliper, a hydraulic cylinder that supplies hydraulic pressure to the caliper, an electric motor that generates hydraulic pressure in the hydraulic cylinder, and a brake control unit. The brake control unit of the electric servo brake device controls the electric motor based on information input from the travel control unit 120, and outputs braking forces corresponding to the braking operation to the left and right front wheels WFL and WFR and the rear wheels WRL and WRR, respectively.
The electric servo brake device may include a mechanism for supplying the hydraulic pressure generated by the operation of the brake pedal 72 to the hydraulic cylinder through the master cylinder as a backup. The brake device 94 is not limited to the electric servo brake device described above, and may be an electronic control type hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator based on information input from the travel control unit 120, and transmits the hydraulic pressure generated in the master cylinder to the hydraulic cylinder. When the travel driving force output device 90 includes a motor for traveling, the brake device 94 may include a regenerative brake based on the motor for traveling.
[ control device ]
Next, the control device 100 will be explained. The control device 100 includes an automatic driving control unit 110, a travel control unit 120, and a storage unit 140.
(automatic drive control section)
The automated driving control unit 110 includes a vehicle position recognition unit 112, an external environment recognition unit 114, an action plan generation unit 116, and a target traveling state setting unit 118. Here, each part of the automatic driving control Unit 110 and a part or all of the travel control Unit 120 are realized by executing a program by a processor such as a CPU (Central Processing Unit). Some or all of these elements may be realized by hardware such as LSI (Large Scale Integration) and ASIC (Application Specific integrated Circuit).
The automatic driving control unit 110 switches the driving mode and performs control in accordance with input of a signal from the changeover switch 80. Here, as the driving mode, there are an automatic driving mode in which the acceleration and the steering of the vehicle 1 are automatically controlled, and a manual driving mode in which the acceleration of the vehicle 1 is controlled in accordance with the operation of an operation device such as the accelerator pedal 70 and the brake pedal 72, and the steering is controlled in accordance with the operation of an operation device such as the steering wheel 74, but these modes are not limited to this. As another driving mode, for example, a semi-automatic driving mode may be provided in which one of acceleration and deceleration and steering of the vehicle 1 is automatically controlled and the other is controlled in accordance with an operation of the operation device.
< vehicle position recognition unit >
The vehicle position recognition unit 112 of the automatic driving control unit 110 functions as follows: the lane in which the vehicle 1 is traveling (traveling lane) and the relative position of the vehicle 1 with respect to the traveling lane are identified based on information input from the map information 142, the external situation acquisition unit 12, the route information acquisition unit 13, or the traveling state acquisition unit 14 stored in the storage unit 140.
The vehicle position recognition unit 112 recognizes, for example, a deviation of a reference point (such as the center of gravity) of the vehicle 1 from the center of the traveling lane and an angle formed with respect to a line connecting the centers of the traveling lanes in the traveling direction of the vehicle 1 as a relative position of the vehicle 1 with respect to the traveling lane. Alternatively, the vehicle position recognition unit 112 may recognize the position of the reference point of the vehicle 1 with respect to any one of the side ends of the traveling lane, as the relative position of the vehicle 1 with respect to the traveling lane.
< external recognition Unit >
The external recognition unit 114 functions as follows: the state of the nearby vehicle such as the position, speed, acceleration, etc. is recognized based on the information input from the external situation acquisition unit 12, etc. The nearby vehicle of the present embodiment is another vehicle that travels in the periphery of the vehicle 1, and is a vehicle that travels in the same direction as the vehicle 1. The position of the nearby vehicle may be represented by a representative point such as the center of gravity or a corner of the vehicle 1, or may be represented by a region represented by the outline of the vehicle 1. Here, the "state" of the nearby vehicle also includes whether or not acceleration or a lane change of the nearby vehicle is performed (or whether or not a lane change is to be performed) based on the information of the various devices. The environment recognition unit 114 recognizes the positions of guard rails, utility poles, parking vehicles, pedestrians, and other objects in addition to the surrounding vehicles.
< action plan Generation part >
The action plan generating unit 116 functions as follows: a start point of the automated driving, a predetermined point of end of the automated driving, and/or a destination of the automated driving are set. Here, the starting point of the automatic driving may be the current position of the vehicle 1 or may be a point where an operation for instructing the automatic driving is performed by a crew of the vehicle 1.
The action plan generating unit 116 generates an action plan in a section between a start point and an end scheduled point of the automated driving and a section between the start point and a destination of the automated driving. The action plan generation unit 116 may generate an action plan in an arbitrary section.
The action plan is composed of a plurality of activities that are executed in sequence, for example. Here, the activities include: for example, a deceleration activity to decelerate the vehicle 1; an acceleration activity to accelerate the vehicle 1; a lane keeping activity of causing the vehicle 1 to travel without departing from a traveling lane; a lane change activity that causes a lane change of travel; overtaking activity for overtaking the vehicle 1 by the preceding vehicle; a branch action of changing the vehicle 1 to a desired lane at a branch point or driving the vehicle without departing from the current driving lane; a merging activity of accelerating or decelerating the vehicle 1 in a merging lane for merging to the main lane and changing the traveling lane, and the like. For example, when there is an interchange junction point on a toll road (such as an expressway), the control device 100 causes the vehicle 1 to change lanes or maintain lanes to travel in the direction of the destination. Therefore, when the travel plan generating unit 116 determines that an interchange junction exists on the route by referring to the map information 142, a lane change activity for changing the lane to a desired lane that can travel in the destination direction is set between the current position (coordinates) of the vehicle 1 and the position (coordinates) of the interchange junction. Further, information indicating the action plan generated by the action plan generating unit 116 is stored in the storage unit 140 as action plan information 146.
(target traveling state setting unit)
The target traveling state setting unit 118 functions as follows: a target traveling state, which is a target traveling state of the vehicle 1, is set based on the action plan generated by the action plan generating unit 116 and various information acquired by the external situation acquiring unit 12, the route information acquiring unit 13, and the traveling state acquiring unit 14. The target traveling state setting unit 118 includes a target value setting unit 52, a target trajectory setting unit 54, a deviation acquiring unit 42, and a correcting unit 44.
< target value setting part >
The target value setting unit 52 is configured to set information of a target traveling position (latitude, longitude, altitude, coordinates, and the like) (also simply referred to as "target position"), information of a target value of a vehicle speed (also simply referred to as "target vehicle speed"), and information of a target value of a yaw rate (also simply referred to as "target yaw rate").
< target trajectory setting section >
The target trajectory setting unit 54 is configured to: information of a target track of the vehicle 1 (also simply referred to as "target track") is set based on the external situation acquired by the external situation acquisition unit 12 and the travel route information acquired by the route information acquisition unit 13. Here, the target track includes information of a target position per unit time. The posture information (traveling direction) of the vehicle 1 is associated with each target position. In addition, target value information such as vehicle speed, acceleration, yaw rate, lateral G, steering angle, steering angular velocity, and steering angular acceleration may be associated with each target position. The target position, the target vehicle speed, the target yaw rate, and the target trajectory are information indicating a target traveling state of the vehicle 1.
< deviation acquisition Unit >
The deviation acquiring unit 42 functions as follows: the deviation of the actual traveling state of the vehicle 1 from the target traveling state is obtained based on the target traveling state of the vehicle 1 set by the target traveling state setting unit 118 and the actual traveling state of the vehicle 1 obtained by the traveling state obtaining unit 14.
< correction part >
The correction unit 44 functions as follows: the target traveling state of the vehicle 1 is corrected based on the deviation acquired by the deviation acquisition unit 42.
(traveling control section)
The travel control unit 120 functions to control the travel of the vehicle 1, includes an acceleration/deceleration command unit 56, a steering command unit 57, a driving force distribution command unit 58, and a braking force distribution command unit 59, and outputs a command value for travel control so that the travel state of the vehicle 1 matches or approaches the target travel state of the vehicle 1 set by the target travel state setting unit 118 or a new target travel state set by the correction unit 44.
< acceleration/deceleration commanding section >
The acceleration/deceleration command unit 56 is configured to perform acceleration/deceleration control during travel control of the vehicle 1. Specifically, the acceleration/deceleration command unit 56 calculates an acceleration/deceleration command value for matching the running state of the vehicle 1 with the target running state, based on the target running state (target acceleration/deceleration) and the actual running state (actual acceleration/deceleration) set by the target running state setting unit 118 or the correction unit 44.
< steering command section >
The steering command unit 57 is configured to perform steering control in the travel control of the vehicle 1. Specifically, the steering command unit 57 calculates a steering angular velocity command value for matching the running state of the vehicle 1 with the target running state, based on the target running state and the actual running state set by the target running state setting unit 118 or the correction unit 44.
< Driving force distribution instruction section >
The driving force distribution instructing unit 58 is configured to perform driving force distribution control for the rear wheels WRL, WRR (see fig. 1) in the travel control of the vehicle 1. Specifically, the driving force distribution instruction unit 58 calculates a driving force distribution instruction value for making the right and left ground speeds of the vehicle 1 acquired by the ground speed acquisition unit 28 provided in the traveling state acquisition unit 14 substantially equal (the deviation between the two is substantially zero). Then, the hydraulic pressures (flow rates of the hydraulic oil) to the left and right clutches CL and CR are controlled based on the calculated drive force distribution command values, and the drive force distribution to the left and right rear wheels WRL and WRR is set as a command value. The details of this will be described later.
< braking force distribution instruction section >
The braking force distribution command unit 59 is configured to perform braking force distribution control for the front wheels WFL, WFR and/or the rear wheels WRL, WRR (see fig. 1) during travel control of the vehicle 1. Specifically, the braking force distribution command unit 59 calculates a braking force distribution command value for making the right and left ground speeds of the vehicle 1 acquired by the ground speed acquisition unit 28 provided in the traveling state acquisition unit 14 substantially equal (the deviation between the two is substantially zero). The brake fluid pressure to the brake device 94 is controlled based on the calculated brake force distribution command value, and the brake force distribution to the left and right front wheels WFL, WFR and/or the rear wheels WRL, WRR is set as a command value. The details of this will be described later.
(storage section)
The storage unit 140 is composed of a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash Memory, and the like, and stores therein map information 142, route information 144, and action plan information 146. The program executed by the processor may be stored in the storage unit 140 in advance, or may be downloaded from an external device via an in-vehicle internet device or the like. The program may be installed in the storage unit 140 by being installed in a drive device, not shown, via a portable storage medium storing the program.
Here, the map information 142 is, for example, map information with higher accuracy than the navigation map which the route information acquisition unit 13 has, and includes information on the center of a lane, information on the boundary of a lane, and the like. More specifically, the map information 142 includes road information, traffic control information, address information (address/zip code), facility information, telephone number information, and the like. The road information includes information indicating the type of a road such as an expressway, a toll road, a national road, and a prefecture road, the number of lanes of the road, the width of each ramp, the gradient of the road, the position of the road (including three-dimensional coordinates of longitude, latitude, and height), the curvature of a turn of the lane, the positions of junctions and branch points of the lanes, and a mark provided on the road. The traffic control information includes information that a lane is blocked due to construction, a traffic accident, congestion, and the like.
Next, a travel control device for a vehicle and a travel control method for a vehicle using the travel control device according to the present invention will be described.
[ travel control device for vehicle ]
A vehicle travel control device according to the present invention includes: a laser doppler speedometer 5 (see fig. 3) as a ground speed detecting means that detects the left and right ground speeds V of the vehicle 1L、VR(refer to fig. 1); a straight-ahead intention determination unit that determines whether or not there is an intention of the driver to make the vehicle 1 straight; and a vehicle control device 100 as control means for controlling, when the straight-ahead intention determining means confirms the intention of the driver to make the vehicle 1 straight ahead, the driving force distribution to the right and left driving wheels (in the present embodiment, the right and left rear wheels WRL, WRR (see fig. 1)), or the braking force distribution by the braking device 94 to the front wheels WFL, WFR and/or the rear wheels WRL, WRR, so that the right and left ground-facing speeds V detected by the laser doppler velocity meter 5 are controlledL、VRDeviation of | VL－VRI within a predetermined range (straight-ahead decision value) (right and left ground speed V)L、VRAre substantially equal (V)L≒VR))。
Here, the laser Doppler velocimeter 5 is used to detect the left and right ground speed V of the vehicle 1 according to FIG. 3L、VRThe principle of (a) is explained.
That is, fig. 3 is a system configuration diagram for detecting the ground speed of the vehicle using the laser doppler velocimeter, and the laser doppler velocimeters 5 (only one is shown in fig. 3) are respectively disposed on the left and right sides of the vehicle 1. Further, an amplifier 6, a frequency detector 7, and a vehicle speed calculation unit 8 are connected to each laser doppler velocimeter 5 in this order. The amplifier 6 is constituted by an operational amplifier or the like, and the frequency detector 7 is constituted by an a/D (analog/digital) converter, a digital counter, or the like, for example. The vehicle speed calculating means 8 is constituted by, for example, a microcomputer.
In the above configuration, the laser light obliquely emitted from each laser doppler velocimeter 5 toward the road surface is reflected on the road surface, and the reflected light is received by the laser doppler velocimeter 5. Here, the reflected light includes a ground speed V received by the doppler effectL、VRWhen the inverse of the frequency component of influence ofWhen the incident light is received by a laser diode, not shown, of the laser doppler velocimeter 5, a saw-tooth wave signal of doppler frequency is output from the laser diode.
The sawtooth wave signal output from the laser diode is amplified by the amplifier 6, sent to the frequency detector 7, digitized by the frequency detector 7, and the number of pulses is counted. When the counted number of pulses is output to the vehicle speed calculation unit 8 as data of doppler frequency, the vehicle speed calculation unit 8 calculates the ground speed V from the data of doppler frequency in accordance with a stored programL、VR。
The straight-ahead intention determining means for determining the presence or absence of the intention of the driver to make the vehicle 1 straight ahead is constituted by a steering device 92 shown in fig. 2, a steering angle sensor 75 for detecting a steering angle of a steering wheel 74 by the steering device 92, and a vehicle control device 100 for determining whether or not the steering angle detected by the steering angle sensor 75 is smaller than a minute straight-ahead predetermined value.
[ method for controlling running of vehicle ]
Next, a method of controlling the travel of the vehicle 1 by the travel control device described above will be described.
The method for controlling the traveling of the vehicle 1 according to the present invention is characterized by detecting the right and left ground speed V of the vehicle 1L、VRWhen the intention of the driver to drive the vehicle straight is confirmed, the driving force distribution to the left and right rear wheels WRL, WRR or the braking force distribution to the left and right front wheels WFL, WFR and/or the rear wheels WRL, WRR is controlled so that the detected left and right ground speed VL、VRDeviation of | VL－VRIf | is within a predetermined range, the details thereof will be described with reference to fig. 4. Next, a case in which the driving mode of the vehicle 1 shown in fig. 1 is set to the manual driving mode will be described. In this manual driving mode, the driver performs a steering operation with the steering wheel 74.
Fig. 4 is a flowchart showing steps of a vehicle travel control method according to the present invention, and as shown in the figure, when the control is started (step S1), it is determined whether or not the steering angle of the steering wheel 74 (indicated as "EPS steering angle" in fig. 4) detected by the steering angle sensor 75 shown in fig. 2 is smaller than a minute predetermined straight-ahead prescribed value, that is, whether or not the driver has the intention to move the vehicle 1 straight (step S2). When the steering angle (EPS steering angle) is smaller than the straight-ahead prescribed value (yes in step S2), the driver hardly performs a steering operation, and therefore, it is determined that the driver has the intention to move the vehicle 1 straight.
As described above, when it is determined that the driver has the intention to move the vehicle 1 straight, the left-right ground speed V of the vehicle 1 detected by the laser doppler speedometer 5 shown in fig. 3 is determinedL、VRDeviation of | VL－VRWhether | is smaller than a predetermined straight travel determination value (step S3). Here, the straight traveling determination value is a minute value close to 0, and the ground speed V is determinedL、VRDeviation of | VL－VRIf | is smaller than the minute straight travel judgment value (YES in step S3), the right and left ground speed V is set to be equal to the ground speed VL、VRSubstantially the same (V)L≒VR) Therefore, it is determined that the vehicle 1 is traveling straight and no control is performed (step S7). When the steering angle (EPS steering angle) detected by the steering angle sensor 75 is equal to or greater than the predetermined straight-ahead value in the determination of step S2 (no in step S2), it is determined that the vehicle 1 is being steered by the driver and no control is performed (step S7). In addition, the laser doppler velocimeter 5 always detects the left and right ground speed V when the vehicle 1 is runningL、VR。
On the other hand, the ground speed V is set on the right and left sides of the vehicle 1L、VRDeviation of | VL－VRIf | is equal to or greater than the straight travel determination value (no in step S3), it is determined that the vehicle 1 deviates from the straight travel and the track deviation occurs, and the following straight travel control is performed. In the straight traveling control, the driving force distribution to the right and left driving wheels (in the present embodiment, the right and left rear wheels WRL, WRR (see fig. 1)) and the braking force distribution by the braking device 94 to the front wheels WFL, WFR and/or the rear wheels WRL, WRR are controlled so that the ground speed V is controlled to the right and leftL、VRDeviation of | VL－VR| is within a predetermined range (straight travel judgment value) (left and right sides)Speed to ground VL、VRAre substantially equal (V)L≒VR))。
That is, the ground speed V is set on the right and left sides of the vehicle 1L、VRDeviation of | VL－VRIf | represents a large value equal to or larger than the straight-ahead determination value (NO at step S3), the left ground speed V is determinedLWhether it is greater than the ground speed V on the right sideR(VL＞VRIs there a ) (step S4). As a result of this determination, the ground speed V on the left sideLGreater than the ground speed V on the right sideRIn the case of (yes in step S4), the driving force distribution control is performed to increase the driving force distributed to the right rear wheel WRR on the side with the slow ground speed (step S5). Specifically, the drive force distribution control signal is output from the drive force distribution command unit 58 provided in the travel control unit 120 shown in fig. 2 to the left and right clutches CL and CR shown in fig. 1, and the hydraulic pressure (flow rate of the hydraulic oil) supplied to the right clutch CR is higher than the hydraulic pressure (flow rate of the hydraulic oil) supplied to the left clutch CL. As a result, the ground speed V on the right sideRRise to the ground speed V of the left sideLApproximately equal (V)L≒VR) Therefore, the straight traveling performance of the vehicle 1 is improved.
Or, ground speed V on the left sideLGreater than the ground speed V on the right sideRIn the case of (yes in step S4), braking force distribution control is performed to reduce the braking force distributed to the front wheel WFR and/or the rear wheel WRR on the right side of the slow ground speed (step S5). Specifically, the braking force distribution control signal is output from the braking force distribution command unit 59 provided in the travel control unit 120 shown in fig. 2 to the brake device 94 shown in fig. 1, and the hydraulic pressure supplied to the right brake device 94 is lower than the hydraulic pressure supplied to the left brake device 94. As a result, the ground speed V on the right sideRRise to the ground speed V of the left sideLApproximately equal (V)L≒VR) Therefore, the straight traveling performance of the vehicle 1 is improved.
On the other hand, as a result of the determination in step S4, the ground speed V on the left sideLGround speed V less than right sideRIn the case of (step S4: No)) The driving force distribution control is performed to increase the driving force distributed to the left rear wheel WFL on the slow side of the ground speed (step S6). Specifically, the drive force distribution control signal is output from the drive force distribution command unit 58 provided in the travel control unit 120 shown in fig. 2 to the left and right clutches CL and CR shown in fig. 1, and the hydraulic pressure (flow rate of the hydraulic oil) supplied to the left clutch CL is higher than the hydraulic pressure (flow rate of the hydraulic oil) supplied to the right clutch CR. As a result, the ground speed V of the left sideLRise and ground speed V to the rightRApproximately equal (V)L≒VR) Therefore, the straight traveling performance of the vehicle 1 is improved.
Or the ground speed V on the right sideRGreater than the ground speed V on the leftLIn the case of (no in step S4), the braking force distribution control is performed to reduce the braking force distributed to the front wheels WFL and/or the rear wheels WRL on the left side where the ground speed is high. Specifically, the braking force distribution control signal is output from the braking force distribution command unit 59 provided in the travel control unit 120 shown in fig. 2 to the brake device 94 shown in fig. 1, and the hydraulic pressure supplied to the left brake device 94 is lower than the hydraulic pressure supplied to the right brake device 94. As a result, the ground speed V of the left sideLRise and ground speed V to the rightRApproximately equal (V)L≒VR) Therefore, the straight traveling performance of the vehicle 1 is improved.
As described above, according to the present invention, the right and left ground speed V of the vehicle 1 is detectedL、VRWhen the driver's intention to drive the vehicle 1 straight is confirmed, the driving force distribution to the rear wheels WRL, WRR as the left and right driving wheels or the braking force distribution to the left and right front wheels WFL, WFR and/or the rear wheels WRL, WRR is controlled so that the detected ground speed V is left or rightL、VRDeviation of | VL－VRIf | is within the predetermined range, the vehicle 1 can be automatically driven straight, and this is particularly effective when the vehicle 1 is subjected to a wind blowing from the side or when only one wheel is embedded in a rut, for example.
In addition, although the travel control method and the travel control device of the vehicle using the engine as the drive source according to the present invention have been described above, the present invention can be similarly applied to the travel control method and the travel control device of the electric vehicle using the motor as the drive source or the hybrid vehicle using the engine and the motor as the drive source. In addition, in the above-described embodiment, the case where the control for causing the vehicle to travel straight by the control for the driving force distribution or the braking force distribution is performed when it is determined that the driver has the intention to cause the vehicle to travel straight has been described, but the control for causing the vehicle to travel straight by the control for the driving force distribution or the braking force distribution according to the present invention may be performed when automatic driving control for automatically controlling the steering or the driving force of the vehicle is performed. In this case, the automatic driving control may be performed on the condition that a command for causing the vehicle to travel straight is issued.
In addition, the application of the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims, the specification, and the drawings.
Claims (10)
1. A running control method of a vehicle,
the control device detects the right and left ground contact speeds of the vehicle, and controls the distribution of the driving force to the right and left driving wheels or the distribution of the braking force to the right and left wheels so that the detected right and left deviation of the ground contact speed is within a predetermined range when the driver's intention to move the vehicle straight or an instruction to move the vehicle straight according to the control of the vehicle is confirmed.
2. The running control method of a vehicle according to claim 1,
the driving force distribution is controlled so that the detected driving force of the driving wheel on the side with the slow ground speed is larger than the driving force of the driving wheel on the other side.
3. The running control method of a vehicle according to claim 1,
the braking force distribution is controlled so that the detected braking force of the wheel on the side with the slow ground speed is smaller than the braking force of the wheel on the other side.
4. The running control method of a vehicle according to any one of claims 1 to 3,
the intention of the driver to drive the vehicle straight is confirmed in response to the steering angle of the steering wheel being smaller than a straight-ahead prescribed value.
5. A running control apparatus for a vehicle,
the vehicle travel control device includes:
ground speed detection means for detecting the right and left ground speeds of the vehicle;
a straight travel determination means for determining whether or not there is a command for the driver to make the vehicle straight or to make the vehicle straight according to the control of the vehicle; and
a control unit that performs the following straight traveling control when the straight traveling determination unit confirms an intention of a driver to make the vehicle straight or an instruction to make the vehicle straight in accordance with control of the vehicle: the distribution of the driving force to the left and right driving wheels or the distribution of the braking force to the left and right wheels is controlled so that the deviation of the left and right ground speeds detected by the ground speed detection means is within a predetermined range.
6. The running control apparatus of a vehicle according to claim 5,
the ground speed detection unit is configured to include a laser doppler velocimeter.
7. The running control apparatus of a vehicle according to claim 5 or 6,
the straight travel determination unit includes a steering device and a steering angle sensor that detects a steering angle of a steering wheel by the steering device.
8. The running control apparatus of a vehicle according to any one of claims 5 to 7,
the control unit is configured to: the hydraulic pressure supplied to the clutch is controlled, and the clutch distributes the driving force to the right and left driving wheels.
9. The running control apparatus of a vehicle according to any one of claims 5 to 8,
the control unit is configured to: and a control unit that controls a hydraulic pressure supplied to a brake device provided on the left and right wheels.
10. The running control apparatus of a vehicle according to any one of claims 5 to 9,
the control unit has an automatic driving control unit that performs automatic driving control for automatically controlling at least acceleration and deceleration of the vehicle,
the control means performs the straight travel control when the automatic drive control unit performs the automatic drive control.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2018222898A JP2020083161A (en) | 2018-11-28 | 2018-11-28 | Traveling control method and traveling control apparatus for vehicle |
| JP2018-222898 | 2018-11-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111231960A true CN111231960A (en) | 2020-06-05 |
Family
ID=70867340
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911132141.8A Withdrawn CN111231960A (en) | 2018-11-28 | 2019-11-19 | Vehicle travel control method and travel control device |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP2020083161A (en) |
| CN (1) | CN111231960A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112987601A (en) * | 2021-04-28 | 2021-06-18 | 西安富沃德光电科技有限公司 | Unmanned aerial vehicle electromagnetic brake control system and method |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2024005109A1 (en) * | 2022-06-29 | 2024-01-04 | 愛知製鋼株式会社 | Vehicle positioning method and positioning system |
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| JPS63218866A (en) * | 1987-03-09 | 1988-09-12 | Honda Motor Co Ltd | Yaw rate detector for vehicle |
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- 2018-11-28 JP JP2018222898A patent/JP2020083161A/en active Pending
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| JPH0779A (en) * | 1993-06-16 | 1995-01-06 | Kubota Corp | Travel controlling apparatus for working vehicle |
| JP2006240572A (en) * | 2005-03-07 | 2006-09-14 | Jtekt Corp | Vehicle attitude control system |
| JP2006256454A (en) * | 2005-03-16 | 2006-09-28 | Nissan Motor Co Ltd | Torque distribution control device of vehicle |
| JP2006306199A (en) * | 2005-04-27 | 2006-11-09 | Shin Caterpillar Mitsubishi Ltd | Running drive control device of working machine |
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| JP2020083161A (en) | 2020-06-04 |
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