JP2002166747A - Running controller for vehicle - Google Patents
Running controller for vehicleInfo
- Publication number
- JP2002166747A JP2002166747A JP2000368732A JP2000368732A JP2002166747A JP 2002166747 A JP2002166747 A JP 2002166747A JP 2000368732 A JP2000368732 A JP 2000368732A JP 2000368732 A JP2000368732 A JP 2000368732A JP 2002166747 A JP2002166747 A JP 2002166747A
- Authority
- JP
- Japan
- Prior art keywords
- vehicle
- target acceleration
- target
- acceleration
- inter
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Controls For Constant Speed Travelling (AREA)
- Regulating Braking Force (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Traffic Control Systems (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】本発明は、車両の走行制御装
置に関し、特に、追従走行時の乗り心地を向上可能とす
る走行制御装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a travel control device for a vehicle, and more particularly, to a travel control device capable of improving the ride comfort in following-up running.
【０００２】[0002]
【関連する背景技術】運転者の運転操作を軽減するた
め、追従走行用の制御装置を車両に搭載することがあ
る。この種の走行制御装置は、カメラやレーダ等からの
検出情報から検出した自車と先行車との間の車間距離が
目標車間距離となるようにエンジン出力や制動力を調整
する車間距離制御装置を備え、必要に応じて車両を加減
速運転して先行車に追従して走行させるものとなってい
る。2. Related Art In order to reduce a driver's driving operation, a control device for following the vehicle is sometimes mounted on a vehicle. This type of travel control device is an inter-vehicle distance control device that adjusts an engine output and a braking force so that an inter-vehicle distance between a host vehicle and a preceding vehicle detected from detection information from a camera, a radar, or the like becomes a target inter-vehicle distance. The vehicle is accelerated or decelerated as needed to run following the preceding vehicle.
【０００３】一般に、車間距離制御装置は、例えば特開
平１１−９１３９８号公報に記載の如く、車間距離制御
のための加減速運転に先だち、車間距離から導出される
判定情報に基づいて加速運転を行うべきか或いは減速運
転を行うべきかを判定するようになっている。換言すれ
ば、従来の車間距離制御装置は、判定情報に基づいて加
速運転モードまたは減速運転モードを選択するモード判
定部を備え、加速運転モードでは加速運転用コントロー
ラにおいて車間距離などの走行情報に基づいて算出した
目標加速度に従ってエンジン出力増大制御を実施する一
方、減速運転モードでは減速運転用コントローラにて算
出した目標減速度に従ってエンジン出力減少制御や制動
力付与制御を行うようになっている。In general, an inter-vehicle distance control device performs an acceleration operation based on determination information derived from an inter-vehicle distance before an acceleration / deceleration operation for the inter-vehicle distance control as described in, for example, Japanese Patent Application Laid-Open No. 11-91398. It is determined whether to perform the deceleration operation or to perform the deceleration operation. In other words, the conventional inter-vehicle distance control device includes a mode determination unit that selects the acceleration operation mode or the deceleration operation mode based on the determination information. While the engine output increase control is performed according to the target acceleration calculated as described above, in the deceleration operation mode, the engine output decrease control and the braking force application control are performed according to the target deceleration calculated by the deceleration operation controller.
【０００４】[0004]
【発明が解決しようとする課題】上記の車間距離制御装
置を搭載した車両の追従走行中、先行車の走行速度変動
が小さくて目標加速度や目標減速度が小さい場合には、
加速運転モードと減速運転モードとの間でのモード移行
時においても乗り心地を悪化させるおそれは少ないが、
両コントローラの制御ゲインは、追従走行における加速
運転および減速運転を適正に行えるような値にそれぞれ
設定されており、制御ゲインの設定の仕方によっては先
行車の速度変動が大きい場合でのモード移行時に大きな
加減速ショックが発生して乗り心地が悪化することがあ
る。During the following operation of a vehicle equipped with the above-mentioned inter-vehicle distance control device, if the traveling speed fluctuation of the preceding vehicle is small and the target acceleration or the target deceleration is small,
Although there is little risk of deteriorating ride comfort even when shifting between the acceleration driving mode and the deceleration driving mode,
The control gains of both controllers are set to values that can appropriately perform the acceleration operation and the deceleration operation in the follow-up traveling.Depending on the setting method of the control gain, the control gain is set at the time of the mode transition when the speed fluctuation of the preceding vehicle is large. A large acceleration / deceleration shock may occur and the ride comfort may be degraded.
【０００５】本発明は、追従走行時の乗り心地を向上可
能とする車両の走行制御装置を提供することを目的とす
る。[0005] It is an object of the present invention to provide a traveling control device for a vehicle, which can improve the riding comfort in following traveling.
【０００６】[0006]
【課題を解決するための手段】本発明に係る車両の走行
制御装置は、自車および先行車の走行情報に基づき相異
なる複数の制御ゲインを用いて目標加速度候補算出手段
が算出した複数の目標加速度候補のうちの最小値を選択
手段により選択すると共に目標加速度設定手段によりこ
の最小値を目標加速度として設定し、この目標加速度に
基づいて、制御手段が自車と先行車との車間距離が目標
車間距離になるように自車の車速を制御して追従制御を
行うことを特徴とする。A travel control device for a vehicle according to the present invention includes a plurality of target accelerations calculated by target acceleration candidate calculation means using a plurality of different control gains based on travel information of the own vehicle and a preceding vehicle. The minimum value among the acceleration candidates is selected by the selection means, and the minimum value is set as the target acceleration by the target acceleration setting means. Based on the target acceleration, the control means sets the target distance between the own vehicle and the preceding vehicle to the target value. It is characterized in that the following control is performed by controlling the vehicle speed of the own vehicle so that the inter-vehicle distance is obtained.
【０００７】本発明の走行制御装置による追従制御中、
自車及び先行車の走行情報、たとえば自車と先行車との
実際車間距離、自車と先行車との相対速度および自車の
車速に基づいて複数の目標加速度候補が算出され、目標
加速度候補の最小値である目標加速度に基づいて追従制
御が行われる。この追従制御では、複数の目標加速度候
補が同時に算出され、最小値すなわち目標加速度の符号
が正であれば車両が加速運転され、その符号が負であれ
ば減速運転される。つまり、本発明では、追従制御に際
して加速運転モードまたは減速運転モードのいずれかを
選択するためのモード判定は不要である。During the follow-up control by the traveling control device of the present invention,
A plurality of target acceleration candidates are calculated based on travel information of the own vehicle and the preceding vehicle, for example, the actual inter-vehicle distance between the own vehicle and the preceding vehicle, the relative speed between the own vehicle and the preceding vehicle, and the vehicle speed of the own vehicle. The tracking control is performed based on the target acceleration which is the minimum value of. In this tracking control, a plurality of target acceleration candidates are calculated at the same time. If the minimum value, that is, the sign of the target acceleration is positive, the vehicle is accelerated, and if the sign is negative, the vehicle is decelerated. That is, in the present invention, it is not necessary to determine the mode for selecting either the acceleration operation mode or the deceleration operation mode in the follow-up control.
【０００８】しかも、本発明によれば、乗り心地と安全
性を両立可能とする追従制御が実現される。すなわち、
複数の目標加速度候補の符号のいずれもが正である場
合、絶対値が最小である目標加速度候補が最小値として
設定されるので、この最小値を目標加速度とする加速運
転での加速度は比較的小さく、緩やかな加速が行われて
乗り心地が向上する。一方、目標加速度候補の符号のい
ずれもが負である場合には、絶対値が最大である目標加
速度候補が最小値として設定されるので、これを目標加
速度とする減速運転での減速度は比較的大きく、素早い
減速が行われて車両走行上の安全性が確保される。Further, according to the present invention, a follow-up control for realizing both riding comfort and safety is realized. That is,
If all of the signs of the plurality of target acceleration candidates are positive, the target acceleration candidate having the smallest absolute value is set as the minimum value. Therefore, the acceleration in the acceleration operation using this minimum value as the target acceleration is relatively small. Small, gentle acceleration is performed to improve ride comfort. On the other hand, if any of the signs of the target acceleration candidates is negative, the target acceleration candidate having the maximum absolute value is set as the minimum value. Large and quick deceleration is performed to ensure the safety of running the vehicle.
【０００９】また、目標加速度候補算出手段により算出
される複数の目標加速度候補の位相が互いに同一となる
ようにした場合、追従走行における加速運転と減速運転
との間での移行の前後においてそれぞれの目標加速度候
補の絶対値ひいては目標加速度の変化量が小さくなり、
移行時の加減速ショックが大幅に減少して乗り心地が向
上する。When the phases of a plurality of target acceleration candidates calculated by the target acceleration candidate calculation means are set to be the same as each other, before and after the transition between the acceleration operation and the deceleration operation in the follow-up running, The absolute value of the target acceleration candidate and, consequently, the amount of change in the target acceleration become smaller,
Acceleration and deceleration shocks at the time of transition are greatly reduced, improving ride comfort.
【００１０】[0010]
【発明の実施の形態】以下、本発明の一実施形態による
車両の走行制御装置を説明する。図１に示すように、車
両１の前部には、車両前方に向けてミリ波をビーム状に
発射すると共に先行車や障害物等により反射されたミリ
波を受信する電波レーダ２が装着され、車室内の天井に
は道路上の障害物や車線（白線）等を検出するＣＣＤカ
メラ４が装着されている。また、エンジン６には、運転
者のアクセル操作に応じてスロットルバルブ８を開閉駆
動するスロットルアクチュエータ１２が装着され、前輪
２０及び後輪２２にはディスクブレーキ等のサービスブ
レーキ２４が設けられている。各サービスブレーキ２４
は、負圧ブースタを備えたマスタシリンダ２６を介して
ブレーキペダル２８と接続され、運転者によるブレーキ
操作に応じてマスタシリンダ２６に発生した油圧が各サ
ービスブレーキ２４に供給されたときに、車輪２０，２
２に制動力を作用させるものとなっている。更に、マス
タシリンダ２６には、運転者のペダル操作に関係なくマ
スタシリンダ２６に油圧を発生させるブレーキアクチュ
エータ３０が設けられている。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a vehicle traveling control device according to an embodiment of the present invention will be described. As shown in FIG. 1, a radio wave radar 2 that emits a millimeter wave in the form of a beam toward the front of the vehicle and receives a millimeter wave reflected by a preceding vehicle or an obstacle is mounted on a front portion of the vehicle 1. A CCD camera 4 for detecting obstacles on the road, lanes (white lines), and the like is mounted on the ceiling in the passenger compartment. The engine 6 is equipped with a throttle actuator 12 for opening and closing the throttle valve 8 in response to a driver's accelerator operation, and a service brake 24 such as a disc brake is provided on the front wheel 20 and the rear wheel 22. Each service brake 24
Is connected to a brake pedal 28 via a master cylinder 26 having a negative pressure booster. When the hydraulic pressure generated in the master cylinder 26 in response to the brake operation by the driver is supplied to each service brake 24, the wheels 20 , 2
2, a braking force is applied. Further, the master cylinder 26 is provided with a brake actuator 30 for generating a hydraulic pressure in the master cylinder 26 regardless of the pedal operation of the driver.
【００１１】車室内に設置されたＥＣＵ（電子制御ユニ
ット）５０は、図示しない入出力装置、記憶装置、中央
処理装置、タイマカウンタ等を備え、エンジン制御の他
に、後述する追従制御を実行するものとなっている。Ｅ
ＣＵ５０の入力側には、電波レーダ２及びＣＣＤカメラ
４が接続されると共に、ステアリング３４付近に設けら
れ追従制御の実行を指示するための操作スイッチ３８、
従動輪である左右後輪２２の車輪速Ｖsを検出する一対
の車輪速センサ３２等の各種センサ類が接続されてい
る。又、出力側には、スロットルアクチュエータ１２お
よびブレーキアクチュエータ３０が接続されている。An ECU (Electronic Control Unit) 50 installed in the passenger compartment includes an input / output device (not shown), a storage device, a central processing unit, a timer counter, and the like, and performs a following control in addition to the engine control. It has become something. E
The radio wave radar 2 and the CCD camera 4 are connected to the input side of the CU 50, and an operation switch 38 provided near the steering 34 for instructing execution of tracking control,
Various sensors such as a pair of wheel speed sensors 32 that detect the wheel speed Vs of the left and right rear wheels 22 that are driven wheels are connected. The throttle actuator 12 and the brake actuator 30 are connected to the output side.
【００１２】追従制御に関連して、ＥＣＵ５０は図２に
示す各種機能部を有している。ＥＣＵ５０において、目
標加速度候補算出手段としての目標加速度候補算出部５
１は互いに略同一構成の第１および第２算出部５１ａ、
５１ｂを有し、各算出部は、電波レーダ２、ＣＣＤカメ
ラ４、車輪速センサ３２及び操作スイッチ３８に接続さ
れている。そして、各算出部５１ａ、５１ｂは、車輪速
センサ３２による検出情報に基づいて自車の車速Ｖａを
算出し、電波レーダ２の検出情報に基づいて自車と同一
車線を走行している先行車との車間距離Ｌおよび相対速
度を検出し、また、車速Ｖａと予め設定された目標車間
時間とから目標車間距離Ｌｓを算出するものとなってい
る。更に、第１及び第２算出部５１ａ、５１ｂでは、例
えば次式（１）、（２）に従って第１及び第２目標加速
度候補αａ、αｂがそれぞれ算出される。In connection with the follow-up control, the ECU 50 has various functional units shown in FIG. In the ECU 50, a target acceleration candidate calculation unit 5 as a target acceleration candidate calculation unit
1 is a first and second calculator 51a having substantially the same configuration as each other,
Each calculation unit is connected to the radio wave radar 2, the CCD camera 4, the wheel speed sensor 32, and the operation switch 38. Each of the calculation units 51a and 51b calculates the vehicle speed Va of the own vehicle based on the information detected by the wheel speed sensor 32, and based on the detection information of the radio wave radar 2, the preceding vehicle traveling in the same lane as the own vehicle. , And a target inter-vehicle distance Ls is calculated from the vehicle speed Va and a preset target inter-vehicle time. Further, the first and second calculation units 51a and 51b calculate the first and second target acceleration candidates αa and αb, respectively, according to the following equations (1) and (2), for example.
【００１３】 αａ＝Ｋ１ΔＬ−Ｋ２ΔＬｓ ・・・（１） αｂ＝Ｋ３ΔＬ−Ｋ４ΔＬｓ ・・・（２） ここで、ΔＬは先行車と自車との相対速度、ΔＬｓは目
標車間距離Ｌｓと実測車間距離Ｌとの偏差を表し、Ｋ１
ないしＫ４は制御ゲインを表す。相対速度ΔＬの正負符
号を車間距離変化量ΔＬと同符号になるように選択する
と共に車間距離偏差ΔＬｓを目標車間距離Ｌｓから実測
車間距離Ｌを減じることにより算出するものとすると、
式（１）、（２）に従って算出される目標加速度候補α
ａ、αｂは、先行車の車速が自車の車速Ｖａよりも速い
ほど、また、目標車間距離Ｌｓが実測車間距離Ｌよりも
大きいほど大きい正の値をとることになる。つまり、目
標加速度候補αａ、αｂは、自車が先行車から目標車間
距離Ｌｓよりも離れると正の値をとり、先行車に近づく
と負の値をとると共に、目標加速度候補の絶対値は相対
速度ΔＬや車間距離偏差ΔＬｓが大きいほど大きくな
る。Αa = K1ΔL−K2ΔLs (1) αb = K3ΔL−K4ΔLs (2) where ΔL is the relative speed between the preceding vehicle and the own vehicle, and ΔLs is the target inter-vehicle distance Ls and the measured inter-vehicle distance. L1 and K1
Through K4 represent control gains. If the sign of the relative speed ΔL is selected to be the same sign as the inter-vehicle distance change amount ΔL, and the inter-vehicle distance deviation ΔLs is calculated by subtracting the measured inter-vehicle distance L from the target inter-vehicle distance Ls,
Target acceleration candidate α calculated according to equations (1) and (2)
The values of a and αb take larger positive values as the vehicle speed of the preceding vehicle is higher than the vehicle speed Va of the own vehicle and as the target inter-vehicle distance Ls is larger than the measured inter-vehicle distance L. That is, the target acceleration candidates αa and αb take positive values when the own vehicle is more than the target inter-vehicle distance Ls from the preceding vehicle, take negative values when approaching the preceding vehicle, and have absolute values of the target acceleration candidates. It increases as the speed ΔL and the inter-vehicle distance deviation ΔLs increase.
【００１４】また、第１算出部５１ａの制御ゲインＫ
１、Ｋ２は第２算出部５１ｂの制御ゲインＫ３、Ｋ４よ
りも大きい値に設定されており、第１算出部５１ａによ
り算出される第１目標加速度候補αａの絶対値は第２算
出部５１ｂが算出する第２目標加速度候補αｂの絶対値
よりも大きくなる（図５を参照）。制御ゲインＫ１、Ｋ
２およびＫ３、Ｋ４は式（１）、（２）における第１項
及び第２項の重み付けを表している。本実施形態では、
Ｋ１ないしＫ４は、Ｋ１／Ｋ３＝Ｋ２／Ｋ４が成立する
ように設定され、これにより第１及び第２算出部５１
ａ、５１ｂでの目標加速度候補算出に際して両算出部に
同一の情報（自車および先行車の走行情報）が供給さ
れ、その結果、図５に示すように、第１及び第２目標加
速度候補αａ、αｂの位相が互いに同一になる。なお、
図５に示すような目標加速度候補の時間的変化は、例え
ば先行車の車速が増減変化する場合に現れる。Further, the control gain K of the first calculating section 51a
1, K2 are set to values larger than the control gains K3, K4 of the second calculator 51b, and the absolute value of the first target acceleration candidate αa calculated by the first calculator 51a is calculated by the second calculator 51b. It becomes larger than the absolute value of the calculated second target acceleration candidate αb (see FIG. 5). Control gains K1, K
2 and K3 and K4 represent the weighting of the first and second terms in equations (1) and (2). In this embodiment,
K1 to K4 are set so that K1 / K3 = K2 / K4 holds, whereby the first and second calculation units 51 are set.
The same information (running information of the own vehicle and the preceding vehicle) is supplied to both calculation units at the time of calculating the target acceleration candidates at a and 51b. As a result, as shown in FIG. 5, the first and second target acceleration candidates αa , Αb have the same phase. In addition,
The temporal change of the target acceleration candidate as shown in FIG. 5 appears, for example, when the vehicle speed of the preceding vehicle increases or decreases.
【００１５】また、ＥＣＵ５０は、複数の目標加速度候
補の最小値を選択する選択手段としての選択部５２と、
この最小値を目標加速度として設定する目標加速度設定
手段としての目標加速度設定部５３と、この目標加速度
に基づいて自車の車速を制御する制御手段としての車速
制御部５４とを有している。本実施形態では、図６に示
すように、目標加速度候補算出部の第１、第２算出部が
算出した第１、第２目標加速度候補αａ、αｂのうちの
最小値min（αａ、αｂ）を選択部５２が選択し、この
最小値を目標加速度設定部３が目標加速度αｃとして設
定するものとなっている。そして、車輪速センサ出力Ｖ
ｓから検出される実際加速度が目標加速度αｃになるよ
うに、更には実際車間距離Ｌが目標車間距離Ｌｓになる
ように、車速制御部５４により車速が制御されるものと
なっている。The ECU 50 further includes a selection unit 52 as selection means for selecting a minimum value of the plurality of target acceleration candidates,
It has a target acceleration setting unit 53 as target acceleration setting means for setting this minimum value as a target acceleration, and a vehicle speed control unit 54 as control means for controlling the vehicle speed of the own vehicle based on the target acceleration. In the present embodiment, as shown in FIG. 6, the minimum value min (αa, αb) of the first and second target acceleration candidates αa, αb calculated by the first and second calculation units of the target acceleration candidate calculation unit. Is selected by the selection unit 52, and the minimum value is set by the target acceleration setting unit 3 as the target acceleration αc. Then, the wheel speed sensor output V
The vehicle speed is controlled by the vehicle speed control unit 54 so that the actual acceleration detected from s becomes the target acceleration αc, and furthermore, the actual inter-vehicle distance L becomes the target inter-vehicle distance Ls.
【００１６】上述のように、目標加速度候補αａ、αｂ
が同一位相であるので、図６から明らかなように、追従
走行における加速運転と減速運転との間での移行の前後
において目標加速度候補αａ、αｂの絶対値ひいては目
標加速度αｃの変化量が小さくなり、移行時の加減速シ
ョックが解消され、あるいは大幅に減少する。以下、上
記構成の走行制御装置の作用を説明する。As described above, the target acceleration candidates αa, αb
6, the absolute values of the target acceleration candidates αa and αb, and thus the amount of change in the target acceleration αc are small before and after the transition between the acceleration operation and the deceleration operation in the following operation. Therefore, the acceleration / deceleration shock at the time of transition is eliminated or greatly reduced. Hereinafter, the operation of the traveling control device having the above configuration will be described.
【００１７】操作スイッチ３８がオン操作されると、図
３及び図４に示す追従制御ルーチンが開始される。この
制御ルーチンはＥＣＵ５０により所定周期で実行される
ものであって、同制御ルーチンでは、一対の車輪速セン
サ３２の検出情報の平均値が車両１の車速Ｖａとして算
出され（ステップＳ１）、次に、電波レーダ２とＣＣＤ
カメラ４からの検出情報に基づいて先行車が認識される
と、レーダ２の検出情報から自車と先行車との車間距離
Ｌおよび相対速度ΔＬが算出される（ステップＳ２）。When the operation switch 38 is turned on, a follow-up control routine shown in FIGS. 3 and 4 is started. This control routine is executed by the ECU 50 at predetermined intervals. In the control routine, the average value of the detection information of the pair of wheel speed sensors 32 is calculated as the vehicle speed Va of the vehicle 1 (step S1). , Radio radar 2 and CCD
When the preceding vehicle is recognized based on the detection information from the camera 4, the inter-vehicle distance L and the relative speed ΔL between the own vehicle and the preceding vehicle are calculated from the detection information of the radar 2 (step S2).
【００１８】そして、予め設定された目標車間時間と車
速Ｖａとに基づいて車速Ｖａに応じた目標車間距離Ｌｓ
が算出され（ステップＳ３）、また、目標車間距離Ｌｓ
と実際車間距離Ｌとの偏差ΔＬｓが算出される（ステッ
プＳ４）。次に、上記の式（１）に従って第１目標加速
度候補αａが算出され（ステップＳ５）、式（２）に従
って第２目標加速度候補αｂが算出される（ステップＳ
６）。次いで、第１及び第２目標加速度候補の最小値ｍ
ｉｎ（αａ、αｂ）が選択され、目標加速度αｃとして
設定される（ステップＳ７、Ｓ８）。更に、目標加速度
αｃが負であるか否かが判別される（ステップＳ９）。Then, based on the preset target inter-vehicle time and the vehicle speed Va, the target inter-vehicle distance Ls corresponding to the vehicle speed Va is obtained.
Is calculated (step S3), and the target inter-vehicle distance Ls is calculated.
Then, a deviation ΔLs between the vehicle and the actual inter-vehicle distance L is calculated (step S4). Next, a first target acceleration candidate αa is calculated according to the above equation (1) (step S5), and a second target acceleration candidate αb is calculated according to the equation (2) (step S5).
6). Next, the minimum value m of the first and second target acceleration candidates
in (αa, αb) is selected and set as the target acceleration αc (steps S7, S8). Further, it is determined whether or not the target acceleration αc is negative (step S9).
【００１９】ステップＳ９での判別結果が否定（Ｎｏ）
であれば、実際車間距離Ｌが目標車間距離Ｌsになるよ
うにスロットルアクチュエータ１２が駆動される（ステ
ップＳ１０）。この結果、スロットルバルブ８が開いて
エンジン６の出力が増大し、車両１が加速運転される。
一方、ステップＳ９での判別結果が肯定（Ｙｅｓ）であ
れば、スロットルバルブ８が閉じるようにスロットルア
クチュエータ１２が駆動され（ステップＳ１１）、更
に、実際車間距離Ｌが目標車間距離Ｌｓになるようにブ
レーキアクチュエータ３０が駆動される（ステップＳ１
２）。この結果、エンジン出力が低減すると共に車輪２
０、２２に制動力が加えられて、車両１が減速運転され
る。The result of the determination in step S9 is negative (No).
If so, the throttle actuator 12 is driven such that the actual inter-vehicle distance L becomes equal to the target inter-vehicle distance Ls (step S10). As a result, the throttle valve 8 opens, the output of the engine 6 increases, and the vehicle 1 is accelerated.
On the other hand, if the determination result in step S9 is affirmative (Yes), the throttle actuator 12 is driven so that the throttle valve 8 is closed (step S11), and further, the actual inter-vehicle distance L is set to the target inter-vehicle distance Ls. The brake actuator 30 is driven (Step S1)
2). As a result, the engine output decreases and the wheels 2
The braking force is applied to 0 and 22 and the vehicle 1 is decelerated.
【００２０】以上で、本発明の一実施形態の説明を終え
るが、本発明は、この実施形態に限定されず、種々に変
形可能である。例えば、上記実施形態では目標加速度候
補算出部を第１、第２目標加速度候補をそれぞれ算出す
る２つの算出部で構成した場合について説明したが、目
標加速度候補算出部で算出すべき目標加速度候補の数は
２つに限定されず、目標加速度候補算出部は、それぞれ
一つの目標加速度候補を算出する３つ以上の算出部を備
えるもので良い。この場合、好ましくは、上記実施形態
の場合のように、車間距離、相対速度、自車の車速など
の一つ以上の走行情報パラメータの関数でそれぞれ表さ
れる複数の制御項を加算することにより目標加速度候補
を求めるように各算出部を構成し、また、目標加速度候
補の算出式における各制御項の制御ゲイン（重み付け）
の比率が算出部間で同一になるように、各算出部の制御
ゲインを設定する。これにより、３つ以上の算出部のそ
れぞれに供給される走行情報が互いに同一になって、こ
れらの算出部で算出される３つ以上の目標加速度候補の
位相が同一になり、追従制御における加速運転から減速
運転への移行および減速運転から加速運転への移行が円
滑に行われる。The description of one embodiment of the present invention is completed above, but the present invention is not limited to this embodiment and can be variously modified. For example, in the above-described embodiment, the case has been described where the target acceleration candidate calculation unit is configured with two calculation units that respectively calculate the first and second target acceleration candidates. However, the target acceleration candidate calculation unit that calculates the target acceleration candidate is described below. The number is not limited to two, and the target acceleration candidate calculation unit may include three or more calculation units that calculate one target acceleration candidate. In this case, preferably, as in the case of the above embodiment, by adding a plurality of control terms each represented by a function of one or more traveling information parameters such as an inter-vehicle distance, a relative speed, and a vehicle speed of the own vehicle. Each calculation unit is configured to obtain a target acceleration candidate, and a control gain (weight) of each control term in a calculation formula of the target acceleration candidate
The control gain of each calculation unit is set so that the ratio of the calculation units is the same between the calculation units. As a result, the traveling information supplied to each of the three or more calculation units becomes the same as each other, the phases of the three or more target acceleration candidates calculated by these calculation units become the same, and the acceleration in the following control is increased. The transition from the operation to the deceleration operation and the transition from the deceleration operation to the acceleration operation are performed smoothly.
【００２１】なお、本発明において、複数の目標加速度
候補の位相を互いに同一にすることは必須ではなく、例
えば、図５に一点鎖線で例示するように目標加速度候補
αａ、αｂと位相が異なる目標加速度候補αｄを算出
し、これら３つの目標加速度候補の最小値min（αａ、
αｂ、αｄ）を目標加速度として選択するようにしても
良い。In the present invention, it is not essential that the phases of a plurality of target acceleration candidates be the same as each other. For example, as shown by a dashed line in FIG. 5, the target acceleration candidates αa and αb have different phases from the target acceleration candidates. The acceleration candidate αd is calculated, and the minimum value min (αa,
αb, αd) may be selected as the target acceleration.
【００２２】また、目標加速度候補の算出に用いる走行
情報や算出式は実施形態のものに限定されない。更に、
本発明での車速制御は実施形態のものに限定されず、例
えば、追従制御ルーチンでの目標加速度の正負判別で目
標加速度が負であると判別された場合に、特開平１１−
１１２７３号公報に記載のように補助制動力を発生させ
て運転者のブレーキペダル操作による制動を支援し、先
行車が急制動した場合にも余裕空走時間を確保して追従
走行時の安全性向上を図るようにしても良い。或いは、
走行制御装置の構成を簡略にするべく、ブレーキアクチ
ュエータを除去して車速制御をスロットルアクチュエー
タの開閉駆動により行うようにしても良い。Further, the travel information and the calculation formula used for calculating the target acceleration candidate are not limited to those of the embodiment. Furthermore,
The vehicle speed control according to the present invention is not limited to that of the embodiment. For example, when it is determined that the target acceleration is negative by the positive / negative determination of the target acceleration in the follow-up control routine, Japanese Patent Laid-Open No.
As described in Japanese Patent Application Publication No. 11273, an auxiliary braking force is generated to assist the driver in braking by operating the brake pedal, and even when the preceding vehicle is suddenly braked, a sufficient idle running time is ensured to ensure safety during following-up traveling. You may make it improve. Or,
In order to simplify the configuration of the travel control device, the brake actuator may be removed and vehicle speed control may be performed by opening and closing the throttle actuator.
【００２３】[0023]
【発明の効果】本発明に係る車両の走行制御装置は、自
車および先行車の走行情報に基づき相異なる複数の制御
ゲインを用いて目標加速度候補算出手段が算出した複数
の目標加速度候補のうちの最小値を選択手段により選択
すると共に目標加速度設定手段によりこの最小値を目標
加速度として設定し、この目標加速度に基づいて制御手
段が自車と先行車との車間距離が目標車間距離になるよ
うに自車の車速を制御して追従制御を行うので、追従走
行のための加速運転や減速運転に際して運転モード判定
が不要であり、また、追従走行での安全性を確保しつ
つ、追従走行における加速運転から減速運転への移行お
よび減速運転から加速運転への移行を円滑に行え、乗り
心地を向上することができる。The traveling control device for a vehicle according to the present invention includes a plurality of target acceleration candidates calculated by the target acceleration candidate calculating means using a plurality of different control gains based on traveling information of the own vehicle and the preceding vehicle. Is selected by the selection means and the minimum value is set as the target acceleration by the target acceleration setting means. Based on the target acceleration, the control means sets the inter-vehicle distance between the host vehicle and the preceding vehicle to the target inter-vehicle distance. Since the following control is performed by controlling the vehicle speed of the own vehicle, it is not necessary to determine the driving mode during the acceleration operation or the deceleration operation for the following operation, and while ensuring safety in the following operation, The transition from the acceleration operation to the deceleration operation and the transition from the deceleration operation to the acceleration operation can be performed smoothly, and the riding comfort can be improved.
【図１】本発明の一実施形態による車両の走行制御装置
の概略図である。FIG. 1 is a schematic diagram of a traveling control device for a vehicle according to an embodiment of the present invention.
【図２】図１に示した電子制御ユニットの各種機能部を
周辺要素と共に示すブロック図である。FIG. 2 is a block diagram showing various functional units of the electronic control unit shown in FIG. 1 together with peripheral elements.
【図３】電子制御ユニットが実行する追従制御ルーチン
の一部を示すフローチャートである。FIG. 3 is a flowchart showing a part of a follow-up control routine executed by an electronic control unit.
【図４】図３に続く、追従制御ルーチンの残部を示すフ
ローチャートである。FIG. 4 is a flowchart showing the remaining part of the follow-up control routine following FIG. 3;
【図５】第１及び第２目標加速度候補の時間経過に伴う
変化を例示する図である。FIG. 5 is a diagram exemplifying a change over time of first and second target acceleration candidates.
【図６】図５に示すように変化する第１及び第２目標加
速度候補から求められる目標加速度の時間変化に伴う変
化を示す図である。FIG. 6 is a diagram showing a change with time of a target acceleration obtained from first and second target acceleration candidates that change as shown in FIG. 5;
【符号の説明】 １ 車両 ２ 電波レーダ ４ ＣＣＤカメラ １２ スロットルアクチュエータ ３０ ブレーキアクチュエータ ３２ 車輪速センサ ５０ 電子制御ユニット ５１ 目標加速度候補算出部 ５２ 選択部 ５３ 目標加速度設定部 ５４ 車速制御部 αａ、αｂ 目標加速度候補 αｃ 目標加速度[Description of Signs] 1 Vehicle 2 Radio wave radar 4 CCD camera 12 Throttle actuator 30 Brake actuator 32 Wheel speed sensor 50 Electronic control unit 51 Target acceleration candidate calculation unit 52 Selection unit 53 Target acceleration setting unit 54 Vehicle speed control unit αa, αb Target acceleration Candidate αc target acceleration
フロントページの続き (72)発明者 矢野 拓人 東京都千代田区丸の内二丁目２番３号 三 菱電機株式会社内 (72)発明者 甲斐 幸一 東京都千代田区丸の内二丁目２番３号 三 菱電機株式会社内 Ｆターム(参考） 3D044 AA01 AA21 AA25 AA27 AA41 AA45 AA47 AB01 AC24 AC26 AC59 AD04 AD21 AE22 3G093 AA01 BA02 BA23 CB06 DB02 DB05 DB16 EA09 EB04 EC01 FA04 FB02 5H180 AA01 CC04 CC12 CC14 LL01 LL04 Continued on the front page. (72) Inventor Takuto Yano 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Inside Mitsubishi Electric Corporation (72) Inventor Koichi Kai 2-3-2 Marunouchi 2-chome, Chiyoda-ku, Tokyo Mitsubishi Electric In-house F term (reference) 3D044 AA01 AA21 AA25 AA27 AA41 AA45 AA47 AB01 AC24 AC26 AC59 AD04 AD21 AE22 3G093 AA01 BA02 BA23 CB06 DB02 DB05 DB16 EA09 EB04 EC01 FA04 FB02 5H180 AA01 CC04 CC12 CC14 LL01
Claims (1)
の車間距離が目標車間距離となるように前記自車の車速
を制御して追従制御を行う車両の走行制御装置におい
て、 前記自車および前記先行車の走行情報に基づいて且つ相
異なる制御ゲインを用いて複数の目標加速度候補を算出
する目標加速度候補算出手段と、 前記目標加速度算出手段からの前記複数の目標加速度候
補の最小値を選択する選択手段と、 前記選択手段により選択された前記最小値を目標加速度
として設定する目標加速度設定手段と、 前記目標加速度設定手段により設定された前記目標加速
度に基づいて前記自車の車速を制御する制御手段とを備
えることを特徴とする車両の走行制御装置。1. A traveling control device for a vehicle that performs a following control by controlling a vehicle speed of the own vehicle such that an inter-vehicle distance between the own vehicle and a preceding vehicle traveling in the same lane becomes a target inter-vehicle distance. A target acceleration candidate calculating means for calculating a plurality of target acceleration candidates based on traveling information of the own vehicle and the preceding vehicle and using different control gains; and a minimum of the plurality of target acceleration candidates from the target acceleration calculating means. Selecting means for selecting a value; target acceleration setting means for setting the minimum value selected by the selecting means as a target acceleration; and a vehicle speed of the own vehicle based on the target acceleration set by the target acceleration setting means. And a control means for controlling the driving of the vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000368732A JP3842036B2 (en) | 2000-12-04 | 2000-12-04 | Vehicle travel control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2000368732A JP3842036B2 (en) | 2000-12-04 | 2000-12-04 | Vehicle travel control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2002166747A true JP2002166747A (en) | 2002-06-11 |
| JP3842036B2 JP3842036B2 (en) | 2006-11-08 |
Family
ID=18838893
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2000368732A Expired - Fee Related JP3842036B2 (en) | 2000-12-04 | 2000-12-04 | Vehicle travel control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP3842036B2 (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006264645A (en) * | 2005-03-25 | 2006-10-05 | Toyota Motor Corp | Vehicular travel control system |
| JP2007015498A (en) * | 2005-07-06 | 2007-01-25 | Toyota Motor Corp | Running controller for vehicle |
| JP2008189199A (en) * | 2007-02-06 | 2008-08-21 | Fuji Heavy Ind Ltd | Driving assisting apparatus of vehicle |
| JP2009107622A (en) * | 2008-12-17 | 2009-05-21 | Toyota Motor Corp | Warning device for vehicle |
| US7634346B2 (en) | 2005-03-23 | 2009-12-15 | Toyota Jidosha Kabushiki Kaisha | Running control device for vehicle |
| US8680977B2 (en) | 2006-05-12 | 2014-03-25 | Toyota Jidosha Kabushiki Kaisha | Alarm system and alarm method for vehicle |
| CN104843008A (en) * | 2014-02-13 | 2015-08-19 | 株式会社电装 | Vehicle driving control apparatus |
| CN104859653A (en) * | 2014-02-20 | 2015-08-26 | 株式会社电装 | Vehicle driving control apparatus |
| JP2018039435A (en) * | 2016-09-09 | 2018-03-15 | 日産自動車株式会社 | Inter-vehicular distance control method and inter-vehicular distance control apparatus |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109920264B (en) * | 2019-04-29 | 2021-02-02 | 深圳成谷科技有限公司 | Lane changing guide method and system based on traffic flow information |
-
2000
- 2000-12-04 JP JP2000368732A patent/JP3842036B2/en not_active Expired - Fee Related
Cited By (14)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7634346B2 (en) | 2005-03-23 | 2009-12-15 | Toyota Jidosha Kabushiki Kaisha | Running control device for vehicle |
| JP2006264645A (en) * | 2005-03-25 | 2006-10-05 | Toyota Motor Corp | Vehicular travel control system |
| JP2007015498A (en) * | 2005-07-06 | 2007-01-25 | Toyota Motor Corp | Running controller for vehicle |
| JP4525495B2 (en) * | 2005-07-06 | 2010-08-18 | トヨタ自動車株式会社 | Vehicle travel control device |
| US8680977B2 (en) | 2006-05-12 | 2014-03-25 | Toyota Jidosha Kabushiki Kaisha | Alarm system and alarm method for vehicle |
| JP2008189199A (en) * | 2007-02-06 | 2008-08-21 | Fuji Heavy Ind Ltd | Driving assisting apparatus of vehicle |
| JP2009107622A (en) * | 2008-12-17 | 2009-05-21 | Toyota Motor Corp | Warning device for vehicle |
| CN104843008A (en) * | 2014-02-13 | 2015-08-19 | 株式会社电装 | Vehicle driving control apparatus |
| JP2015150976A (en) * | 2014-02-13 | 2015-08-24 | 株式会社デンソー | vehicle travel control device |
| US9327727B2 (en) | 2014-02-13 | 2016-05-03 | Denso Corporation | Vehicle driving control apparatus |
| KR101752852B1 (en) * | 2014-02-13 | 2017-06-30 | 가부시키가이샤 덴소 | Vehicle driving control apparatus |
| CN104843008B (en) * | 2014-02-13 | 2018-08-31 | 株式会社电装 | Vehicle drive control device |
| CN104859653A (en) * | 2014-02-20 | 2015-08-26 | 株式会社电装 | Vehicle driving control apparatus |
| JP2018039435A (en) * | 2016-09-09 | 2018-03-15 | 日産自動車株式会社 | Inter-vehicular distance control method and inter-vehicular distance control apparatus |
Also Published As
| Publication number | Publication date |
|---|---|
| JP3842036B2 (en) | 2006-11-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP3681052B2 (en) | Follow-up control device | |
| JP3838048B2 (en) | Vehicle travel control device | |
| JP5127917B2 (en) | Vehicle control device | |
| JP3832526B2 (en) | Vehicle travel control device | |
| JP7151179B2 (en) | Lane change estimation device and lane change estimation method, vehicle control device and vehicle control method | |
| US20070191997A1 (en) | Vehicle control system | |
| EP1065087B1 (en) | Automobile running control system for optimum inter-vehicle spacing | |
| EP1577147B1 (en) | Deceleration control apparatus and method for automotive vehicle | |
| JP2003306055A (en) | Travelling speed control system | |
| JP2000203314A (en) | Method and device for braking automobile in proximity range of obstacle | |
| JP3327217B2 (en) | Vehicle running control method | |
| JP3952104B2 (en) | Vehicle travel control device | |
| JP4973413B2 (en) | Driving support device and driving support method | |
| US20230382455A1 (en) | Collision avoidance support apparatus | |
| JP2002166747A (en) | Running controller for vehicle | |
| JP3707521B2 (en) | Vehicle travel control device | |
| JP7351076B2 (en) | Electric vehicle control method and electric vehicle control device | |
| JPH06336125A (en) | Traveling controller for vehicle | |
| JP3957057B2 (en) | Vehicle traveling control apparatus and method | |
| JP3236133B2 (en) | Car driving control device | |
| JPH0717295A (en) | Speed control device for vehicle | |
| JP3747989B2 (en) | Vehicle travel control device | |
| JPH11334554A (en) | Run controller for vehicle | |
| CN114620029A (en) | Method, apparatus and computer program product for adjusting speed during parking | |
| JP3901445B2 (en) | Vehicle travel control device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20051227 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20060125 |
|
| A521 | Written amendment |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20060324 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20060726 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20060809 |
|
| R150 | Certificate of patent or registration of utility model |
Free format text: JAPANESE INTERMEDIATE CODE: R150 Ref document number: 3842036 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| S531 | Written request for registration of change of domicile |
Free format text: JAPANESE INTERMEDIATE CODE: R313531 |
|
| R350 | Written notification of registration of transfer |
Free format text: JAPANESE INTERMEDIATE CODE: R350 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090818 Year of fee payment: 3 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100818 Year of fee payment: 4 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110818 Year of fee payment: 5 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110818 Year of fee payment: 5 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120818 Year of fee payment: 6 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120818 Year of fee payment: 6 |
|
| FPAY | Renewal fee payment (event date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130818 Year of fee payment: 7 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| R250 | Receipt of annual fees |
Free format text: JAPANESE INTERMEDIATE CODE: R250 |
|
| LAPS | Cancellation because of no payment of annual fees |