JP2008168865A - Control unit for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control unit for a vehicle capable of performing control of the vehicle suitably consistent with a driver. <P>SOLUTION: The control unit for a vehicle includes: a means (S109) for detecting specific travelling related information including driving conditions, conditions of a driver, and conditions of a road surface at the time of travelling at a target controlling point and in the vicinity of the target controlling point; a means (S109) for detecting the position where the specific travelling related information is detected; a means (S110) for temporarily storing the specific travelling related information together with the detected position information; a means (S112) for memorizing position information of which the temporarily stored specific travelling related information is detected on the basis of the compensated map information, when compensation of the map information of a navigation system of the vehicle is performed (S111); and a means (S105) for controlling the vehicle on the basis of the position information of which the memorized specific travelling related information is detected. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device capable of performing vehicle control that matches a driver.

  For example, a technique for controlling a vehicle based on information on a position where the vehicle travels is known. Here, the information related to the position where the vehicle travels includes a travel environment parameter related to the position where the vehicle travels. The travel environment parameter includes, for example, a corner, an intersection, a corner, a T-junction, a temporary stop, a crossing, This includes toll gates such as roads dedicated to automobiles, traffic lights, crosswalks, pedestrians, exits and junctions such as roads dedicated to automobiles, points where the number of lanes decreases, points where roads become narrower, prospects, and road gradients. The vehicle control includes, for example, automatic transmission downshift, automatic brake, regenerative brake, electronic throttle closing control, control for delaying automatic transmission upshift, and vehicle driving force control such as exhaust brake. It is.

  Japanese Patent Laid-Open No. 2003-287117 (Patent Document 1) discloses the following technique as a control method for an automatic transmission that adapts the shift characteristics of the transmission according to the driver's image. That is, if the intervention by the driver is a predictive intervention, the transmission control unit loads the characteristics of the coming route from the database into the buffer memory, and sets variables describing the driving state of the vehicle and the intervention by the driver. , Before and after the intervention, for a period corresponding to the operating time of the FIFO buffer, record in the buffer memory, search for special path characteristics in the buffer memory, and if special path characteristics exist, Solved by a method configured to calculate the input data and adapt the classification system for intervention to the characteristics desired by the driver or to reject the driver intervention if no special path features exist The

JP 2003-287117 A

  For example, in a technique for controlling a vehicle based on information related to a position where the vehicle travels, it is desired that vehicle control matched by the driver is performed. In particular, when vehicle control is performed based on vehicle position information, vehicle control may be executed at a timing that does not match the driver's intention if the vehicle position detection accuracy is poor.

  An object of the present invention is to provide a vehicle control device capable of performing vehicle control that matches a driver.

  The vehicle control device according to the present invention includes a unit for detecting specific travel-related information including a control target point and a driving state when driving around the control target point, a driver's state, and a road surface state, and the specific travel-related information. Means for detecting the position where the specific travel-related information is detected, means for temporarily storing information on the position where the specific travel-related information is detected, and the correction when the map information of the vehicle navigation system device is corrected. Based on the map information, the means for correcting and storing the information on the position where the temporarily stored specific travel related information is detected, the specific travel related information, and the stored specific travel related information are detected. Means for controlling the vehicle based on the position information.

  In the vehicle control device of the present invention, the correction of the information on the position at which the temporarily stored specific traveling related information is detected is performed based on the map information of the navigation system device from the position at which the temporarily stored specific traveling related information is detected. It is characterized in that it is performed based on the distance to the position where the correction is performed.

  According to the vehicle control device of the present invention, it is possible to perform vehicle control that matches the driver.

  Hereinafter, an embodiment of a vehicle control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
An embodiment will be described with reference to FIGS. 1 to 5.
In the present embodiment, as an example of a technique for controlling a vehicle based on information on a position where the vehicle travels, a control for giving a deceleration based on information on a corner of a road (for example, downshift control of an automatic transmission) And brake control).

In this embodiment, in order to control the vehicle by reflecting the travel history (past travel state), the state of the driver / driver during travel (running state, driving orientation, mood, satisfaction with control, etc.) and road surface A vehicle control device including a storage device that stores a state (road surface μ, unevenness) and the like together with position information, date and time, and the number of times of travel (travel frequency) at the point has the following configuration.
・ Driving during driving ・ Driver's condition and road surface condition are temporarily saved for a predetermined time, and when the current position and position information on the map are corrected (map matching), it is traced back based on the distance information The temporarily stored information is stored together with the map position.

  For example, there is a position recognition error that depends on the position detection accuracy of the navigation system device of the vehicle, so that the state of the driver / driver is in addition to inaccurate position information regarding the position where the driver / driver's state / road surface condition has changed. If information indicating that the road surface condition has changed is stored and the vehicle is controlled based on the stored information, the control is executed at a timing contrary to the driver's intention. On the other hand, in the present embodiment, by adopting the above configuration, the occurrence of the above problem is suppressed, and vehicle control in accordance with the driver's intention is realized.

  As will be described in detail below, the vehicle control device of the present embodiment is a driving target state (driving angle indicated by reference numeral 202 in FIG. 4) and a driving state when driving around the control target point, and a driver's state. And means for detecting specific travel-related information including the road surface state (step S109 in FIG. 1), means for detecting the position where the specific travel-related information is detected (step S109 in FIG. 1), and the specific travel-related information When the map information of the vehicle navigation system apparatus is corrected (step S111-Y) and the means for temporarily storing the information of the position where the vehicle is detected (step S110 in FIG. 1), the corrected map information Based on the above, the means (step S112) for correcting and storing the information of the position where the temporarily stored specific travel related information is detected, the specific travel related information, and the storage Particular travel-related information based on the information of the position detected, and means (step S105) of controlling the vehicle.

  In the vehicle control apparatus of the present embodiment, the correction of the position information where the temporarily stored specific travel related information is detected (step S112) is the position where the temporarily stored specific travel related information is detected (FIG. 5). (See reference numeral 401 in FIG. 5) to a position (see reference numeral 402 in FIG. 5) from which the map information of the navigation system device is corrected (see reference numeral 402 in FIG. 5).

FIG. 2 is a block diagram showing a schematic configuration of the present embodiment.
As shown in FIG. 2, a throttle valve 56 that is driven by a throttle actuator 54 based on an operation amount of an accelerator pedal 50 detected by an accelerator operation amount sensor 52 is provided in the intake pipe of the engine 10 of the vehicle. .

The engine rotational speed sensor 58 for detecting the rotational speed N _E of the engine 10, the intake air quantity sensor 60 for detecting an intake air quantity Q / N of the engine 10, the intake air temperature sensor 62 for detecting the temperature T _A of intake air , a vehicle speed sensor 66 for detecting the rotational speed N _OUT i.e. the vehicle speed V of the throttle sensor 64, an output shaft (not shown) for detecting an opening theta _TH of the throttle valve 56, detects the cooling water temperature T _W of the engine 10 A coolant temperature sensor 68, a brake switch 70 for detecting the operation of the brake, an operation position sensor 74 for detecting the operation position _PSH of the shift lever 72, and a clutch for detecting the input shaft (not shown), that is, the rotational speed N _C0 of the clutch _C0. A C0 rotation sensor 75, an oil temperature sensor 77 for detecting the hydraulic oil temperature T _OIL of the hydraulic control circuit 84, and the like are provided. , Engine speed N _E , intake air amount Q / N, intake air temperature T _A , throttle valve opening θ _TH , vehicle speed V, engine cooling water temperature T _W , brake operating state BK, shift lever 72 operating position P _SH, rotational speed N _C0 of the clutch C0, a signal representative of the working oil temperature T _oIL is to be supplied to the engine electronic control unit 76 or the shift electronic control unit 78.

  The navigation system device 113 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information necessary for traveling of the vehicle (map, straight road, curve, uphill / downhill, highway) Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver. A signal output from the navigation system device 113 is supplied to the shift electronic control device 78.

  The radar 114 is a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front of the vehicle, and measures the inter-vehicle distance from the vehicle ahead. The camera 116 has a vehicle periphery monitoring camera and a vehicle interior camera. The vehicle periphery monitoring camera is used to acquire information indicating the situation of the road ahead, the road type, the road scene, the surrounding vehicle, and the like. The vehicle interior camera is used to earn passenger information. The communication device 117 performs vehicle-vehicle communication and vehicle-center communication. Signals output from the radar 114, the camera 116, and the communication device 117 are supplied to the shift electronic control device 78.

  The engine electronic control device 76 is a so-called microcomputer having a CPU, a RAM, a ROM, and an input / output interface, and the CPU processes an input signal in accordance with a program stored in the ROM in advance using a temporary storage function of the RAM. Then, various engine controls are executed. For example, the fuel injection valve 79 is controlled for fuel injection amount control, the igniter 80 is controlled for ignition timing control, a bypass valve (not shown) is controlled for idle speed control, and the throttle is controlled for engine output control. The throttle valve 56 is controlled by the actuator 54. The engine electronic control device 76 is connected to the transmission electronic control device 78 and the VSC electronic control device 82 so that they can communicate with each other. Necessary signals are appropriately transmitted from one to the other. .

As shown in FIG. 2, the shift electronic control device 78 is also a microcomputer similar to the above, and the CPU processes the input signal according to the program stored in the ROM in advance using the temporary storage function of the RAM, Each electromagnetic valve or linear solenoid valve of the hydraulic control circuit 84 is driven. For example, the shift electronic control unit 78 controls the linear solenoid valve SLT to generate a throttle pressure P _TH having a magnitude corresponding to the opening θ _TH of the throttle valve 56, and controls the accum back pressure to control the clutch-to-clutch. The linear solenoid valve SL1 is controlled to control the shift, the linear solenoid valve SLU is controlled to control the engagement, release, and slip amount of a lock-up clutch (not shown), and the brake B2 is directly controlled to control the clutch-to-clutch. Each linear solenoid valve SL2 is controlled to control the shift. Further, the shift electronic control unit 78 determines the gear stage of the automatic transmission 14 based on the actual throttle valve opening θ _TH and the vehicle speed V from a previously stored shift diagram, and the determined gear stage and The electromagnetic valves S1, S2, S3, and S4 are driven so that the engaged state is obtained, and the electromagnetic valve SR is driven when the engine brake is generated.

Further, the vehicle is provided with a yaw rate sensor 83 for detecting the yaw rate, an acceleration sensor 87, a rudder angle sensor 85, a wheel rotation speed sensor 86, and a lateral acceleration sensor 89. From these sensors, a vehicle around the vertical axis of the vehicle body is provided. Rotational angular velocity (yaw rate) ω _Y , longitudinal acceleration G of the vehicle body, steering wheel steering angle θ _W , rotational speeds N _{W1 to} N _{W4 of} the four wheels, and lateral acceleration G of the vehicle body are signals for VSC electronics. It is supplied to the control device 82.

  The road gradient measuring / estimating unit 118 that measures or estimates the road gradient can be provided as a part of the shift electronic control unit 78. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 87. Further, the road gradient measuring / estimating unit 118 may store the acceleration on a flat road in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 87.

  The driving orientation estimation unit 115 can be provided as a part of the shift electronic control unit 78. The driving direction estimation unit 115 estimates the driving direction (sport driving direction or normal driving direction) of the driver based on the driving state of the driver and the driving state of the vehicle. Details of the driving orientation estimation unit 115 will be described later. Note that the configuration of the driving orientation estimation unit 115 is not limited to the content described in the present embodiment, and includes a wide variety of known configurations as long as the driving orientation of the driver is estimated. Here, the term “sports driving orientation” refers to a direction that emphasizes power performance, an acceleration direction, or a preference for sports driving in which the response of the vehicle to the driver's operation is quick.

Next, details of the driving orientation estimation unit 115 will be described.
The driving orientation estimation unit 115 includes a neural network NN in which the driving operation related variable is input and an estimation calculation is started every time one of a plurality of types of driving operation related variables is calculated, and based on the output of the neural network NN. To estimate the driving direction of the vehicle.

  For example, as shown in FIG. 3, the driving direction estimation unit 115 includes a signal reading unit 96, a preprocessing unit 98, and a driving direction estimation unit 100. The signal reading means 96 reads signals such as the throttle valve opening 64, the vehicle speed 66, the engine rotation speed 58, the shift lever operation position 74, the vehicle acceleration G87, etc. at a relatively short predetermined cycle. The detection signal read by the signal reading means 96 is output to the preprocessing means 98.

The pre-processing means 98 uses a plurality of types of driving operation-related variables closely related to the driving operation reflecting the driving direction from the signals sequentially read by the signal reading means 96, that is, the output operation amount (accelerator pedal operation) when starting the vehicle. Amount), that is, the throttle valve opening TA _ST when the vehicle _starts , the maximum change rate of the output operation amount during acceleration operation, that is, the maximum change rate A _CCMAX of the throttle valve opening, the maximum deceleration G _NMAX when braking the vehicle, _Coasting travel time T _COAST , constant vehicle speed travel time T _VCONST , section maximum value of signal input from each sensor within a predetermined section, maximum vehicle speed V _max after starting driving, etc. It is. The driving orientation estimation unit 100 includes a neural network NN that performs a driving orientation estimation calculation by permitting the driving operation related variable each time the driving operation related variable is calculated by the preprocessing unit 98, and outputs the neural network NN. A certain driving direction estimation value is output. In this embodiment, for example, the driving orientation estimated value in the case of normal traveling orientation is set to 0, and the driving orientation estimated value in the case of sports travel orientation is set to 1.

The preprocessing means 98 in FIG. 3, the starting time of the output control input calculation means 98a for calculating the throttle valve opening TA _ST when the output operation amount i.e. vehicle starting when the vehicle start, the maximum change in the output operation amount when the acceleration operation rate i.e. accelerating operation when the output operation amount maximum change rate calculating means 98b for calculating the maximum change rate a _CCmax of the throttle valve opening, braking maximum deceleration calculating means for calculating the maximum deceleration G _NMAX during braking operation of the vehicle 98c , input signals from the sensors in the coasting time calculation means 98d, constant vehicle speed running time calculating means 98e for calculating the constant vehicle speed running time T _VCONST, for example 3 seconds to a predetermined section within which calculates the coasting time T _COAST vehicle maximum value periodically calculates the input signal interval maximum value calculating means 98f of the maximum vehicle speed calculating means for calculating a maximum vehicle speed V _max of the operation after the start 98g Nadogaso Each is provided.

The maximum values of the input signals within the predetermined interval calculated by the input signal interval maximum value calculating means 98f include the throttle valve opening TA _maxt (64), the vehicle speed V _maxt (66), and the engine speed N _Emaxt ( 58) Is used.

  The neural network NN provided in the driving orientation estimation means 100 of FIG. 3 can be configured by modeling a living nerve cell group by software based on a computer program or hardware consisting of a combination of electronic elements. For example, it is comprised so that it may be illustrated in the block of the driving | operation direction estimation means 100 of FIG.

In FIG. 3, the neural network NN includes an input layer composed of _r nerve cell elements (neurons) X _i (X _{1 to} X _r ) and s nerve cell elements Y _j (Y _{1 to} Y _s ). Is a three-layered hierarchical type composed of an intermediate layer composed of _t and an output layer composed of _t neuron elements Z _k (Z _{1 to} Z _t ). In order to transmit the state of the nerve cell element from the input layer to the output layer, the r nerve cell elements X _i and s nerve cell elements Y having a coupling coefficient (weight) W _Xij are provided. a transfer element D _Xij coupling the _j respectively, the coupling coefficient (weight) W _Yjk the have the s neuronal elements Y _j and t pieces of transmission elements D _Yjk of neuronal elements Z _k and the coupling respectively Is provided.

The neural network NN is its coupling coefficient (weight) W _Xij, pattern associative system that is made to learn the coupling coefficient (weight) W _Yjk called backpropagation learning algorithm. Learning, so are allowed to advance completed by running experiments in matching driving manner and the value of the driving operation related variables, during vehicle assembly, the coupling coefficient (weight) W _Xij, the coupling coefficient (weight) W _Yjk Is given a fixed value.

  In the above learning, sports-oriented driving and normal driving (normal) -oriented driving are carried out on a plurality of drivers on various roads such as highways, suburban roads, mountain roads, and city roads, respectively. With the directivity as a teacher signal, n indicators (input signals) obtained by pre-processing the teacher signal and the sensor signal are input to the neural network NN. The teacher signal is converted into a value from 0 to 1 for driving orientation. For example, normal driving orientation is 0 and sports driving orientation is 1. The input signal is used after being normalized to a value between -1 and +1 or between 0 and 1 (in this embodiment, it is used after normalizing to a value between 0 and 1). ).

  The VSC electronic control device 82 is a microcomputer similar to the above, and for VSC control, the CPU processes an input signal according to a program stored in the ROM in advance using the temporary storage function of the RAM, and the throttle. The throttle valve 56 is driven via the actuator 54, and an electromagnetic valve (not shown) provided in the hydro booster actuator 88 is driven to control the brake hydraulic pressures of the four wheels. The hydro booster actuator 88 is incorporated in a braking hydraulic circuit (not shown), and the braking forces of the four wheels are independently controlled as necessary. The VSC electronic control device 82 is also connected to the engine electronic control device 76 and the shift electronic control device 78 so that they can communicate with each other, and a necessary signal is appropriately transmitted from one to the other. .

  The road surface μ detection / estimation unit 92 may be provided as a part of the VSC electronic control device 82. The slipperiness of the road surface represented by the friction coefficient μ of the road surface (whether it is a low μ road) is detected or estimated. Here, the low μ road includes a bad road (including a case where the road surface has large unevenness or a step on the road surface). That is, the road surface μ detection / estimation unit 92 calculates the friction coefficient μ of the traveling road surface, and determines whether the road is a low μ road depending on whether the calculated friction coefficient μ exceeds a predetermined threshold value. Is determined.

  In the road surface μ detection / estimation unit 92, instead of obtaining the specific value of the friction coefficient μ by calculation, the rotation of the front and rear wheels of the vehicle detected by various conditions, for example, the wheel rotation speed sensor 86, instead of the above, is obtained. Based on the difference in speed, it is possible to detect whether or not the road surface is a low μ road.

  Here, the specific method of detecting / estimating whether or not the road surface μ detecting / estimating unit 92 is a low μ road is not particularly limited, and a known method can be adopted as appropriate. For example, in addition to the wheel speed difference before and after the above, the rate of change of wheel speed, ABS (anti-lock brake system), TRS (traction control system) and VSC (vehicle stability control) operation It is possible to detect / estimate whether the road is a low μ road by using at least one of the relationship between the history, the acceleration of the vehicle, and the wheel slip ratio.

  The road surface μ detection / estimation unit 92 predicts whether the road surface is a low μ road, based on information (navigation information, etc.) about the road surface scheduled to travel in the future. Here, the navigation information includes information on road surfaces (for example, non-paved roads) recorded in advance on a storage medium (DVD, HD, etc.) as in the navigation system device 113, as well as past actual driving and other information. Information (including information indicating road conditions and information indicating weather conditions) obtained through communication (including vehicle-to-vehicle communication and road-to-vehicle communication) with other vehicles and communication centers. Such communications include road traffic information communication systems (VICS) and so-called telematics.

  The operation of the present embodiment will be described with reference to FIG. In the present embodiment, as an example of a technique for controlling a vehicle based on a travel environment parameter related to a position where the vehicle travels, for example, a position at a predetermined distance in front of a corner (a point to be controlled) (for example, when traveling at the same corner last time) At a point where the driver starts the deceleration operation), deceleration control (bending angle control) is performed to give a predetermined deceleration (for example, deceleration that acted on the vehicle when the vehicle traveled the same turning angle last time).

[Step S101]
In step S101, the driver is authenticated and the current driver is specified. Information about the current driver is obtained by the driver's own information when the driver inputs the information to the vehicle side, or when the driver's license information is stored as magnetic data in the ID card. Can be done. Following step S101, step S102 is performed.

[Step S102]
In step S102, it is determined whether or not information (hereinafter referred to as specific travel-related information) when the current driver identified in step S101 travels the corner (control target point) last time is stored.

  Here, the specific travel-related information refers to the driving state when the above specified current driver has traveled the corner (control target point) last time (how much distance (position) before the corner) , The deceleration at that time), the driver's condition (wakefulness, concentration, driving orientation, mood, physical condition, etc.), the road surface condition (road surface μ, unevenness, etc.) Vehicle surroundings (whether you were following the vehicle in front or you were driving alone, the prospect in front of your vehicle, visibility, brightness of the driving environment, etc.) and the date and time This is information relating to the number of times of travel at the corner by the identified driver (travel frequency, travel history) and the like. The specific traveling related information includes, for example, information that the road around the corner (control target point) has a good field of view, the road is wide, and the driver has traveled in a sport driving direction.

  Information on the driver's arousal level, concentration level, and mood can be acquired by determining the driver's line of sight and face orientation with a camera (in-vehicle camera) 116, for example. Information on the physical condition of the driver can be acquired by, for example, a blood pressure sensor or a pulse sensor provided in the steering. The driving direction of the driver is estimated by the driving direction estimation unit 115.

The road surface state is detected and estimated by the road surface μ detection / estimation unit 92.
The vehicle surroundings can be acquired using, for example, communication with the center by the communication device 117 or vehicle-to-vehicle communication, the navigation system device 113, the camera (vehicle periphery monitoring camera) 116, and the radar 114. is there.

  As a result of the determination in step S102, if specific traveling related information is stored, step S103 is performed, and if not, step S106 is performed.

[Step S103]
In step S103, the specific travel-related information (information determined to be present in step S102) stored together with the position information of the corner (control target point) is stored in front of the corner (control target point). It is loaded at a predetermined distance set in advance.

  Here, the reason why the specific travel related information is loaded at a predetermined distance in front of the control target point is that the specific travel related information is loaded at the control target point. This is because it cannot be used for the control. Following step S103, step S104 is performed.

[Step S104]
In step S104, it is determined whether or not the driver's state, the road surface state, and the vehicle surrounding situation are the same as the current situation among the specific traveling related information determined to be present in step S102. The As a result of the determination, when it is determined that the driver's state, the road surface state, and the vehicle surrounding situation are the same as the current situation among the specific traveling related information (step S104-Y), It progresses to step S105, and when that is not right (step S104-N), it progresses to step S106.

[Step S105]
In step S105, the control parameter for the current turn angle control is set so that the specific driving related information determined in step S102 is the same as the driving state when the turn (point to be controlled) was previously driven. Set. For example, the target deceleration in the current turn angle control can be set to the same value as the previous actual deceleration. Here, the reason why the corner angle control that matches the driver's feeling is performed by setting the target deceleration in the current corner angle control to the same value as the previous actual deceleration will be described.

  During the previous turn control, the driver was satisfied with the vehicle deceleration by the turn control, and the driver did not operate the accelerator or brake after the turn by the turn control applied to the vehicle There are cases where the driver is dissatisfied with the deceleration of the vehicle by the corner control, and the driver operates the accelerator or the brake after the deceleration by the corner control has acted on the vehicle.

  In the former case, i.e., when there is no accelerator or brake operation after the previous turning control, the previous actual deceleration is the same as the previous deceleration, and the driver operates the accelerator or brake at that value. Since this is not necessary, the previous deceleration is used as the current deceleration.

  On the other hand, in the latter case, that is, when there is an accelerator or brake operation after the previous turn angle control, the driver is satisfied with the actual deceleration after that accelerator or brake operation. As the target deceleration, the previous actual deceleration is used.

  In other words, considering both the former case and the latter case, the previous actual deceleration (accelerator or brake) is applied during the previous turn, regardless of whether the accelerator or brake is operated after the previous turn control. If there is no operation, it is equal to the previous target deceleration), and the driver should be satisfied that he / she traveled around the corner. Therefore, regardless of whether the accelerator or brake operation was performed after the previous corner control, this time The target deceleration may be the previous actual deceleration.

  For example, the stored specific travel-related information includes, for example, information that the road around the corner (control target point) has a good field of view, the road is wide, and the driver traveled in a sport-oriented manner. In this case, since it is conceivable that the vehicle travels in the sporting direction even during the current traveling, in step S105, for example, the vehicle control according to the driver's direction can be realized by setting the shift line to a sports pattern.

  Alternatively, if the stored specific travel-related information includes, for example, information indicating that the road surface is an unpaved road, the vehicle parameter is changed to an unpaved road-compatible vehicle parameter in step S105. Here, the change of the parameter includes, for example, changing the suspension characteristics and responding to disturbance input input from the tire (corresponding to belt slip of the belt type continuously variable transmission). Following step S105, step S107 is executed.

[Step S106]
In step S106, control parameters for the current turn angle control are set according to the situation. Here, “according to the situation” means according to the determination result / determination content in each step before step S106 is performed.

  For example, if the result of determination in step S102 is negative and step S106 is performed, that is, if the specific travel-related information is not stored, a preset control amount changeable range is set. The current control parameter (for example, target deceleration) is set as the median value. Alternatively, the current control parameter can be set to a safer value instead of the median value of the controllable changeable range.

  On the other hand, if the result of the determination in step S104 is negative and step S106 is performed, that is, any one of the driver's state, the road surface state, and the vehicle surrounding situation in the specific travel related information. If it is not determined that the situation is the same as the current situation, the control parameter is set as follows according to the determination result / determination content.

  For example, if the driving direction is lower this time than the previous driving at the corner (closer to the normal driving direction than the sports driving direction), the current target deceleration is smaller than the previous target deceleration. When the driving orientation is higher than the previous time, the current target deceleration is set to a larger value than the previous target deceleration. Also, for example, when the road surface μ is lower this time than when traveling at the previous corner, the current target deceleration is set to a smaller value than the previous target deceleration, and the road surface μ is smaller than the previous time. If it is higher, the current target deceleration is set to a larger value than the previous target deceleration.

  Also, for example, when the driving direction is lower than the previous time and the road surface μ is lower, the current target deceleration than the previous target deceleration by the amount of overlap between the driving direction and the road surface μ. Set to a small value. The amount of change in the current target deceleration from the previous target deceleration is set based on, for example, the degree of difference between the previous and current driving orientations and the road surface μ.

[Step S107]
In step S107, it is determined whether or not a turning condition control start condition is satisfied. Here, the start condition of the corner control includes, for example, whether or not the vehicle is traveling on a low μ road or turning. When the vehicle is on a low μ road or turning, for example, changing the shift line to a sport pattern may destabilize the vehicle behavior and should not be executed.

[Step S108]
In step S108, corner control, which is vehicle control of the present embodiment, is executed. Following step S108, step S109 is executed.

[Step S109]
In step S109, information to be stored as the specific traveling related information such as a change in driving state (for example, start of deceleration operation by the driver) and a change in road state (for example, change from a paved road to an unpaved road) is detected. It is determined whether or not. As a result of the determination, when it is determined that the information to be stored as the specific traveling related information is detected, the process proceeds to step S110. Otherwise, the control flow is returned.

  Here, an example has been shown in which the specific travel-related information is detected as an event such as a change in the driving state or road state, but instead, a configuration that periodically detects the specific travel-related information is adopted. Can do. For example, information that changes continuously, such as road gradients, is stored with position information periodically (at a fixed time interval and / or at a fixed distance interval), so that the stored gradient information is used the next time the vehicle is driven. Thus, it can be applied to vehicle control such as uphill / downhill driving and braking force control.

[Step S110]
In step S110, the information to be stored as the specific traveling related information detected in step S109 is temporarily stored together with information on the position of the vehicle at the time of detection. At this time, since it is unknown whether the position of the navigation system device 113 on the map information and the actual current position match with accuracy, it is temporarily stored. After step S110, the process proceeds to step S111.

[Step S111]
In step S111, it is determined whether or not the map information correction (map matching) on the navigation system device 113 has been executed for the actual current position. As a result of the determination, if correction has been executed, the process proceeds to step S112, and if not, this control flow is returned.

[Step S112]
Step S112 is performed in a state where the current vehicle position on the map information of the navigation system device 113 matches the actual current vehicle position with high accuracy (step S111-Y). Therefore, here, the vehicle position information at the current time (when map matching is executed (step S111-Y)) and the vehicle position from when the information is temporarily stored (detected) in step S110 to the current vehicle Based on the distance traveled by the vehicle, an accurate vehicle position at the time of the detection is calculated. Information to be stored as the specific travel related information detected in step S109 is stored together with the calculated vehicle position information at the time of detection. After step S112, the control flow is returned.

  Next, the effect of this embodiment will be described with reference to FIGS.

  FIG. 4 is a diagram illustrating a case where the actual road position and the map information of the navigation system device 113 do not match before map matching is performed. In FIG. 4, reference numeral 200 indicates an actual road. The actual road 200 has a relatively long straight road 201 and a corner 202 at the far end. On the other hand, reference numeral 300 indicates a road as a result of erroneously recognizing the road 200 on the map information of the vehicle navigation system device 113. In other words, the navigation system device 113 erroneously recognizes that the corner 302 exists ahead of the straight road 301.

  Now, it is assumed that the vehicle C detects the change in the driving state, the change in the road state, and the like at the point 401 (step S109). It is assumed that the position 401 of the vehicle C when this detection is performed is, for example, a position of 80 m from the actual road 200 to the entrance 203 of the corner 202. However, since the navigation system device 113 of the vehicle C misrecognizes the road 200 as the road 300, the position at which the vehicle C detects the change in the driving state, the change in the road state, etc. For example, the position up to the entrance 303 of the corner 302 is misrecognized as 100 m.

  FIG. 5 is a diagram for explaining a case where the actual road position matches the map information of the navigation system device 113 after the map matching is performed. In many cases, the map matching of the navigation system device 113 is performed at a point 402 where the vehicle C turns around the corner 202. Therefore, map matching is not performed for a long time on the road 200 having a long straight road 201 to the corner 202, and errors in position recognition by the navigation system device 113 are accumulated. From this, until the map matching is performed, as shown in FIG. 4, the error of the road 300 recognized by the navigation system device 113 with respect to the actual road 200 may be large.

  Conventionally, when the change in the driving state, the change in the road state, and the like are detected, the detected information is stored together with the information on the point where the change in the driving state / the road state is detected. The position information was not corrected / updated even after map matching was performed. That is, when a change in the driving state / road state is detected on the straight road 201 before map matching is performed, the actual road 200 is erroneously recognized as the road 300 (see FIG. 4). The detected position is recognized as a position of 100 m, for example, up to the entrance of the corner, and even after the map matching and the actual position of the actual road 200 are accurately recognized, the detected position is actually It was memorized that it was a position of 100 m from the entrance 203 of the corner 202 of the road 200 (reference numeral 403 in FIG. 5). Based on the stored information, the next time the vehicle 200 travels on the road 200, the vehicle is controlled. Therefore, the vehicle is controlled 20 m before the actual position 401 (reference numeral 403). The driver sometimes felt uncomfortable.

  On the other hand, in the present embodiment, when the change in the driving state / road state is detected before the map matching is performed, the detected information is detected as the change in the driving state / road state. This information is temporarily stored together with the information on the spot (step S110 in FIG. 1). The position information is then corrected and updated after map matching is performed (step S112). That is, before the map matching is performed, the actual road 200 is misrecognized as the road 300 (see FIG. 4), and the position where the change in the driving state / road state is detected is the entrance of the corner. For example, even if it is recognized that the position is 100 m (reference numeral 403 in FIG. 5), after map matching is performed (step S111-Y), the position information is corrected and stored (step S111-Y). Step S112).

  Specifically, in this case, information on the current vehicle position 402 (when map matching is executed (step S111-Y)) and the vehicle position 401 when the information is temporarily stored (detected) in step S110. Based on the distance L traveled from the vehicle to the current position 402, an accurate vehicle position 401 at the time of the detection is calculated. That is, a point 401 that goes back from the current point 402 where the map matching is executed by a distance L (a distance that the vehicle has traveled from the point 401 where the driving state / road state or the like has changed to the map matching execution point 402) is described above. The vehicle position is recognized as an accurate vehicle position at the time when a change in driving condition, road condition, etc. is detected, and information on the position is stored (step S112). Based on the stored information, the next time the vehicle 200 travels on the road 200, the vehicle is controlled. Therefore, the vehicle is controlled at the correct timing of the detected time point 401, and the driver feels uncomfortable. The feeling is suppressed.

  In the above example, when the straight road continues for a long time, the position recognition error of the navigation system device 113 is cumulatively increased. In this case, it has been described that the effect is great when the present embodiment is applied. In addition to the example in which the straight road continues for a long time, for example, when the vehicle passes through a tunnel and communication with the GPS temporarily fails, the position recognition error of the navigation system device 113 is large. A suitable effect can be obtained by applying.

  In the above, the driver's state, road surface state, and vehicle surrounding situation when the turning angle control was performed last time are stored, and the driver's state, road surface state, vehicle surrounding situation, and current driver state are stored. When the road surface condition and the vehicle surroundings are the same (step S104-Y), the stored actual deceleration is set as the control parameter for the current turn angle control (step S105). However, as a result of the comparison, what is required to match is not limited to the above three requirements (driver condition, road surface condition, vehicle surrounding situation). For example, it is only necessary that one of them is stored and the one requirement is matched.

  In the above description, the turning angle control has been described as an example of the technique for controlling the vehicle based on the traveling environment parameter related to the position where the vehicle travels. However, the present embodiment is not limited to the turning angle control. For example, based on the location where the vehicle travels, such as intersections, T-shaped roads, railroad crossings, automobile roads, intersections, exit roads, toll gates, points where the number of lanes decreases, points where the width of the road is narrow, etc. And a technology for controlling the driving force of the vehicle.

  Vehicle driving force control includes downshift, automatic brake, electronic throttle closing control, exhaust brake control, etc., deceleration control, delay of upshift in the joint path, etc. Control that generates a large positive driving force by performing control for opening or performing downshifting is included.

It is a flowchart which shows operation | movement of 1st Embodiment of the vehicle control apparatus of this invention. It is a schematic block diagram of 1st Embodiment of the vehicle control apparatus of this invention. It is a one part schematic block diagram of the vehicle control device of the present invention. It is a figure for demonstrating the effect of 1st Embodiment of the vehicle control apparatus of this invention. It is another figure for demonstrating the effect of 1st Embodiment of the vehicle control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Engine 14 Automatic transmission 54 Throttle actuator 56 Throttle valve 58 Engine rotational speed sensor 60 Intake air amount sensor 62 Intake air temperature sensor 64 Throttle sensor (throttle valve opening)
66 Vehicle speed sensor 68 Cooling water temperature sensor 70 Brake switch 72 Shift lever 74 Operation position sensor 75 Clutch C0 rotation sensor 76 Electronic control device for engine 77 Oil temperature sensor 78 Electronic control device for shifting 79 Fuel injection valve 80 Igniter 82 Electronic control device for VSC 83 Yaw Rate Sensor 84 Hydraulic Control Circuit 85 Steering Angle Sensor 86 Wheel Rotation Speed Sensor 87 Acceleration Sensor (Vehicle Acceleration G)
88 Hydro Booster Actuator 89 Lateral G Sensor 92 Road Surface μ Detection / Estimation Unit 96 Signal Reading Means 98 Pre-Processing Means 98a Output Manipulation Calculating Means at Start 98b Output Manipulation Maximum Change Rate Calculation Means at Acceleration Operation 98c Means 98d Coasting travel time calculation means 98e Constant vehicle speed travel time calculation means 98f Input signal section maximum value calculation means 98g Maximum vehicle speed calculation means 100 Driving direction estimation means 113 Navigation system apparatus 114 Radar 115 Driving direction estimation section 116 Camera 117 Communication apparatus 118 Road Gradient measurement / estimation unit 200 Actual road 201 Straight road 202 Turn corner 203 Turn corner entrance 300 Road resulting from misrecognizing road on map information of vehicle navigation system device 301 Straight road 302 Turn corner 303 Turn Corner entrance 401 Point where change in driving state, change in road state, etc. is detected 402 Point where map matching is performed 403 Point where detection of change in misrecognized driving state, change in road state, etc. L Distance NN Neural network S1 ~ S4 Solenoid valve SL1, SL2, SLU Linear solenoid valve

Claims (2)

Means for detecting specific travel-related information including a control target point and a driving state when driving around the control target point, a driver's state and a road surface state;
Means for detecting a position where the specific traveling related information is detected;
Means for temporarily storing information on a position where the specific traveling related information is detected;
Means for correcting and storing information on a position where the temporarily stored specific travel-related information is detected based on the corrected map information when the map information of the vehicle navigation system device is corrected; ,
A vehicle control apparatus comprising: the specific travel-related information; and means for controlling the vehicle based on information on a position where the stored specific travel-related information is detected. The vehicle control device according to claim 1,
The correction of the information on the position where the temporarily stored specific traveling related information is detected is from the position where the temporarily stored specific traveling related information is detected to the position where the map information of the navigation system device is corrected. It is performed based on the distance of the vehicle control apparatus characterized by the above-mentioned.

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