WO2010100761A1 - 車両走行制御装置 - Google Patents
車両走行制御装置 Download PDFInfo
- Publication number
- WO2010100761A1 WO2010100761A1 PCT/JP2009/054328 JP2009054328W WO2010100761A1 WO 2010100761 A1 WO2010100761 A1 WO 2010100761A1 JP 2009054328 W JP2009054328 W JP 2009054328W WO 2010100761 A1 WO2010100761 A1 WO 2010100761A1
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- speed
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- 238000000034 method Methods 0.000 description 15
- 238000010586 diagram Methods 0.000 description 10
- 230000001133 acceleration Effects 0.000 description 8
- 230000000694 effects Effects 0.000 description 4
- 238000013459 approach Methods 0.000 description 3
- 238000005516 engineering process Methods 0.000 description 3
- 238000011156 evaluation Methods 0.000 description 3
- 238000012545 processing Methods 0.000 description 3
- 230000007423 decrease Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 230000005540 biological transmission Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000035945 sensitivity Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
- B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
- B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
- B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
- B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
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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
- B60W30/14—Adaptive cruise control
- B60W30/143—Speed control
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- 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
- B60W2540/00—Input parameters relating to occupants
- B60W2540/18—Steering angle
-
- 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
-
- 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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
-
- 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
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
Definitions
- the present invention relates to a vehicle travel control device that performs vehicle travel control (vehicle speed adjustment).
- Patent Document 3 discloses a technology related to a cruise control device that can appropriately follow an actual vehicle speed with a target vehicle speed in cruise control.
- Patent Document 4 discloses a technique related to a vehicle drive output control device that performs driving support for controlling the vehicle speed to a target vehicle speed on condition that the accelerator is off.
- Patent Document 5 discloses a technique related to a vehicle drive output control device that prevents overshooting when a constant speed traveling condition is established by turning off the accelerator and approaches the target vehicle speed.
- Patent Document 6 discloses a technology relating to an auto cruise control device and method for undershooting and converging to a target value when the vehicle speed is reduced to approach the target vehicle speed during auto cruise.
- Patent Document 7 discloses a technique related to a vehicle acceleration control device that suppresses a driver's uncomfortable feeling by controlling the acceleration of a vehicle by reducing the target acceleration on an uphill and increasing the target acceleration on a downhill road. Yes.
- the driver may feel very uncomfortable following the set speed due to changes in the road surface or the driver's operation. There was a problem. Specifically, there is a problem that the driver may feel uncomfortable depending on the driving condition such as the road surface gradient when the accelerator is turned off and the control to follow the target vehicle speed is executed.
- the present invention has been made in view of the above problems, and even when the target speed is a very low speed such as several km / h, the driver can adjust the speed of the vehicle without feeling uncomfortable. It is an object of the present invention to provide a vehicle travel control device that can be used.
- a vehicle travel control device is a vehicle travel control device that converges a vehicle speed to a first target speed set in advance, wherein the vehicle speed is the first target speed. If the speed is larger than the speed, a determination means for determining a speed reduction range based on pre-acquired vehicle running state information including information related to driver operation, speed and road gradient, and the determination means Setting means for setting a second target speed smaller than the first target speed based on the lowering range and the first target speed, and the second target in which the speed of the vehicle is set by the setting means After the speed is converged, the speed is converged to the first target speed.
- the vehicle travel control device is the vehicle travel control device described above, wherein the information related to the driver operation includes an operation amount of a brake pedal, an operation change amount of an accelerator pedal, and a steering angle operation amount of a steering wheel.
- the determination means includes at least one, and the determining means determines the lowering width to be small when the operation amount of the brake pedal is large, and determines the lowering width when the operation change amount of the accelerator pedal is large. It is determined to be large, and when the steering angle operation amount of the steering is large, the lowering width is determined to be large.
- the speed reduction is performed based on vehicle travel state information acquired in advance including information on driver operation, at least one of speed and road gradient.
- the target speed (first target speed) is a very low speed such as several km / h
- the present invention can adjust the speed of the vehicle without the driver feeling uncomfortable.
- the present invention adjusts the vehicle speed without causing the driver to feel uncomfortable due to the driver's operation, the road surface gradient, the speed, etc. when executing the control to follow the target speed with the accelerator off.
- the present invention has an effect that the driver can decelerate without feeling uncomfortable when decelerating and approaching the target vehicle speed.
- the present invention when the operation amount of the brake pedal is large, the lowering amount is determined to be small, and when the operation change amount of the accelerator pedal is large, the lowering amount is determined to be large. When it is large, the lowering width is determined to be large. As a result, the present invention has an effect that it is possible to realize an optimum speed adjustment without causing the driver to feel uncomfortable due to the operation of the driver when following the target speed.
- FIG. 1 is a diagram illustrating an example of a configuration of a vehicle including a vehicle travel control device according to the present invention.
- FIG. 2 is a flowchart showing an example of the vehicle travel control process according to the present embodiment.
- FIG. 3 is a diagram showing an example of the relationship between the lowering range and the operation amount of the brake pedal, the relationship between the lowering rate and the accelerator pedal operation change amount, and the relationship between the lowering range and the steering angle operation amount.
- FIG. 4 is a diagram illustrating an example of the relationship between the gain and the road surface slope change rate.
- FIG. 5 is a diagram illustrating an example of a time lapse of speed when the vehicle travel control process is performed.
- FIG. 6 is a diagram illustrating an example of a relationship between a road surface gradient and a speed change gradient.
- FIG. 1 is a diagram illustrating an example of a configuration of a vehicle including a vehicle travel control device according to the present invention.
- reference numeral 1 denotes a vehicle.
- Reference numeral 10 denotes an engine
- reference numeral 11 denotes a T / M (Transmission)
- reference numeral 12 denotes an accelerator pedal sensor
- reference numeral 13 denotes an ECU (Electronic Control Unit).
- Reference numeral 14 denotes a steering device
- reference numeral 15 denotes a steering angle sensor
- reference numeral 16 denotes an ECU.
- Reference numeral 17 denotes a G (gravity acceleration) sensor.
- Reference numeral 18 denotes a brake device
- reference numeral 19 denotes a brake pedal sensor
- reference numeral 20 denotes an ECU.
- Reference numeral 21 denotes a CAN (Controller Area Network).
- the accelerator pedal sensor 12 is a sensor that detects an operation amount, an operation change amount, and an operation change rate of the accelerator pedal.
- the steering angle sensor 15 is a sensor that detects a steering operation amount, an operation change amount, and an operation change rate.
- the G sensor 17 is a sensor that detects gravitational acceleration.
- the brake pedal sensor 19 is a sensor that detects an operation amount, an operation change amount, and an operation change rate of the brake pedal.
- the CAN 21 mediates data transfer between the ECU 13, ECU 16, and ECU 20 connected to each other. The CAN 21 mediates transfer of data detected by the G sensor 17 to each ECU.
- the ECU 13 is an electronic control unit that controls the operation of the engine 10.
- the ECU 13 has a function of converging the speed of the vehicle 1 to a first target speed set in advance, and further includes a determination unit 13a, a setting unit 13b, an adjustment unit 13c, and a determination unit 13d.
- the determination unit 13a determines the speed reduction range (undershoot amount) based on the vehicle travel state information acquired in advance.
- vehicle running state information include information related to driver operations, speed (specifically, speed at the start of control), road gradient, and the like.
- the driver operation information includes brake pedal operation (for example, MC pressure, stroke, stop lamp SW, etc.), accelerator pedal operation (may be the throttle position detected by the throttle position sensor of the vehicle 1), steering Operation (for example, a steering angle etc.) etc. are mentioned.
- the determination unit 13a may determine the lowering amount to be small when the brake pedal operation amount is large, or may determine the lowering amount to be large when the operation amount of the accelerator pedal is large. When the steering angle operation amount of the steering is large, the lowering range may be determined to be large.
- the setting unit 13b sets a second target speed smaller than the first target speed based on the lowering range and the first target speed determined by the determination unit 13a.
- the adjustment unit 13c optimally controls each hardware of the vehicle 1 (specifically, the engine 10, the T / M 11, the brake device 18 and the like) so that the second target speed set by the setting unit 13b is obtained, and the vehicle 1 Adjust the speed.
- the determination unit 13d determines whether or not the speed of the vehicle 1 adjusted by the adjustment unit 13c has converged to the second target speed set by the setting unit 13b.
- the ECU 16 is an electronic control unit that controls the operation of the steering device 14.
- the ECU 20 is an electronic control unit that controls the operation of the brake device 18.
- the vehicle travel control device according to the present invention (specifically, each means included in the vehicle travel control device according to the present invention) will be described as being provided in the ECU 13. It may be provided in the ECU 20 or may be provided in another ECU (including a newly installed one) connected to the CAN 21. In addition, each unit included in the vehicle travel control device according to the present invention may be provided separately (distributed) in a plurality of different ECUs connected to the CAN 21.
- FIG. 2 is a flowchart showing an example of the vehicle travel control process according to the present embodiment.
- step S1 when a control start condition (for example, accelerator OFF or “the actual speed“ V ”of the vehicle 1 is different from the target speed”) is established (step S1: Yes), the ECU 13 determines in advance that the actual speed “V” of the vehicle 1 The magnitude is compared with the set target speed (first target speed).
- a control start condition for example, accelerator OFF or “the actual speed“ V ”of the vehicle 1 is different from the target speed”.
- the determination unit 13a performs information on the driver operation detected by the accelerator pedal sensor 12, the steering angle sensor 15, and the brake pedal sensor 19 or G Based on the road surface gradient detected by the sensor 17 and the speed at the start of control (the speed detected at the start of control, specifically, the speed when the accelerator pedal is OFF), the undershoot amount (decrease width) of the speed is maintained.
- the value of the variable “V under ” is determined (step S3).
- the information regarding the driver operation includes, for example, the pedal operation amount and the operation speed. Specifically, the accelerator pedal operation amount, operation change amount, operation change rate, and steering angle sensor 15 detected by the accelerator pedal sensor 12 are included.
- the operation amount / operation change amount / operation change rate of the steering wheel detected in step B1 the operation amount / operation change amount / operation change rate of the brake pedal detected by the brake pedal sensor 19 and the like can be mentioned.
- FIG. 3 is a diagram showing an example of the relationship between the lowering range and the operation amount of the brake pedal, the relationship between the lowering rate and the accelerator pedal operation change amount, and the relationship between the lowering range and the steering angle operation amount.
- the determination unit 13a Based on the brake pedal operation amount, the accelerator pedal operation change amount, and the steering angle operation amount, the determination unit 13a refers to the preset maps in FIG. 3 and sets the value of the variable “V under ”. decide. Note that priorities may be given to each map in advance, and the value of the variable “V under ” may be determined by referring to the maps according to the priorities.
- each evaluation function is hybridized in advance in a form suitable for sensitivity (for example, multiplication or addition), and the variable “ Vunder ” is determined according to the hybridized evaluation function.
- the value of “” may be determined.
- the driver controls the deceleration by his own braking operation, so he does not want to adjust the deceleration by the control very much (so as not to bother the driver). To do). Therefore, in the present embodiment, as the brake operation amount increases as shown in FIG. Further, when the change amount of the accelerator operation, that is, the return amount is large, the driver expects a large deceleration.
- the accelerator operation change amount increases as shown in FIG.
- the vehicle has a larger deceleration when the accelerator is turned off than when the steering amount is small (for example, straight traveling) (the speed decreases due to an increase in resistance due to turning). Therefore, in the present embodiment, when the steering amount is large as shown in FIG. 3, the width of the lowering is increased so as to ensure a sense of deceleration, thereby preventing the driver from feeling uncomfortable.
- the ECU 13 sets the variable “K” for holding the gain corresponding to the change rate based on the change rate (unit: “gradient / second”) of the road surface gradient detected by the G sensor 17.
- a value is determined (step S4).
- FIG. 4 is a diagram illustrating an example of the relationship between the gain and the road surface slope change rate.
- the ECU 13 determines the value of the variable “K” with reference to the preset map of FIG. 4 based on the road surface gradient change rate. In this way, the gain for greatly changing the undershoot amount when the road gradient changes greatly (unevenness) is determined.
- the setting unit 13b sets the value of the variable “V target ” based on the target speed, the value of the variable “V under ” determined in step S3 and the value of the variable “K” determined in step S4. (Update) (step S5). Specifically, a value obtained by subtracting the product of the value of the variable “K” and the value of the variable “V under ” from the target speed is substituted into the variable “V target ”.
- the variable “V target ” is used to hold the second target speed in the processes from step S3 to step S7, and is used to hold the first target speed in the processes from step S8 to step S11. Is done.
- the adjusting unit 13c performs speed adjustment control of the vehicle 1 by optimally using the engine 10, the T / M 11, the brake device 18 and the like based on the value of the variable “V target ” set in step S5. (Step S6). Specifically, the adjusting unit 13 c adjusts the speed of the vehicle 1 by optimally controlling the engine 10, the T / M 11, the brake device 18, and the like so that the speed becomes the value of the variable “V target ”.
- the determination unit 13d determines whether or not the actual speed “V” of the vehicle 1 after step S6 is less than or equal to the value of the variable “V target ” set in step 5. That is, it is determined whether or not the speed of the vehicle 1 has converged to the second target speed.
- step S7 When the determination result in the determination unit 13d indicates that the actual speed “V” is not less than or equal to the value of the variable “V target ” (step S7: No), the ECU 13 determines that the speed of the vehicle 1 is the second speed. Assuming that the vehicle has not converged to the target speed (the speed of the vehicle 1 is not undershooted to the second target speed), the process returns to step S3.
- step S7 When the determination result in the determination unit 13d is that the actual speed “V” is equal to or less than the value of the variable “V target ” (step S7: Yes), the ECU 13 determines that the speed of the vehicle 1 is the first speed. 2 It is assumed that the vehicle has converged to the target speed (the speed of the vehicle 1 has been undershot to the second target speed), and the process returns to step S1.
- FIG. 5 is a diagram illustrating an example of a time lapse of speed when the vehicle travel control process is performed.
- FIG. 6 is a diagram illustrating an example of a relationship between a road surface gradient and a speed change gradient.
- the ECU 13 determines the value of the variable “ ⁇ V” with reference to a preset map on the left side of FIG. 6 based on the road surface gradient.
- the setting unit 13b sets (updates) the value of the variable “V target ” based on the value of the variable “ ⁇ V” determined in step S8 (step S9). Specifically, the setting unit 13b adds the value of the variable “ ⁇ V” to the variable “V target ”.
- the setting unit 13b further sets (updates) the value of the variable “V target ” based on the value of the variable “V target ” and the target speed set in step S9 (step S10). Specifically, the setting unit 13b substitutes the smaller one of the target speed and the value of the variable “V target ” updated in step S9 for the variable “V target ”.
- the adjusting unit 13c optimally uses the engine 10, the T / M 11, the brake device 18 and the like based on the value of the variable “V target ” updated in step S10, and controls the speed adjustment of the vehicle 1.
- Step S11 Specifically, the adjusting unit 13 c adjusts the speed of the vehicle 1 by optimally controlling the engine 10, the T / M 11, the brake device 18, and the like so that the speed becomes the value of the variable “V target ”. Then, the ECU 13 returns the process to step S1.
- the speed of the vehicle 1 undershooted to the second target speed is in the form of the curve shown in FIG. 5 (the first target speed does not exceed (does not overshoot)), and the first target Converges (returns) to speed.
- the ECU 13 determines that the variable “ Vunder ” is based on at least one of information related to driver operation, speed, and road gradient. Is determined, the value of the variable “V target ” is set based on the determined value of the variable “V under ” and the target speed, and the vehicle 1 is set to have the speed of the set variable “V target ”. The actual speed “V” of the adjusted vehicle 1 is determined to be equal to or less than the value of the variable “V target ”.
- the ECU 13 determines that the actual speed “V” is equal to or less than the value of the variable “V target ” (in other words, after the speed of the vehicle 1 is undershooted to the second target speed), and then the speed of the vehicle 1. To converge to the target speed.
- the ECU 13 sets a second target speed smaller than the original first target speed in accordance with the speed when the accelerator pedal is OFF, converges the vehicle speed to the set second target speed, and then sets the original first first speed. Return to the target speed.
- the ECU 13 brings the actual speed of the vehicle 1 closer to the target speed when the accelerator is OFF, when the actual speed is closer to the target speed when the actual speed is higher than the target speed, the ECU 13 sets the actual speed to an under setting that is set according to the vehicle running state. After shooting, converge to the target speed.
- the ECU 13 converges the speed of the vehicle 1 to the target speed so that it does not exceed the target speed even if the time to reach the target speed becomes long.
- the ECU 13 determines the undershoot amount according to the vehicle running state. Specifically, the ECU 13 determines that the value of the variable “ Vunder ” is small when the amount of operation of the brake pedal is large, and increases the value of the variable “ Vunder ” when the amount of change in operation of the accelerator pedal is large. When the steering angle operation amount of the steering is large, the value of the variable “V under ” is determined to be large.
- the speed of the vehicle can be adjusted without causing the driver to feel uncomfortable due to driving conditions such as driver operation, road gradient, and speed. .
- driving conditions such as driver operation, road gradient, and speed.
- the driver can decelerate without feeling uncomfortable.
- the vehicle speed is once lowered (undershoot) to a second target speed smaller than the target speed, and then the vehicle speed is reduced to the target speed. Since it converges to the target speed while controlling so as not to become above, all these problems can be solved.
- the gain according to the road surface gradient is determined, and the undershoot amount is largely changed according to the road surface gradient using the determined gain, so that this problem can be solved.
- the acceleration feeling that the driver learns depends on the magnitude of the road gradient even at the same speed increase, for example, there is a problem that when the road gradient is large, the driver feels that it is accelerating beyond the actual speed,
- the speed at the start of control is lower than the target speed, the method of increasing the speed is changed according to the road surface gradient, so this problem can be solved.
- the vehicle travel control device according to the present invention can be suitably implemented particularly in the automobile manufacturing industry and is extremely useful.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Automation & Control Theory (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
Abstract
Description
10 エンジン
11 T/M
12 アクセルペダルセンサ
13 ECU
13a 決定部
13b 設定部
13c 調整部
13d 判定部
14 ステアリング装置
15 舵角センサ
16 ECU
17 Gセンサ
18 ブレーキ装置
19 ブレーキペダルセンサ
20 ECU
21 CAN
本発明にかかる車両走行制御装置を備えた車両の構成について、図1を参照して説明する。図1は、本発明にかかる車両走行制御装置を備えた車両の構成の一例を示す図である。
つぎに、本実施の形態にかかる車両走行制御処理を、図2から図6を参照して詳細に説明する。図2は、本実施の形態にかかる車両走行制御処理の一例を示すフローチャートである。
以上説明したように、ECU13は、車両1の実速度“V”が予め設定された目標速度より大きい場合、ドライバー操作に関する情報、速度および路面勾配のうち少なくも1つに基づいて変数“Vunder”の値を決定し、決定した変数“Vunder”の値および目標速度に基づいて変数“Vtarget”の値を設定し、設定した変数“Vtarget”の値の速度となるように車両1の速度を調整し、調整後の車両1の実速度“V”が変数“Vtarget”の値以下であるか否かを判定する。そして、ECU13は、実速度“V”が変数“Vtarget”の値以下であると判定された後(換言すると車両1の速度が第2目標速度までアンダーシュートされた後)、車両1の速度を目標速度に収束させる。
Claims (2)
- 車両の速度を予め設定された第1目標速度に収束させる車両走行制御装置であって、
前記車両の速度が前記第1目標速度より大きい場合、ドライバー操作に関する情報、速度および路面勾配のうち少なくも1つを含む予め取得した車両走行状態情報に基づいて、速度の下げ幅を決定する決定手段と、
前記決定手段で決定した前記下げ幅および前記第1目標速度に基づいて、当該第1目標速度より小さい第2目標速度を設定する設定手段と、
を備え、
前記車両の速度を、前記設定手段で設定した前記第2目標速度に収束させた後、前記第1目標速度に収束させること、
を特徴とする車両走行制御装置。 - 前記ドライバー操作に関する情報は、ブレーキペダルの操作量、アクセルペダルの操作変化量およびステアリングの舵角操作量のうち少なくとも1つに関するものを含み、
前記決定手段は、前記ブレーキペダルの前記操作量が大きいときは前記下げ幅を小さなものに決定し、前記アクセルペダルの前記操作変化量が大きいときは前記下げ幅を大きなものに決定し、前記ステアリングの前記舵角操作量が大きいときは前記下げ幅を大きなものに決定すること、
を特徴とする請求項1に記載の車両走行制御装置。
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EP09841123.4A EP2404803A4 (en) | 2009-03-06 | 2009-03-06 | DEVICE FOR CONTROLLING DISPLACEMENT OF A VEHICLE |
PCT/JP2009/054328 WO2010100761A1 (ja) | 2009-03-06 | 2009-03-06 | 車両走行制御装置 |
JP2011502561A JP5196005B2 (ja) | 2009-03-06 | 2009-03-06 | 車両走行制御装置 |
US13/254,716 US8554443B2 (en) | 2009-03-06 | 2009-03-06 | Vehicle travel control device |
CN200980157897.6A CN102341287B (zh) | 2009-03-06 | 2009-03-06 | 车辆行驶控制装置 |
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PCT/JP2009/054328 WO2010100761A1 (ja) | 2009-03-06 | 2009-03-06 | 車両走行制御装置 |
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US (1) | US8554443B2 (ja) |
EP (1) | EP2404803A4 (ja) |
JP (1) | JP5196005B2 (ja) |
CN (1) | CN102341287B (ja) |
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Also Published As
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JP5196005B2 (ja) | 2013-05-15 |
EP2404803A1 (en) | 2012-01-11 |
JPWO2010100761A1 (ja) | 2012-09-06 |
CN102341287B (zh) | 2014-06-18 |
EP2404803A4 (en) | 2016-08-10 |
US8554443B2 (en) | 2013-10-08 |
US20110320102A1 (en) | 2011-12-29 |
CN102341287A (zh) | 2012-02-01 |
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