JP2010095189A - Travel controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle controller for further stably stopping and holding one's own vehicle even when an accelerator pedal is stepped on for a certain reason when a braking force is applied for stopping and holding the own vehicle based on no braking operation by a driver. <P>SOLUTION: When the own vehicle is stopped by the braking force applied by a brake ECU (Electronic Control Unit) 32, a stopping/holding determination section 22 and a back up control determination section 25 determine necessity of the stopping/holding. When the stopping/holding is determined to be required, a parking brake 33 applies the braking force based on no braking operation by the driver. When the own vehicle is stopped and held by the parking brake 33, the back up control determination section 25 and the engine ECU 32 restrict increase in throttle aperture of the engine of the own vehicle. Thus, when the accelerator pedal is stepped on for a certain reason, the own vehicle is further stably stopped and held. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a travel control device, and more particularly to a travel control device that applies a braking force for holding a stop to a host vehicle without being based on a braking operation by a driver.

  2. Description of the Related Art Conventionally, a travel control device that causes a host vehicle to travel following a preceding vehicle is known. When following travel is performed using such a travel control device, the host vehicle may stop automatically in accordance with the stop of the preceding vehicle. In this case, an occupant such as a driver or a passenger may misunderstand that the stop state continues and may perform an operation such as getting off the vehicle or leaving the driver's seat. However, if priority is given to following the preceding vehicle, the own vehicle also starts in accordance with the start of the preceding vehicle, which is not preferable in terms of ensuring the safety of the passenger.

Therefore, for example, in Patent Document 1, whether or not the driver has removed the seat belt by the driver's seat belt sensor during the stop maintenance control, or the fuel inlet has not been opened by the fuel inlet sensor, A vehicle stop control device that determines whether each door, trunk, hood, luggage or the like is opened by a door opening / closing sensor is disclosed. In this vehicle stop control device, if any of these conditions occurs and it is determined that the vehicle should not start, the PKB (parking brake) device is instructed to operate the PKB. Even if the stop maintenance control is turned off later, the hydraulic pressure supplied to each wheel cylinder by the brake actuator maintains the hydraulic pressure in the previous stop control state. Thereby, the vehicle stop control device of Patent Document 1 can determine whether or not the vehicle needs to be stopped when the vehicle is stopped, and can perform stop maintenance control that can reliably maintain the stop.
JP 2007-168665 A

  However, with the above-described technology, the vehicle stop control device activates the PKB when the driver determines that he does not intend to drive. If the accelerator pedal is stepped on for some reason, such as mounting, and the throttle opening increases, the force to stop the vehicle due to PKB and the force to accelerate the vehicle by opening the throttle work simultaneously, and the state of the vehicle May become unstable.

  The present invention has been made in view of such circumstances, and its purpose is to provide an accelerator petal for some reason when a braking force for holding a stop is applied to the host vehicle without being based on a braking operation by the driver. It is an object of the present invention to provide a travel control device that can stabilize and hold the host vehicle even if the vehicle is stepped on.

  The present invention provides a braking operation performed by a driver of the host vehicle when the stop necessity determining unit for determining whether the host vehicle needs to be stopped and the stop necessity determining unit determine that the host vehicle needs to stop. First braking means for applying a braking force for stopping the host vehicle without being based on whether the host vehicle is stopped by the braking force applied by the first braking unit. When the stop / hold determination unit and the stop / hold determination unit determine that the host vehicle needs to be stopped and held, a braking force for holding the stop is applied to the host vehicle without being based on a braking operation by the driver. Travel provided with second braking means and throttle opening restriction means for restricting increase of the throttle opening of the engine of the own vehicle when the own vehicle is stopped and held by the braking force applied by the second braking means. It is a control device.

  According to this configuration, when the stop necessity determination unit determines whether or not the host vehicle needs to be stopped, and when the stop necessity determination unit determines that the host vehicle needs to stop, the first braking unit is Since the braking force for stopping is applied to the host vehicle without being based on the braking operation by the driver, the host vehicle can be stopped according to the necessity of stopping the host vehicle. Further, according to this configuration, when the host vehicle is stopped by the braking force applied by the first braking unit, the stop / hold determining unit determines whether or not the host vehicle needs to be stopped / held, and the stop / hold determining unit When it is determined that the host vehicle needs to be stopped and held, the second braking means gives the host vehicle a braking force for holding the stop without being based on the braking operation by the driver. The host vehicle can be stopped and held according to necessity. Furthermore, according to this configuration, when the host vehicle is stopped and held by the braking force applied by the second braking unit, the throttle opening limit unit limits the increase in the throttle opening of the engine of the host vehicle. Even if the accelerator petal is stepped on for some reason, the host vehicle can be more stably stopped and held.

  In this case, it is preferable that the vehicle further includes a stop-hold releasing unit that stops applying the braking force by the second braking unit and limiting the increase in the throttle opening by the throttle opening limiting unit based on an operation by the driver. .

  According to this configuration, the stop holding release means stops driving the application of the braking force by the second braking means and the restriction on the increase in the throttle opening by the throttle opening restriction means based on the operation by the driver. When the person truly wants to stop and hold the host vehicle and start the host vehicle, the host vehicle can be started by applying the braking force and releasing the restriction on the throttle opening.

  Further, the stop / hold determining means can determine that the host vehicle needs to be stopped / held based on any one of the stop time of the host vehicle, seat belt removal / removal, door opening, trunk opening, bonnet opening. Is preferred.

  According to this configuration, the stop and hold determination means is required to stop and hold the own vehicle based on any one of the stop time of the own vehicle, the seat belt is attached and detached, the door is opened, the trunk is opened, and the hood is opened. Therefore, it is possible to reliably determine whether or not the own vehicle needs to be stopped and held.

  According to the traveling control device of the present invention, when the braking force for holding the stop is applied to the host vehicle without being based on the braking operation by the driver, even if the accelerator petal is stepped on for some reason, It becomes possible to stop and hold more stably.

  Embodiments of the present invention will be described below with reference to the accompanying drawings. FIG. 1 is a block diagram showing a configuration of a travel control device 10 of the present embodiment. The travel control device 10 of the present embodiment functions as an ACC (Adaptive Cruise Control) device mounted on a vehicle. When the preceding vehicle exists as the ACC device, the traveling control device 10 performs the preceding vehicle follow-up control so that the inter-vehicle time with the preceding vehicle becomes the target inter-vehicle time, and the preceding vehicle stops. Stops the own vehicle accordingly. In addition, when the preceding vehicle starts, the traveling control device 10 starts the host vehicle accordingly and performs preceding vehicle following control. The traveling control device 10 performs constant speed control so that the host vehicle speed becomes the target vehicle speed when there is no preceding vehicle.

  The travel control device 10 includes a radar 11, an accelerator sensor 12, a brake sensor 13, an ACC operation switch 14, a seat belt sensor 15, a door opening / closing sensor 16, a vehicle speed sensor 17, an ACC ECU (Electronic Control Unit) 20, a brake ECU 31, and an engine ECU 32. And a parking brake 33. The ACC ECU 20 includes a preceding vehicle recognition unit 21, a stop hold determination unit 22, a start request determination unit 23, a target acceleration calculation unit 24, and a backup control determination unit 25.

  The radar 11 is for detecting an object using millimeter waves. The radar 11 is attached to the center on the front side of the host vehicle. The radar 11 transmits the millimeter wave forward from the own vehicle while scanning the millimeter wave in the left-right direction, and receives the reflected millimeter wave. The radar 11 transmits the millimeter wave transmission / reception information to the ACC ECU 20 as a radar signal.

  The accelerator sensor 12 is a sensor that detects whether or not an accelerator pedal (not shown) is depressed (ON / OFF). The accelerator sensor 12 transmits the detected accelerator ON / OFF information to the ACC ECU 20 as an accelerator pedal signal.

  The brake sensor 13 is a sensor that detects whether or not a brake pedal (not shown) is depressed (ON / OFF). The brake sensor 13 transmits the detected brake ON / OFF information to the ACC ECU 20 as a brake pedal signal.

  The ACC operation switch (stop / hold release means) 14 is a switch for starting and releasing the ACC control, setting the target vehicle speed and the target inter-vehicle time in the ACC control, and the like by the driver's operation. Further, the ACC operation switch 14 is a switch for performing an operation such as cancellation of backup control for holding a stop to be described later.

  The seat belt sensor 15 is a sensor that detects whether the driver is wearing a seat belt (ON (wearing) / OFF (detaching)). The seat belt sensor 15 transmits the detected seat belt ON / OFF information to the ACC ECU 20 as a seat belt signal.

  The door opening / closing sensor 16 is a sensor that detects whether the door, trunk, bonnet, and the like of the host vehicle are closed (ON (closed) / OFF (open)). The door opening / closing sensor 16 transmits ON / OFF information of the detected door, trunk, bonnet, etc. to the ACC ECU 20 as a door opening / closing signal.

  The vehicle speed sensor 17 is a wheel speed sensor that detects the rotational speed of the wheel. The vehicle speed sensor 17 detects the rotational speed of the wheel and transmits the rotational speed to the ACC ECU 20 as a vehicle speed signal. The ACC ECU 20 calculates the vehicle speed from the rotational speed of the wheels. The vehicle speed sensor may be a vehicle speed sensor other than the wheel speed sensor.

  The ACC ECU 20 is an electronic control unit including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and comprehensively controls the travel control device 10. In the ACC ECU 20, an application program stored in the ROM is loaded into the RAM and executed by the CPU, whereby the preceding vehicle recognition unit 21, the stop hold determination unit 22, the start request determination unit 23, the target acceleration calculation unit 24, and the backup control. The determination unit 25 is configured.

  The preceding vehicle recognition unit 21 determines the presence or absence of a vehicle (preceding vehicle) traveling ahead of the host vehicle based on millimeter wave transmission / reception information from the radar 11 at regular intervals. At this time, the traveling direction of the host vehicle is estimated from the steering angle, yaw rate, etc. of the host vehicle, and the presence / absence of a preceding vehicle is determined in consideration of the traveling direction of the host vehicle. When a preceding vehicle exists, the preceding vehicle recognition unit 21 calculates a relative distance, a relative speed, a lateral position, and the like between the host vehicle and the preceding vehicle based on millimeter wave transmission / reception information. Further, the preceding vehicle recognition unit 21 calculates the vehicle speed of the preceding vehicle from the relative speed with the preceding vehicle and the vehicle speed of the host vehicle. The calculation result is transmitted to the target acceleration calculation unit 24.

  In the stop / hold determination unit (stop / hold determination means) 22, when the state where the speed of the host vehicle detected by the vehicle speed sensor 17 becomes 0 km / h has elapsed for a predetermined time, the stop / hold for shifting to the stop / hold state is reached. The request signal is transmitted to the target acceleration calculation unit 24 and the backup control determination unit 25.

  The start request determination unit (stop hold release means) 23 sets the stop hold state by an operation signal from the ACC operation switch 14 operated by the driver during the stop hold or an accelerator pedal signal indicating ON information from the accelerator sensor 12. A stop hold release request signal for release is transmitted to the target acceleration calculation unit 24.

  The target acceleration calculation unit (stop necessity determination means) 24 is based on information about the relative distance, relative speed, lateral position, vehicle speed of the preceding vehicle, etc. between the preceding vehicle and the preceding vehicle from the preceding vehicle recognition unit 21. Calculates the acceleration required to follow the preceding vehicle. The target acceleration calculation unit 24 transmits a control request signal to the brake ECU 31 or the engine ECU 32 according to the acceleration obtained by the calculation. Further, the target acceleration calculation unit 24 transmits a control request signal to the brake ECU 31 based on the stop / hold request signal from the stop / hold determination unit 22 to stop the host vehicle. Further, the target acceleration calculation unit 24 transmits a control request signal to the brake ECU 31 or the engine ECU 32 based on the stop hold release request signal from the start request determination unit 23 to start the host vehicle.

  In the backup control determination unit (stop / hold determination unit, stop / hold release unit, throttle opening limit unit) 25, when the host vehicle shifts to the stop / hold state by the stop / hold request signal from the stop / hold determination unit 22, When the vehicle stop time exceeds a predetermined threshold, when a seat belt signal indicating OFF information from the seat belt sensor 15 is received, and when a door opening / closing signal indicating OFF information from the door opening / closing sensor 16 is received When the backup control conditions such as the above are satisfied, a control signal is transmitted to the parking brake 33 to activate the backup control such as operating the parking brake. When the backup control condition is satisfied, the backup control determination unit 25 transmits a throttle fully closed request signal to the engine ECU 32 to fully close the throttle opening of the engine.

  Further, the backup control determination unit 25 controls the parking brake 33 to release the parking brake when the operation signal from the ACC operation switch 14 operated by the driver is a signal requesting the release of the backup control. A signal is transmitted, a control request signal indicating release of the throttle fully closed is transmitted to the engine ECU 32, and the backup control is terminated.

  The brake ECU 31 (first braking means) is a control device that controls each brake (and thus the braking force). The brake ECU 31 sets a target deceleration based on a brake operation by the driver. The brake ECU 31 sets the brake hydraulic pressure of each wheel cylinder (not shown) necessary for achieving the target deceleration, and transmits the brake hydraulic pressure as a target hydraulic pressure signal to the brake actuator (not shown). To do. In particular, when the brake ECU 31 receives a brake control signal from the ACC ECU 20, the brake ECU 31 transmits a target hydraulic pressure signal for achieving the target deceleration indicated by the brake control signal to the brake actuator.

  The engine ECU (throttle opening restriction means) 32 is a control device that controls the engine (and thus the driving force). The engine ECU 32 sets a target acceleration based on an accelerator operation by the driver. Then, the engine ECU 32 sets a target opening of the throttle valve necessary for achieving the target acceleration, and transmits the target opening as a target throttle opening signal to a throttle actuator (not shown). In particular, when the engine ECU 32 receives the engine control signal from the ACC ECU 20, the engine ECU 32 transmits a target throttle opening signal for achieving the target acceleration indicated by the engine control signal to the throttle actuator. In addition, when the engine ECU 32 receives a throttle full-close request signal from the ACC ECU 20, the engine ECU 32 transmits a throttle full-close signal that causes the throttle actuator to fully close the throttle.

  When receiving a control signal indicating backup control from the ACC ECU 20, the parking brake (second braking means) 33 locks each wheel to stop and hold the host vehicle. Further, when the parking brake 33 receives a control signal indicating release of the backup control from the ACC ECU 20, the parking brake 33 releases the lock of each wheel and releases the stop holding of the own vehicle.

  Hereinafter, operation | movement of the traveling control apparatus 10 of this embodiment is demonstrated. FIG. 2 is a flowchart showing the operation of the travel control apparatus 10 according to the embodiment. FIG. 3 is a timing chart showing the relationship between the throttle opening, the accelerator operation, and the backup control. The driver operates the ACC operation switch 14 to perform follow-up traveling by ACC control. In this case, when the preceding vehicle stops, the target acceleration calculating unit 24 transmits a control request signal to the brake ECU 31 and the engine ECU 32 based on information from the preceding vehicle recognizing unit 21, and sets a predetermined inter-vehicle distance from the preceding vehicle. The host vehicle is stopped while keeping it.

  The stop / hold determination unit 22 outputs a stop / hold request signal for shifting to the stop / hold state when a state in which the speed of the host vehicle detected by the vehicle speed sensor 17 of the host vehicle becomes 0 km / h has elapsed for a predetermined time. It transmits to the target acceleration calculating part 24 and the backup control determination part 25. As shown in FIG. 2 and FIG. 3, in the case where the vehicle is in the stop holding state in this way (S11), when the stop holding state continues for a long time (about 3 minutes) or from the seat belt sensor 15 to the driver When it is detected that the vehicle has removed the seat belt, or when the door open / close sensor 16 detects that the door is opened, the trunk is opened, or the hood is opened (S12), the backup control determination is made. The unit 25 transmits a control signal to the parking brake 33 and operates backup control such as operating the parking brake (S13). Further, when the backup control condition is satisfied, the backup control determination unit 25 transmits a throttle fully closed request signal to the engine ECU 32 to fully close the engine throttle opening.

  After the backup control shown at time t1 in FIG. 3 is started, the backup control determination unit 25 causes the engine ECU 32 to throttle the throttle even if the accelerator operation is performed as shown at times t2 to t3 in FIG. Since the fully closed request signal is transmitted, the throttle opening remains in the fully closed state.

  On the other hand, as shown in FIG. 2, when the backup control release condition such as the operation of the ACC operation switch 14 by the driver is satisfied (S 14), the backup control determination unit 25 sets the parking brake 33 to the parking brake 33. A control signal indicating the release of the throttle is transmitted, a control request signal indicating the release of the fully closed throttle is transmitted to the engine ECU 32, and the backup control is terminated (S15).

  After the cancellation of the backup control shown at time t4 in FIG. 3, when the accelerator operation is performed as shown at times t5 to 6 in FIG. 3, the operation becomes a normal operation in which the throttle opening increases with the accelerator operation.

  According to the present embodiment, when the target acceleration calculation unit 24 determines whether or not the own vehicle needs to be stopped and the target acceleration calculation unit 24 determines that the own vehicle needs to be stopped, the brake ECU 32 determines that the own vehicle is stopped. Since the braking force for stopping is applied to the host vehicle without being based on the braking operation by the driver, the host vehicle can be stopped according to the necessity of stopping the host vehicle.

  Further, according to the present embodiment, when the host vehicle is stopped by the braking force applied by the brake ECU 32, the stop / hold determination unit 22 and the backup control determination unit 25 determine whether or not the host vehicle needs to be stopped / held. When the stop holding determination unit 22 and the backup control determination unit 25 determine that the host vehicle needs to be stopped and held, the parking brake 33 is not controlled by the driver for holding the stop without being based on a braking operation. Since power is applied, the host vehicle can be stopped and held according to whether or not the host vehicle needs to be stopped and held.

  Furthermore, according to this embodiment, when the host vehicle is stopped and held by the braking force applied by the parking brake 33, the backup control determination unit 25 and the engine ECU 32 limit the increase in the throttle opening of the engine of the host vehicle. Therefore, even if the accelerator petal is stepped on for some reason, the host vehicle can be more stably stopped and held.

  Under normal conditions, accelerator override during parking brake is permitted in order to prevent slipping down on a steep uphill. However, if it is once determined that the driver does not intend to drive while holding the stop during the follow-up running in the ACC control, the accelerator operation in that case is an accelerator operation contrary to the driver's intention (for example, while holding the stop) In this case, the braking force by the parking brake and the driving force by the accelerator operation are activated at the same time, and the vehicle state is very unstable. In this case, if the parking brake fails, the vehicle may start to move due to the driving force generated by the accelerator operation.In this embodiment, therefore, the driver is not willing to drive. When the control is being carried out, the vehicle state becomes unstable because the throttle is fully closed even if the driver steps on the accelerator. To solve the problem.

  Further, according to the present embodiment, the ACC operation switch 14 and the backup control determination unit 25 apply the braking force by the parking brake 33 and limit the increase of the throttle opening by the engine ECU 32 based on the operation by the driver. In order to cancel, when the driver really wants to stop holding the host vehicle and start the host vehicle, the driver can start the host vehicle by releasing the braking force and restricting the throttle opening. .

  Furthermore, according to the present embodiment, the stop holding determination unit 22 and the backup control determination unit 25 are based on any one of the stop time of the host vehicle, the removal of the seat belt, the opening of the door, the opening of the trunk, and the opening of the hood. Since it is determined that the host vehicle needs to be stopped and held, it is possible to reliably determine whether or not the host vehicle needs to be stopped and held.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

It is a block diagram which shows the structure of the traveling control apparatus which concerns on embodiment. It is a flowchart which shows operation | movement of the traveling control apparatus which concerns on embodiment. It is a timing chart which shows the relationship between throttle opening, accelerator operation, and backup control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Traveling control apparatus, 11 ... Radar, 12 ... Accelerator sensor, 13 ... Brake sensor, 14 ... ACC operation switch, 15 ... Seat belt sensor, 16 ... Door opening / closing sensor, 17 ... Vehicle speed sensor, 20 ... ACC ECU, 21 ... A preceding vehicle recognizing unit, 22 ... a stop holding determining unit, 23 ... a start request determining unit, 24 ... a target acceleration calculating unit, 25 ... a backup control determining unit, 31 ... a brake ECU, 32 ... an engine ECU, 33 ... a parking brake.

Claims (3)

Stop necessity determination means for determining whether or not the host vehicle needs to be stopped;
When the stop necessity determination means determines that the host vehicle needs to stop, a first braking force is applied to the host vehicle without stopping based on a braking operation by the driver of the host vehicle. Braking means;
Stop holding determination means for determining whether or not to stop and hold the host vehicle when the host vehicle is stopped by the braking force applied by the first braking unit;
Second braking means for applying a braking force for holding the vehicle to the vehicle without being based on a braking operation by the driver when the vehicle holding determination unit determines that the vehicle needs to be stopped and held. When,
A travel control device comprising throttle opening restriction means for restricting an increase in the throttle opening of the engine of the host vehicle when the host vehicle is stopped and held by the braking force applied by the second braking means.   2. A stop-hold releasing unit that stops applying the braking force by the second braking unit and limiting the increase in throttle opening by the throttle opening limiting unit based on an operation by the driver. The travel control device described in 1.   The stop holding determination means determines that the host vehicle needs to be stopped and held based on any one of the stop time of the host vehicle, seat belt detachment, door opening, trunk opening, bonnet opening, The travel control device according to claim 1 or 2.

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