JP2011046272A - Vehicle traveling control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To propose a method for measuring an coasting deceleration based on actual traveling conditions for energy-saving driving of a vehicle, and an effective method for determining whether to execute constant deceleration driving or a method for executing constant deceleration driving, on the basis of the coasting deceleration measured by the measurement method. <P>SOLUTION: The coasting deceleration is periodically measured at every predetermined time or every time a vehicle travels a predetermined distance during coasting. By use of the latest coasting deceleration obtained by the measurement, a determination is made whether the vehicle can travel between the current point/time point and a deceleration end point by coasting and controls constant deceleration driving, or a determination is made whether the vehicle can follow a preceding vehicle or not and following control is made. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle travel control method that maximizes the use of kinetic energy of a vehicle in order to save energy during vehicle travel and reduce the amount of exhaust gas.

Many attempts have been made for a long time to reduce the amount of fuel consumption and the amount of exhaust gas by effectively using or recovering the kinetic energy that the vehicle has while driving (Patent Document 1 and Patent Document 2). , Patent Document 3, etc.).
The present invention further evolves the above-described concept to provide not only a vehicle having an energy regeneration function such as a hybrid vehicle and an electric vehicle, but also a vehicle having a single drive source, that is, a vehicle such as a gasoline engine vehicle having no energy regeneration function. However, at the time of deceleration of the vehicle, the kinetic energy of the vehicle at that time is utilized as the vehicle's travel energy with maximum efficiency, and the vehicle running in the vehicle kinetic energy is used in a vehicle having an energy regeneration function. By effectively using the surplus energy that is supplied to the vehicle as recovered energy, the vehicle energy consumption and exhaust gas amount are comprehensively reduced.

JP-A-6-187595 JP-A-8-337135 JP 2005-146966 A JP2007-291919A Japanese Patent Application No. 2009-150386

The present invention is the kinetic energy E has a running vehicle = m · v ^2/2 (where m: vehicle mass, v: vehicle running speed) to take advantage of the most efficient and effective vehicle travel The basic idea is to carry out inertial driving within the range allowed by kinetic energy and within the range allowed by the vehicle running speed for a long time as long as possible, so that the vehicle's energy consumption and emissions Is to try to reduce.
Here, coasting refers to stopping the driving force generation operation of a vehicle driving body such as an engine or motor within a range that does not interfere with the safe driving of the vehicle or the reliability of vehicle operation, or the engine or motor. In such a situation, the vehicle is allowed to travel by effectively utilizing the kinetic energy of the vehicle at that time, and the braking operation is required for traveling safety. When it occurs, it means a running state that can immediately shift to normal braking operation.

When decelerating a hybrid vehicle or an electric vehicle, the kinetic energy of the vehicle is collected and stored by the energy regeneration function, and then the stored energy is converted to kinetic energy, that is, converted into driving energy, thereby saving the energy required for vehicle driving. Since the energy use efficiency is inferior to the method of directly using the kinetic energy of the vehicle for coasting when considering the energy recovery efficiency, storage efficiency, and conversion efficiency, the deceleration in the present invention is basically performed in the vehicle. In the state where inertial traveling is possible, inertial traveling is performed as much as possible, and only the energy remaining in inertial traveling is regenerated by the regenerative brake (if there is no regenerative brake, it is discarded as frictional heat by the friction brake).
That is, when the vehicle is decelerated, the vehicle is decelerated in order of the kinetic energy utilization efficiency of the vehicle, that is, the inertial driving, the regenerative brake, and the friction brake within the range in which the safety of driving or the reliability of the vehicle operation can be ensured. Set and control method priorities.

When coasting based on the above idea, the problem is the coasting deceleration, that is, the degree of decrease of the vehicle traveling speed with time due to the traveling resistance of the vehicle when the vehicle travels coasting.
For example, in the case of determining whether or not the vehicle can be reached by inertial traveling from the current vehicle position to the vehicle stop position or performing vehicle control for reaching the vehicle, accurate inertial traveling deceleration is required.
It is possible to prepare and set the inertia traveling deceleration in a standard road condition on a standard road in advance and use it for the above determination or control. However, the actual inertia traveling deceleration is It varies greatly depending on the road condition (road gradient, road surface condition, etc.) and the vehicle running condition (vehicle running speed, vehicle load, etc.) while the vehicle is running. Therefore, when it is attempted to determine whether or not the inertial traveling is correct and to perform inertial traveling control, inertial traveling deceleration corresponding to the traveling state on the road on which the vehicle is currently traveling is required.
The present invention relates to a method for calculating inertia traveling deceleration in accordance with the actual traveling state and a method for using the same.

First, the inertia running deceleration measuring method will be described. As shown in FIG. 1, it is assumed that the vehicle performs cruise traveling by repeating inertial traveling and slow acceleration traveling at an average traveling speed vsa and a speed fluctuation range v1 to v2.
That is, by repeating the acceleration from the speed v1 to the speed v2 with the slow acceleration αa and the inertial driving from the speed v2 to the speed v1, the average traveling speed vsa = (v1 + v2) / 2 constant speed traveling (cruising traveling) I do. Then, inertial traveling deceleration is measured during speeds v2 ′ to v1 ′ during inertial travel from speed v2 to speed v1, that is, between times t2 ′ and t3 ′. The reason for not starting inertial traveling deceleration measurement at the same time as inertial traveling start time t2 is that the transition from slow acceleration traveling to inertial traveling is still in progress at time t2, that is, the vehicle traveling state is not stable. is there.
The inertial running deceleration rate αi is calculated using (Equation 1) from the speed v2 'at time t2' and the speed v1 'at time t3', or while the time passes from t2 'to t3'. The distance d23 is used by using (Expression 2).

The reason for repeatedly calculating inertial traveling deceleration is that the inertial traveling deceleration of the vehicle changes from moment to moment depending on the road condition (road gradient, road surface condition, etc.), vehicle condition (vehicle speed, vehicle load, etc.), etc. This is because there is a possibility that when the inertia traveling determination is performed or traveling control is performed, a correct inertia traveling deceleration on the currently traveling road is required.

(Equation 1)
αi = (v1′−v2 ′) / (t3′−t2 ′)

(Equation 2)
αi = {(v1 ′) ² − (v2 ′) ² } / (2 · d23)

here,
αi: coasting deceleration during coasting from time t2 'to time t3'
t2 ': coasting start time, coasting deceleration measurement start time
t3 ': Inertia running deceleration measurement end time
v2 ': Vehicle speed at time t2'
v1 ′: vehicle speed at time t3 ′ d23: vehicle travel distance between time t2 ′ and time t3 ′.

In the above, the inertial running deceleration measuring method has been described, but inertial running acceleration (which may be an acceleration when going down on a road with a road gradient by inertial traveling) can be measured in the same way. .
Here, αi> 0: inertia traveling acceleration and αi <0: inertia traveling deceleration.

As a case where accurate inertial deceleration is required,
When knowing the vehicle travel distance D from the point P to the vehicle stop point C and determining whether or not the vehicle stop point C can be reached by equal deceleration travel by deceleration below the inertia travel deceleration from the point P,
When determining whether or not the intersection A can be reached at the time ta from the point P at the time tp by equal deceleration traveling with a deceleration equal to or less than the inertia traveling deceleration,
Alternatively, it is determined whether or not a vehicle traveling in a cruise mode recognizes a preceding vehicle and can reach (transition) by equal deceleration traveling with a deceleration equal to or less than the inertia traveling deceleration until the region following the preceding vehicle. There are cases, etc.
Here, the following travel area for the preceding vehicle is determined by the preceding vehicle traveling speed va and the allowable relative speed vr0 between the host vehicle and the preceding vehicle. In addition, it refers to an area where the vehicle can follow efficiently (see Patent Document 5).

Here, the traveling control method by the equal deceleration traveling at the deceleration equal to or less than the inertia traveling deceleration will be described.
The relationship between the inertia traveling deceleration αi, the equal deceleration traveling deceleration αir, and the braking traveling deceleration αb is expressed by (Equation 3). That is, the equal deceleration traveling deceleration rate αir is obtained by adding the braking deceleration rate αb to the inertial traveling deceleration rate αi. Therefore, in order to perform deceleration using the kinetic energy of the vehicle to the maximum, it is desirable that the constant deceleration traveling deceleration rate αir is as close as possible to the inertial traveling deceleration rate αi. However, when the vehicle decelerates, if the vehicle has kinetic energy that is more than the energy consumed by inertial running, it must be absorbed by the braking deceleration αb.
Here, braking deceleration αb is the deceleration when the vehicle is braked by regenerative braking or friction braking. Considering the energy efficiency during deceleration, energy regeneration is performed using regenerative braking as much as possible, and energy is discarded by friction braking. It is desirable to reduce as much as possible.
From the above, it is possible to perform the constant deceleration traveling by the constant deceleration traveling deceleration αir by adjusting the inertia traveling by the inertia traveling deceleration αi by adjusting the braking deceleration αb (<0) of the regenerative brake or the friction brake. I understand that However, for this purpose, αir <αi must be satisfied.

(Equation 3)
αir = αi + αb

Next, knowing the vehicle travel distance D from the point P to the vehicle stop point C, whether or not the vehicle stop point C can be reached by equal deceleration travel by deceleration below the inertia travel deceleration from the point P, A basic concept in the case of determination based on the inertia traveling deceleration αi obtained by the measurement method described above will be described.
A vehicle that has passed through point P at a speed vs. travels at a constant deceleration and speeds to point B (where point B is between point P and point C, and between point B and point C is a deceleration zone due to friction braking). The deceleration αir to reach with vmin is calculated using (Equation 4).

(Equation 4)
αir = (vmin ² −vs ² ) / {2 · (D−D ′)}
However,
D: Distance between point P and vehicle stop point C,
D ′: distance between point B and vehicle stop point C, distance traveled by friction braking,
vs: vehicle's point P passing speed,
vmin: Point B arrival speed,
It is.

Next, the measured inertia traveling deceleration αi is compared with the deceleration αir calculated by (Equation 4). If (Equation 5) is satisfied, the equal deceleration traveling deceleration is adjusted to αir by the regenerative brake. While traveling to the stop point C, the vehicle decelerates at an equal speed (strictly, the vehicle travels toward the point B, reaches the point B at a speed vmin, and then stops at the point C with a friction brake), and stops at the point C. To do.
In this case, the uniform deceleration traveling at the deceleration αir from the point P to the point B is a traveling that regenerates the kinetic energy of the vehicle that travels by inertia traveling by the regenerative brake (braking deceleration αb).
On the other hand, if (Equation 5) does not hold, it is assumed that even if the inertia traveling deceleration αi is present, uniform deceleration traveling to the point C is impossible, and the vehicle continues cruise traveling for a certain time or a certain distance. The deceleration αir for equal deceleration traveling to the point C is calculated again and compared with the latest inertial traveling deceleration αi at that time. The calculation of the deceleration for the equal deceleration traveling and the comparison with the inertia traveling deceleration are repeated until (Equation 5) is satisfied, and after (Equation 5) is satisfied, the deceleration αir, Travel toward point C by traveling at an equal speed.

(Equation 5)
αi> αir

Here, the reason why the arrival speed at the point B is vmin is that the lower limit value of the vehicle speed at which there is no fear that the traffic flow is disturbed by the constant deceleration traveling is vmin.

The above is a description on the determination of whether or not the vehicle can be reached by the constant deceleration travel from the point P to the vehicle stop point C downstream of the distance D and the constant deceleration travel.
Whether or not the vehicle can reach the intersection A at the time ta by the constant deceleration traveling from the specific point P at the time tp, that is, whether or not the constant deceleration traveling from the specific point P to the intersection A for passing through the intersection A without a green light stop Travel control can also be determined and executed in the same way.

The constant deceleration rate αir when arriving at the time point tp at the time point tp from the point (speed vs) at the time tp ′ (distance ΔD from the point P) after passing through the point P by the constant deceleration αir is expressed as (number 6). The calculated deceleration rate αir is compared with the inertial travel deceleration rate αi measured during the inertial traveling, and if the above equation (5) is satisfied, the vehicle is timed at the intersection A by the constant deceleration traveling of the deceleration αir. Assuming that it is possible to reach ta, the braking deceleration αb is adjusted to keep the constant deceleration traveling deceleration at the deceleration αir toward the intersection A, and the intersection A reaches the time ta.
If (Equation 5) is not satisfied, the deceleration calculation for the equal deceleration traveling and the comparison with the inertial traveling deceleration are repeated until (Equation 5) is satisfied, and when (Equation 5) is satisfied. Traveling toward the intersection A at the time ta at a constant deceleration traveling at the calculated deceleration rate αir, passes through the intersection A without a green light and without stopping.

(Equation 6)
αir = 2 {(D−ΔD) −vs (ta−tp ′)} / (ta−tp ′) ²
here,
D: vehicle travel distance between point P and intersection A ΔD: vehicle travel distance up to the present time after passing point P,
vs: current vehicle speed,
ta: Vehicle A arrival time
tp ': Current time (= tp + Δt)
tp: vehicle point P passage time Δt: time elapsed after vehicle point P has passed,
It is.

As described above, the inertial traveling deceleration αi during inertial traveling during cruising, the latest inertial deceleration calculated and the time specified from the local point to the vehicle stop point or at the intersection The efficiency of vehicle kinetic energy is determined by comparing whether or not it can be reached under the target condition at the target point by comparing the constant deceleration travel deceleration αir to reach and traveling at the constant deceleration travel deceleration αir Driving and energy regeneration through efficient use are possible.

  The present invention can also be applied to the case where the vehicle detects the vehicle ahead and approaches the vehicle ahead to follow the vehicle ahead. In other words, when a forward vehicle is detected during cruise traveling, the vehicle travels at the inertia traveling deceleration αi calculated during inertial traveling during cruise traveling by repeated inertial traveling and slow acceleration traveling as described above, and the vehicle and speed va. Is it possible to reach the following traveling area by equal deceleration traveling with the calculated deceleration αir by calculating and comparing the deceleration αir required to reach the following traveling area set with the vehicle ahead? If yes, run toward the follow-up running area with the calculated deceleration rate αir. If not, run cruising for a certain time or a certain distance and then calculate αi and αir again. In comparison, this operation is continued until it becomes possible, and at the time when it becomes feasible, equal speed traveling at a deceleration αir toward the following traveling region is started.

After reaching the following traveling region, inertial traveling and slow acceleration traveling are repeated in the following traveling region in which the relative speed vr with the preceding vehicle satisfies (Equation 9) and the inter-vehicle distance L satisfies (Equation 14). Follow the car.

Details of the concept of the following traveling transition and the following traveling will be described with reference to FIG.
The own vehicle 31 is a safe inter-vehicle distance L1 (va) with respect to a forward vehicle 32 traveling at a speed va, a maximum inertial distance L2 (va) expressed by (Equation 7), and a slow acceleration travel distance expressed by (Equation 8). L3 (va) maximum value and the following relative traveling range 33 determined by the relative speed allowable range represented by (Equation 9) (however, the following traveling region 33 includes the relative speed range of (Equation 9) and the inter-vehicle distance of (Equation 10). The inertia following traveling region 34 set in the distance range, the relative speed range (Equation 9), and the slow acceleration following traveling region 35 set in the inter-vehicle distance range (Equation 11) are set.

Here, the safe inter-vehicle distance L1 (va) is the minimum inter-vehicle distance at which the host vehicle that follows and travels at a relative speed vr = 0 to the preceding vehicle traveling at a speed va can safely stop in an emergency,
The inertial travel distance L2 (va) is the time until the vehicle traveling at a relative speed vr = + vr0 with the preceding vehicle traveling at a speed va shifts to inertial travel at a deceleration αi and the subsequent relative speed vr = 0. Relative mileage approaching the vehicle ahead,
The slow acceleration travel distance L3 (va) is determined as follows: The own vehicle traveling at a relative speed vr = −vr0 with the preceding vehicle traveling at a speed va shifts to an acceleration travel at a slow acceleration αa and then the relative speed vr = 0. Relative mileage away from the vehicle ahead,
It is.

Here, the inter-vehicle distance indicated by (Equation 12) serving as the boundary between the inertia following traveling region 34 and the slow acceleration following traveling region 35 is referred to as a boundary inter-vehicle distance 36.

(Equation 7)
L2 (va) = − vr0 ² / (2 · αi)

(Equation 8)
L3 (va) = vr0 ² /(2.αa)

(Equation 9)
−vr0 ≦ vr ≦ vr0

(Equation 10)
L1 (va) ≦ L <L1 (va) + L2 (va)

(Equation 11)
L1 (va) + L2 (va) <L ≦ L1 (va) + L2 (va) + L3 (va)

(Equation 12)
L = L1 (va) + L2 (va)

Travel at equal speed from the current point (relative inter-vehicle distance L to the preceding vehicle L) to the boundary inter-vehicle distance (relative distance L1 + L2 from the preceding vehicle) in the following travel area, and the relative speed vr = The deceleration αir for reaching 0 is calculated from (Equation 13).

(Equation 13)
αir = (va ² −vs ² )
/ {2 · (L−L1 (va) −L2 (va))}

  Αir calculated in (Equation 13) is compared with the inertial traveling deceleration αi measured during the inertial traveling. It is determined that the point can be reached at a relative speed vr = 0, and equal speed traveling at a deceleration αir is started. If (Equation 5) is not satisfied, the cruise α is calculated again by (Equation 13) after traveling for a certain period of time or a certain distance, and compared with the latest inertial traveling deceleration αi (Equation 5). ) Until it is satisfied, and when it is satisfied, the vehicle starts to decelerate at the deceleration αir.

  After the vehicle starts to decelerate at the deceleration αir, the distance L between the vehicle and the vehicle ahead is measured when the relative speed vr with respect to the vehicle ahead becomes vr = 0. If the vehicle is in the vehicle, the host vehicle enters the following traveling by the following operation on the assumption that the transition to the following traveling region is completed with respect to the preceding vehicle.

(Equation 14)
L1 (va) ≦ L ≦ L1 (va) + L2 (va) + L3 (va))

Next, when the distance L between the host vehicle and the preceding vehicle at the time point when the transition to the follow-up traveling is completed as described above satisfies (Equation 10), the vehicle proceeds to inertial traveling at the deceleration αi.
In addition, when the distance L between the host vehicle and the preceding vehicle at the time when the transition to the follow-up traveling is satisfied satisfies (Equation 11), the vehicle travels at a slow acceleration with a slow acceleration αa.

That is, in the follow-up running region 33 after the transition to the follow-up running, the inter-vehicle distance L during the inertia running after passing through the state in which the relative speed vr is vr = 0 in the inertia following follow-up region 34 is a distance (Expression 12). When the distance between the boundary vehicles is increased or the relative speed vr is reduced to the speed shown in (Expression 15), from inertial running to slow acceleration αa,
Further, the distance L between the vehicles after passing through the state where the relative speed vr during the slow acceleration traveling in the slow acceleration following traveling region 35 is vr = 0 is changed from the state of (Equation 11) to the distance shown in (Equation 12) (distance between boundary vehicles). When the speed is shortened or the relative speed vr increases to the speed shown in (Equation 16), from slow acceleration running to inertial running with deceleration αi,
Migrate each.

(Equation 15)
vr = −vr0

(Equation 16)
vr = + vr0

As described above, the transition to the inertial follow-up travel region 34 and the slow acceleration follow-up travel region 35 is repeated every time the inter-vehicle distance L reaches the boundary inter-vehicle distance and every time the relative speed vr reaches the relative speed allowable upper and lower limit values. Thus, the vehicle can perform a follow-up traveling corresponding to the traveling speed of the forward vehicle which is safe and energy efficient without sudden acceleration / deceleration.

  In addition, during follow-up, when the inter-vehicle distance L when the relative speed vr with the preceding vehicle reaches vr = 0 does not satisfy (Equation 10) and (Equation 11), that is, (Equation 17) or (Equation 18). When satisfying the above, it is assumed that an error has occurred due to a large fluctuation in the forward vehicle speed va, etc., and when satisfying (Equation 17), the vehicle distance L is set to L> L1 (va by a brake (regenerative brake or friction brake). ), And if (Equation 18) is satisfied, the vehicle distance L is reduced to L <L1 (va) + L2 (va) + L3 (va) by slow acceleration, Carry out the following running.

(Equation 17)
L <L1 (va)

(Equation 18)
L> L1 (va) + L2 (va) + L3 (va)

  According to the present invention, it is possible to calculate the inertia traveling deceleration αi corresponding to the road condition and the vehicle condition, and to appropriately apply the vehicle to the equal deceleration traveling or the following traveling using the calculation result. It can greatly contribute to gas reduction.

Inertia travel deceleration calculation method explanatory diagram according to the present invention, Inertia travel deceleration calculation procedure explanatory diagram according to the present invention, Follow-up running transition and follow-up running method explanatory diagram according to the present invention In-vehicle device configuration example for a specific point stop by equal deceleration traveling according to the present invention, An example of a calculation processing procedure for a specific point stop by equal deceleration traveling according to the present invention, Calculation processing procedure example for arrival / passage at intersection specific time by equal deceleration traveling according to the present invention, It is an example of a follow-up running transition and follow-up running calculation processing procedure according to the present invention.

When traveling at a constant speed for stopping at a specific point or slowing down, or when traveling at a constant speed based on specific driving conditions toward an intersection, a vehicle is equipped with a front radar to avoid danger from driving. It is desirable to start equal deceleration driving after confirming that there are no obstacles or the like ahead.
Further, when traveling following a forward traveling vehicle, a front radar for detecting the inter-vehicle distance from the forward traveling vehicle and relative speed is required.
In addition, inertial travel transition operation related to stopping the driving body operation at the start of inertial travel or constant deceleration travel, interruption of transmission of driving force to drive wheels, etc., and operation at transition from inertial travel state to deceleration state by brake Can be performed automatically and collectively so as not to hinder the safe driving of the vehicle, and it can be decelerated as a speed control target value for vehicle driving control. It is desired to develop and introduce a speed control device having an improved inertial traveling / equal deceleration traveling control function in which the braking deceleration αb is appropriately controlled automatically by setting the traveling deceleration αir.

First, a method for measuring inertia traveling deceleration during inertia traveling will be described with reference to an example of inertia traveling deceleration measuring procedure in FIG.
In FIG.
201 is the starting point of the inertia running deceleration measurement procedure,
202 is an inertial travel start determination process for determining whether inertial travel has been started,
203 is a timer initialization process for measuring the elapsed time from the start of inertial running,
Reference numeral 204 denotes a predetermined time Ti1 elapsed determination process for determining the passage of a predetermined time Ti1 after the start of inertial travel, and the inertial travel deceleration αi can be measured after the predetermined time Ti1 has elapsed.
205 is a v2 ′ capturing process for capturing the vehicle traveling speed v2 ′ at the time when it is determined that the predetermined time Ti1 has elapsed after the start of inertial traveling in the process 204;

206 is a predetermined time (Ti1 + Ti2) elapse determination process for determining the elapse of a constant time (Ti1 + Ti2) after the start of inertial running,
In step 206, if it is determined in the process 206 that the predetermined time (Ti1 + Ti2) has not yet elapsed after the start of inertial travel, the inertial travel end determination processing for determining whether the inertial travel has already ended,
208, when it is determined in process 206 that a certain time (Ti1 + Ti2) has elapsed after the start of inertial running, v1 ′ capture process that captures the vehicle speed v1 ′ at that time;
209 is an inertial traveling deceleration calculation / storage process for calculating and storing the inertial traveling deceleration rate αi from the captured vehicle speeds v2 ′ and v1 ′ according to (Equation 1), where t2 ′ = Ti1, t3 '= Ti1 + Ti2.

210 is a vehicle speed replacement process in which the vehicle speed v1 ′ captured immediately before is replaced with the vehicle speed v2 ′ in order to continue to measure inertial deceleration.
211 is an elapsed time replacement process in which the elapsed time Δti after the start of inertial travel is set to time Ti1 in order to continuously measure inertial deceleration as in process 210.
It is.
By processing as described above, inertial traveling deceleration can be continuously measured and updated not only when inertial traveling and slow acceleration traveling are repeated, but also when inertial traveling continues.
Moreover, the measurement of the elapsed time of the said process, the taking-in of vehicle speed, and the calculation of inertial running deceleration are possible in the vehicle-mounted apparatus example shown in FIG.

FIG. 4 shows an example of an in-vehicle device for realizing a constant deceleration traveling according to the present invention that effectively uses the kinetic energy of the vehicle traveling when the vehicle traveling in the direction from the point P to the point C is stopped at the point C. FIG. 5 shows an example of a calculation processing procedure related to inertial running control in FIG.
In FIG.
401 is an arithmetic control unit of an in-vehicle device in which an inertial traveling deceleration calculation / storage function according to the present invention is added to the car navigation function, a deceleration traveling permission determination and a traveling control function are added,
Reference numeral 402 denotes a vehicle current position specifying unit, which includes a GPS receiver, an azimuth meter, a gyro, and the like.
Reference numeral 403 denotes a travel distance measuring unit that measures the vehicle travel distance after starting inertial travel and the vehicle travel distance after passing through a specific point (in this example, point P), and is calibrated by a speed calibration unit 404 described later. The travel distance is measured by integrating the travel speed (vehicle speed)

404 is a speed calibration unit for calibrating the vehicle speed of the vehicle,
405 is an elapsed time side part that measures the elapsed time after the start of coasting and the elapsed time from passing a specific point (in this example, point P),
406 is a front radar unit that determines whether there is no danger in transition to coasting by detecting the presence of a traveling vehicle or an obstacle in front of the host vehicle at the time of transition from normal traveling to constant deceleration traveling, etc.

407 is an accelerator of the own vehicle, an accelerator for detecting a depression state of a brake, a brake state detection unit,
In addition to a normal traveling speed control function, 408 includes inertial traveling transition operation related to stopping of vehicle driving body operation at the start of inertial traveling or constant deceleration traveling, interruption of transmission of driving force to driving wheels, and inertial traveling. As a speed control target value for running control of the vehicle, it is possible to carry out the operation at the time of transition from the state to the braked deceleration state automatically and collectively without disturbing the safe driving of the vehicle. Speed control device having an inertial traveling / equal deceleration traveling control function in which braking deceleration αb is automatically controlled appropriately by setting equal deceleration traveling deceleration αir

409 is a database having information on travel distance D between point P and point C necessary for deceleration control of the present invention on each road, in addition to map data necessary for car navigation,
410 is a voice input / output unit that performs voice input / output required for car navigation and inertial vehicle deceleration measurement and equal deceleration control according to the present invention;
411 is a display input / output unit that performs display input / output required for car navigation and deceleration control by vehicle inertial deceleration measurement and the like according to the present invention;
Reference numeral 412 denotes an inertia traveling deceleration standard value (αi0) which is used as a reference for inertia traveling deceleration measurement and equal deceleration control according to the present invention in advance. ) Standard deceleration setting part to set
It is.

Next, an example of a calculation processing procedure for stopping a specific point by traveling at an equal speed in the in-vehicle apparatus having the configuration shown in FIG. 4 will be described with reference to FIG.
In FIG.
501 is an arrival control procedure start point by equal speed traveling from point P to stop point C,
Reference numeral 502 denotes a point P passage determination process for determining whether or not the vehicle has passed the point P that is the starting point for constant deceleration traveling control from the position data specified by the position specifying unit 402.
503, when it is determined in the process 502 that the vehicle has passed the point P, the elapsed time Δt after passing the point P, the Δt, ΔD counting start process for starting the counting of the travel distance ΔD from the point P,
Reference numeral 504 denotes a vehicle travel distance D between point P and point C.
D import processing to import information from the map database,
505 is a vs / vmin capturing process for capturing the current vehicle traveling speed vs and the traveling speed lower limit vmin corresponding to the vehicle traveling speed vs;
506 is an αir calculation process for calculating an equal deceleration αir for equal deceleration traveling from the current time to the vehicle stop point using the above (Equation 4).

507 is a deceleration comparison process for comparing the inertia running deceleration αi of the vehicle with the deceleration αir calculated in process 506;
If the comparison result (Equation 5) in the processing 507 is satisfied, that is, if αi> αir is determined, the vehicle can reach point B (at the point B arrival speed vmin) by equal deceleration travel of the deceleration αir. As a front safety confirmation process to confirm the front safety by radar for the start of constant deceleration running at the deceleration αir,
509 is an equal deceleration traveling start process for starting equal deceleration traveling at the deceleration αir when forward safety is confirmed in the process 508;
510, when it is determined in processing 507 that αi> αir is not satisfied, or when there is an obstacle in front of the vehicle in processing 508 and equal deceleration traveling at the deceleration αir cannot be started, the cruise traveling for a predetermined time is performed. (A new inertial running deceleration rate αi is also measured during this period)

511 is a vehicle speed lower limit arrival determination process for monitoring the vehicle speed after starting the equal deceleration traveling at the deceleration αir in the process 509 and determining whether or not the vehicle speed vs has reached vs ≦ vmin.
512, when it is determined in process 511 that the vehicle speed vs has reached the lower limit value vmin, the constant deceleration traveling end process of traveling toward the point C by switching from the constant deceleration traveling to the deceleration of the friction brake main body;
Reference numeral 513 denotes a point C arrival determination process for determining whether or not the vehicle has reached the destination point C by a travel distance counting result ΔD from the point P, a position specifying function, or a driver's visual observation.
514 is the end point of the arrival control procedure by the constant deceleration traveling from the point P to the stop point C,
It is.

As described above, according to the present invention, the inertia traveling deceleration αi is compared with the deceleration αir for the constant deceleration traveling, and whether or not the point C arrives by the constant deceleration traveling at the deceleration αir after passing through the point P (strictly speaking) For example, if it is possible to arrive at the point B at the traveling speed vmin or higher) and the vehicle is able to arrive and safety ahead is confirmed, the deceleration at the constant deceleration traveling deceleration αir is adjusted while adjusting the braking deceleration αb. When the vehicle starts running, the vehicle decelerates at a constant deceleration when the vehicle speed reaches vmin, and after that, by switching to the braking operation, the vehicle reaches the point C that makes the best use of the vehicle's kinetic energy (stops or slowly passes). It becomes possible.

In the third embodiment, the idea of the present invention is applied to the intersection non-stop traveling control, and the intersection A notified to the in-vehicle device by road-to-vehicle communication at a specific point (in this case, the point P) is a green signal / non-stop. A method of realizing the traveling condition between the point P and the intersection A for passing at a speed by traveling at an equal speed.

The in-vehicle device configuration of the present embodiment is realized by adding a road-to-vehicle communication vehicle side device that receives a report from the road-to-vehicle communication roadside device provided on the roadside of the point P to the configuration of the second embodiment in FIG. (However, the road-to-vehicle communication vehicle side device is not shown in FIG. 4).
From the road side to the vehicle side by the road-to-vehicle communication, the vehicle traveling distance between the point P and the intersection A, the vehicle's point P passing time ta, and the traveling conditions for passing through the intersection A without a green light stop (in this example, the intersection A) The scheduled arrival time ta) shall be reported.

Next, an application procedure example of uniform deceleration traveling in the intersection non-stop traveling control will be described with reference to FIG.
601 to 603 are the same as 501 to 503 in FIG.
604 is a data fetching process for fetching the vehicle travel distance D information between the point P and the intersection A, the point P passing time tp of the vehicle, and the estimated arrival time ta of the intersection A from the road-to-vehicle communication roadside device by road-to-vehicle communication;

605 is the same as 605 in FIG.
606 is the same as 507 to 510 in FIG. 5 in the αir calculation processing 607 to 610 for calculating the equal deceleration αir for equal deceleration traveling from the current time to the vehicle stop point using the above (Equation 6).

611 is a ta ′ determination process for determining whether the time has reached ta ′ (ta−ta ′ = ΔT0, ΔT0: a predetermined time).
612, when it is determined in the process 611 that the time has reached ta ′, the current vehicle speed vs and the travel distance ΔD from the point P are taken in, and a correction reduction for equal deceleration travel from the present time to the intersection A Αir 'calculation process to calculate the speed αir',
However, αir ′ is calculated from αir ′ = 2 {(D−ΔD) −vs (ta−ta ′)} / (ta−ta ′) ² .
Reference numeral 613 denotes a corrected deceleration rate αir ′ for traveling toward the intersection A with a modified deceleration rate αir ′ for equal deceleration travel calculated in the process 612 instead of the deceleration αir for equal deceleration travel so far. Equal deceleration travel processing at
614 is an intersection A arrival determination process for determining whether or not the intersection A has been reached,
615 is an end point for ending the intersection A passing control procedure by this deceleration driving when it is determined in process 614 that the vehicle has reached the intersection A,
It is.

As described above, the inertia traveling deceleration αi after passing through the point P is compared with the deceleration αir calculated by (Equation 6). Start deceleration. After that, at time ta ′ before the scheduled arrival time at intersection A, the vehicle travels at that time at a constant speed depending on whether or not the vehicle travel speed vs satisfies vs ≧ (D−D ′) / (ta−ta ′). Determine whether to perform braking control or slow acceleration after finishing, and travel toward intersection A while adjusting the traveling speed so that the arrival time at intersection A is ta. A arrives at the estimated arrival time ta. By performing arithmetic processing and equal-speed deceleration driving in this way, the vehicle's kinetic energy is effectively utilized without speed adjustment by rapid deceleration at the point P for passing through the intersection A without a green light stop. As a result, non-stop traveling at the intersection can be realized.

In the fourth embodiment, the concept of the present invention is applied to a vehicle that travels following a forward traveling vehicle, thereby enabling safe and efficient follow-up traveling and execution of the following traveling with respect to the forward traveling vehicle.
The in-vehicle device configuration of the present embodiment is basically the same as the configuration of the second embodiment of FIG. However, the front radar can measure not only the front obstacle or the traveling vehicle but also the distance between the vehicle and the traveling vehicle and the relative speed.

Next, using FIG. 7, an example of an application procedure of the constant deceleration traveling in the following traveling is shown. However, it is assumed that the vehicle A inertial traveling deceleration rate αi in this embodiment is obtained in the background of the processing shown in FIG. 7 (in the processing procedure shown in FIG. 2) as in the first and second embodiments.
701 is a follow-up running control process procedure start point for a forward running vehicle according to the present invention,
702 is a forward traveling vehicle determination process for determining whether or not there is a traveling vehicle that should follow in front of the host vehicle based on the output of the front radar 406;
Reference numeral 703 denotes a cruise traveling process for performing cruise traveling, and the inertia traveling deceleration αi is measured / updated during inertia traveling during this period.
704 is a distance L between the own vehicle and the forward traveling vehicle from the front radar 406, and a relative speed vr between the own vehicle and the forward traveling vehicle (provided that vr> 0 when the own vehicle is approaching the forward traveling vehicle), In addition, the host vehicle speed vs is detected from the host vehicle speed meter, the front vehicle speed va (= vs−vr) is detected from the relative speed vr and the host vehicle speed vs, and the braking distance (safety corresponding to the front vehicle speed va is searched from the database. Distance between vehicles) L1 (va), the following traveling region setting process for setting the following traveling region by taking in the allowable relative speed vr0 between the host vehicle and the forward traveling vehicle, and the slow acceleration αa,

705 is an αir calculation process for calculating an equal deceleration αir for determining whether or not the follow-up traveling area set in the process 704 can be reached by equal deceleration traveling from the local point using (Equation 13);
706 is a deceleration comparison process for comparing the inertia traveling deceleration αi with the equal deceleration traveling deceleration αir calculated in process 705;
707 is a constant deceleration traveling start process for starting uniform deceleration traveling at the deceleration αir when the result (Equation 5) of the processing 706 is satisfied,

708 is the same as process 704,
709 is an inter-vehicle distance comparison process for comparing the own vehicle-front running inter-vehicle distance L and L1 (va).
710 is a deceleration / braking process for performing braking for avoiding a rear-end collision with the forward traveling vehicle when it is determined in process 709 that the distance L between the host vehicle and the forward traveling vehicle is L1 (va) or less.
711 is a follow-up region transition end determination process for determining whether or not the relative speed vr with the preceding vehicle is vr = 0, that is, whether or not the transition to the follow-up travel region in the constant deceleration travel is finished.

Reference numeral 712 denotes an inertial traveling in which whether or not the vehicle is in the inertial traveling region (34 in FIG. 3) in the following region is determined from whether or not the distance L between the host vehicle and the forward traveling vehicle is equal to or less than L1 (va) + L2 (va). Area determination processing,
713 determines whether or not the vehicle is in the slowly accelerating traveling region (35 in FIG. 3) in the following region based on whether or not the distance L between the host vehicle and the forward traveling vehicle exceeds L1 (va) + L2 (va). Slow acceleration running area determination processing,

714 is an inertial traveling process for performing inertial traveling transition or inertial traveling,
715 is the same as process 704,
716 is whether or not the distance L between the host vehicle and the vehicle traveling ahead has reached L = L1 (va) + L2 (va) from the state of L <L1 (va) + L2 (va). Slow acceleration travel transition determination process for determining whether or not a state to be transitioned has been reached,

717 is a slow acceleration travel process for performing a slow acceleration travel transition or a slow acceleration travel,
718 is the same as process 715,
719 is whether the distance L between the host vehicle and the vehicle traveling ahead has reached L = L1 (va) + L2 (va) from the state of L <L1 (va) + L2 (va), that is, from slow acceleration to inertial driving. Inertia travel transition determination process for determining whether or not a state to be transitioned has been reached,
It is.

By controlling as described above, the distance between the vehicle A and the vehicle B is L = L1 (va) + L2 (va) (strictly speaking, the distance L2 (va) should be expressed as the distance L2 (vr0). Corresponds to the forward vehicle speed va, so distance L2 (vr0) is all distance L2 (va))
By switching between the start of acceleration travel and the start of inertial travel when passing through a point, it is possible to perform follow-up travel with a small range of inter-vehicle distance variation and hence a small travel speed variation range, that is, high kinetic energy utilization efficiency.

As described above, the present invention effectively and efficiently utilizes the kinetic energy possessed by a vehicle in a single drive source vehicle as well as a vehicle having an energy regeneration function such as a hybrid vehicle. Control at the same speed and stop or slowing down to the vehicle stopping point, arrival control at the specific time at the intersection at constant deceleration driving in the non-stop driving at the intersection, and follow-up transition and follow-up control to the preceding vehicle It can greatly contribute to energy saving of vehicles or reduction of exhaust gas.

In FIG.
L: Distance between own vehicle and front vehicle
L1: Safe inter-vehicle distance, safe inter-vehicle distance (= L1 (va)) is the minimum inter-vehicle distance that can be safely stopped in the event of an emergency when the vehicle following the preceding vehicle traveling at the speed va follows the relative speed vr = 0.
L2: Inertia mileage, inertial mileage (= L2 (va)) means that the vehicle traveling at the relative speed vr = + vr0 with the preceding vehicle traveling at speed va has shifted to inertial traveling at deceleration αi. Relative mileage approaching the vehicle ahead until the rear relative speed vr = 0
L3: Slow acceleration travel distance, slow acceleration travel distance (= L3 (va)) is the relative speed with the preceding vehicle traveling at speed va = −vr0 The host vehicle traveling is moving to acceleration traveling at slow acceleration αa And the relative travel distance away from the vehicle ahead until the rear relative speed vr = 0
L1 + L2: Boundary distance

vr (= vs−va): Relative speed between own vehicle and front vehicle (however, when own vehicle approaches front vehicle, vr> 0)
vr0: Absolute value of the upper and lower limits of the relative speed during follow-up driving determined by the forward vehicle speed va,
31: Own vehicle, travel speed vs.
32: Vehicle ahead, running speed va,
33: Follow-up running area,
34: Inertia following traveling region in the following traveling region,
35: A slow acceleration following traveling region in the following traveling region,
36: Boundary distance (= L1 (va) + L2 (va))
It is.

The present invention, energy saving of the vehicle running, for exhaust gas amount reducing relates to a vehicle travel control method that take full advantage of the kinetic energy of the vehicle.

Many attempts have been made for a long time to reduce the amount of fuel consumption and the amount of exhaust gas by effectively using or recovering the kinetic energy that the vehicle has while driving (Patent Document 1 and Patent Document 2). , Patent Document 3, etc.).
The invention of the present application is a further evolution of the above concept, not only in vehicles having an energy regeneration function such as hybrid vehicles and electric vehicles, but also in vehicles such as gasoline engine vehicles that do not have an energy regeneration function, at the time of vehicle deceleration. The kinetic energy possessed by the vehicle at that time is utilized as efficiently as the travel energy of the vehicle, and in the vehicle having the energy regeneration function, the vehicle travels in the kinetic energy possessed by the vehicle when the vehicle decelerates. By effectively using the surplus energy that is supplied to the vehicle as recovered energy, the vehicle energy consumption and exhaust gas amount are comprehensively reduced.

The present invention is the kinetic energy E has a running vehicle = m · v ^2/2 (where m: vehicle mass, v: vehicle running speed) to take advantage of the most efficient and effective vehicle travel The basic idea is to carry out inertial driving within the range allowed by kinetic energy and within the range allowed by the vehicle running speed for a long time as long as possible, so that the vehicle's energy consumption and emissions Is to try to reduce.
Here, coasting refers to stopping the driving force generation operation of a vehicle driving body such as an engine or motor within a range that does not interfere with the safe driving of the vehicle or the reliability of vehicle operation, or the engine or motor. The transmission of the driving force to the drive wheels is stopped / reduced , so that the vehicle travels by effectively using the kinetic energy possessed by the vehicle at that time, and the state where the braking operation is necessary for traveling safety When it occurs, it means a running state that can immediately shift to normal braking operation.

When coasting based on the above concept, the problem is the coasting deceleration, that is, the degree of decrease in vehicle traveling speed over time due to the traveling resistance of the vehicle when the vehicle travels coasting.
For example, in the case of determining whether or not the vehicle can be reached by inertial traveling from the current vehicle position to the vehicle stop position or performing vehicle control for reaching the vehicle, accurate inertial traveling deceleration is required.
It is possible to prepare and set the inertial traveling deceleration in a standard driving condition on a standard road in advance and use it for the determination or control of the inertial traveling ability. The travel deceleration varies greatly depending on the road conditions (road gradient, road surface condition, etc.) and the vehicle travel conditions (vehicle travel speed, vehicle load, etc.) during vehicle travel. Therefore, when it is attempted to determine whether or not the inertial traveling is correct and to perform inertial traveling control, inertial traveling deceleration corresponding to the traveling state on the road on which the vehicle is currently traveling is required.
The present invention relates to a method for calculating inertia traveling deceleration in accordance with the actual traveling state and a method for using the same.

As a case where accurate inertial deceleration is required,
When knowing the vehicle travel distance D from the point P to the vehicle stop point C and determining whether or not the vehicle stop point C can be reached by equal deceleration travel by deceleration equal to or less than the inertia travel deceleration from the point P ,
When determining whether or not the intersection A can be reached at the time ta from the point P at the time tp by equal deceleration traveling with a deceleration equal to or less than the inertia traveling deceleration,
Alternatively, it is determined whether or not a vehicle traveling in a cruise mode recognizes a preceding vehicle and can reach (transition) by equal deceleration traveling with a deceleration equal to or less than the inertia traveling deceleration until the region following the preceding vehicle. There are cases, etc.
Here, the time ta is a specific time during which the intersection A is between green lights. The follow-up running region forward vehicle also forward vehicle traveling speed va and the vehicle - defined between the forward vehicle permissible relative speed vr0, safe and own vehicle is a repetition of equal deceleration running and constant gentle acceleration traveling ahead the vehicle An area where efficient follow-up traveling is possible (see Patent Document 5).

Here, the traveling control method by the equal deceleration traveling at the deceleration equal to or less than the inertia traveling deceleration will be described.
The relationship among the inertia traveling deceleration αi (αi <0), the equal deceleration traveling deceleration αir (αir <0), and the braking traveling deceleration αb (αb <0) is expressed by (Equation 3). In other words, etc. deceleration traveling deceleration αir is a coasting deceleration αi to the sum of the braking deceleration αb. Therefore, in order to perform deceleration using the kinetic energy of the vehicle to the maximum, it is desirable that the constant deceleration traveling deceleration rate αir is a value equal to the inertial traveling deceleration rate αi. However, when the vehicle decelerates, there is a case where the vehicle has kinetic energy that is excessive for energy consumption due to inertial running , that is, αi> αir . In this case, (αi ) is applied by braking by regenerative braking or friction braking (braking deceleration αb) . -Αir) must be absorbed.
Here braking deceleration αb is a deceleration of the vehicle braking that by the regenerative brake or friction brake, considering the energy efficiency during deceleration, performs energy regeneration by using as much as possible regenerative braking, energy waste by the friction brake It is desirable to reduce as much as possible.
From the above, it can be seen that the equal deceleration traveling by the equal deceleration traveling deceleration αir can be performed by the inertia traveling by the inertia traveling deceleration αi by traveling by adjusting the braking deceleration αb by the regenerative brake or the friction brake .

(Equation 4)
αir = (vmin ² −vs ² ) / {2 · ( DD ′ )}
However,
D : Distance between point P and vehicle stopping point C,
D ′ : the distance between the point B and the vehicle stop point C, the distance traveled by friction braking,
vs: vehicle's point P passing speed,
vmin: Point B arrival speed,
It is.

Next, the measured inertia traveling deceleration αi is compared with the deceleration αir calculated by (Equation 4). If (Equation 5) is satisfied, the equal deceleration traveling deceleration is adjusted to αir by the regenerative brake. While traveling to the stop point C, the vehicle decelerates at an equal speed (strictly, the vehicle travels toward the point B, reaches the point B at a speed vmin, and then stops at the point C with a friction brake), and stops at the point C. To do. In this case, like the deceleration running at deceleration αir between the point P to the point B is a travel to regenerate the kinetic energy of the vehicle intolerable travels by coasting by regenerative braking (braking deceleration .alpha.b).
On the other hand, if (Equation 5) does not hold, it is assumed that constant deceleration traveling to point C is impossible in inertial traveling with inertial traveling deceleration αi , and the vehicle continues cruise traveling for a certain time or a certain distance. The deceleration αir for equal deceleration traveling to the point C is calculated again and compared with the latest inertial traveling deceleration αi at that time. The calculation of the deceleration for the equal deceleration traveling and the comparison with the inertia traveling deceleration are repeated until (Equation 5) is satisfied, and after (Equation 5) is satisfied, the deceleration αir, Travel toward point C by traveling at an equal speed.

(Equation 5)
αi ≧ αir

The above is a description regarding the determination of whether or not the vehicle can be reached by the constant deceleration traveling from the point P to the vehicle stop point C downstream of the distance D and the execution of the uniform deceleration traveling.
Whether or not the vehicle can reach the intersection A at the time ta by the constant deceleration traveling from the specific point P at the time tp, that is, whether or not the constant deceleration traveling from the specific point P to the intersection A for passing through the intersection A without a green light stop Travel control can also be determined and executed in the same way.

The constant deceleration αir when arriving at the intersection TP at the time tp from the point (speed vs) at the time tp ′ (distance ΔD from the point P) after passing through the point P by the constant deceleration αir is (number 6). The calculated deceleration rate αir is compared with the inertial travel deceleration rate αi measured during the inertial traveling, and if the above equation (5) is satisfied, the vehicle is timed at the intersection A by the constant deceleration traveling of the deceleration αir. Assuming that it is possible to reach ta, the braking deceleration αb is adjusted to keep the constant deceleration traveling deceleration at the deceleration αir toward the intersection A, and the intersection A reaches the time ta.
If (Equation 5) is not satisfied, the deceleration calculation for the equal deceleration traveling and the comparison with the inertial traveling deceleration are repeated until (Equation 5) is satisfied, and when (Equation 5) is satisfied. The vehicle travels toward the intersection A at the time ta at a constant deceleration traveling at the calculated deceleration rate αir , and passes through the intersection A without a green light and without stopping.

(Equation 6)
αir = 2 {( D−ΔD ) −vs (ta−tp ′)} / (ta−tp ′) ²
here,
D : vehicle travel distance between point P and intersection A Δ D : vehicle travel distance up to the present time after passing point P,
vs: current vehicle speed,
ta: Vehicle A arrival time
tp ': Current time (= tp + Δt)
tp: vehicle point P passage time Δt: time elapsed after vehicle point P has passed,
It is.

The present invention can also be applied to a case where the vehicle detects a vehicle ahead and approaches the vehicle ahead following the vehicle ahead. That is, if a forward vehicle is detected during cruise traveling, the inertia traveling deceleration αi calculated during inertia traveling during cruise traveling by repeated inertial traveling and slow acceleration traveling as described above and the front traveling during speed va Whether or not it is possible to reach the following traveling region by equal deceleration traveling at the calculated deceleration αir by calculating and comparing the deceleration αir required to reach the following traveling region set with the vehicle Judgment, if yes, run toward the follow-up running area at the calculated deceleration αir, if not, after continuing the cruise run for a certain time or a certain distance, αi, αir is again calculated and compared, This operation is continued until it becomes possible, and at the time when it becomes feasible, equal-speed running at a deceleration αir toward the following running area is started.

Details of the concept of the following traveling transition and the following traveling will be described with reference to FIG.
The own vehicle 31 has a safe inter-vehicle distance L 1 (va) with respect to a forward vehicle 32 traveling at a speed va, and a loose inertia distance maximum value L 2 (va) represented by (Expression 7) The following traveling region 33 determined by the maximum acceleration traveling distance L 3 (va) and the relative speed allowable range represented by (Equation 9) (however, the following traveling region 33 includes the relative velocity range of (Equation 9) and (several 10) The inertia following traveling region 34 set in the inter-vehicle distance range, the relative speed range (Equation 9), and the slow acceleration following traveling region 35 set in the (Equation 11) inter-vehicle distance range. Set.

Here, the safe inter-vehicle distance L 1 (va) is the minimum inter-vehicle distance at which the host vehicle that follows the preceding vehicle traveling at the speed va at a relative speed vr = 0 can safely stop in an emergency.
The inertial travel distance L 2 (va) is that the host vehicle that is traveling at a relative speed vr = + vr0 with the preceding vehicle traveling at the speed va shifts to inertial travel at a deceleration αi and the rear relative speed vr = 0. Relative mileage approaching the vehicle ahead,
The slow acceleration travel distance L 3 (va) is determined by the following relative speed vr = 0 when the host vehicle traveling at a relative speed vr = −vr0 with respect to the preceding vehicle traveling at the speed va shifts to the acceleration travel at the slow acceleration αa. Relative mileage away from the vehicle ahead,
It is.

(Equation 7)
L 2 (va) = − vr 0 ² /(2.αi)

(Equation 8)
L 3 (va) = vr0 ² / (2 · αa)

(Equation 10)
L 1 (va) ≦ L < L 1 (va) + L 2 (va)

(Equation 11)
L1 (va) + L2 (va) < L ≦ L1 (va) + L2 (va) + L3 (va)

(Equation 12)
L = L 1 (va) + L 2 (va)

Relative to the boundary vehicle distance point by running at an equal speed from the current point (relative inter-vehicle distance L to the preceding vehicle) to the boundary vehicle distance (relative distance L 1 + L 2 from the preceding vehicle) A deceleration rate αir for reaching at speed vr = 0 is calculated from (Equation 13).

(Equation 13)
αir = (va ² −vs ² ) / {2 · ( L − L 1 (va) −L 2 (va))}

Deceleration αir
After starting the equal deceleration traveling, the distance L between the vehicle and the vehicle ahead is measured when the relative speed vr with the vehicle ahead becomes vr = 0, and the vehicle distance L is within the range shown in (Expression 14). In this case, the host vehicle enters the following traveling by the following operation on the assumption that the transition to the following traveling region is completed with respect to the preceding vehicle.

(Equation 14)
L 1 (va) ≦ L ≦ L 1 (va) + L 2 (va) + L3 (va)

If the distance L between the host vehicle and the preceding vehicle at the time when the transition to the follow-up traveling is completed as described above satisfies (Equation 10), the vehicle proceeds to inertial traveling at the deceleration αi.
In addition, when the distance L between the host vehicle and the preceding vehicle at the time when the transition to the follow-up traveling is satisfied satisfies (Equation 11), the vehicle travels at a slow acceleration with a slow acceleration αa.

As described above, the transition to the inertial follow-up travel region 34 and the slow acceleration follow-up travel region 35 is repeated every time the inter-vehicle distance L reaches the boundary inter-vehicle distance and every time the relative speed vr reaches the relative speed allowable upper and lower limit values. Thus, the vehicle can perform a follow-up traveling corresponding to the traveling speed of the forward vehicle which is safe and energy efficient without sudden acceleration / deceleration.

In addition, during follow-up running, when the inter-vehicle distance L when the relative speed vr with the preceding vehicle reaches vr = 0 does not satisfy (Equation 10) and (Equation 11), that is, (Equation 17) or (Equation 18). If both satisfy the following equation, an error has occurred due to a large fluctuation in the forward vehicle speed va, etc., and if (Equation 17) is satisfied, the vehicle distance L is set to L > L 1 (by a brake (regenerative brake or friction brake)). After expanding to va), and if (Equation 18) is satisfied, the inter-vehicle distance L is reduced to L < L 1 (va) + L 2 (va) + L 3 (va) by slow acceleration. After the reduction, each of the following runs is performed.

(Equation 17)
L <L1 (va)

210 is a vehicle speed replacement process that replaces the vehicle speed v1 ′ captured immediately before with the vehicle speed v2 ′ in order to continuously measure the inertia traveling deceleration when the inertial traveling is continued .
211 is an elapsed time replacement process in which the elapsed time Δti after the start of inertial travel is set to time Ti1 in order to continuously measure inertial deceleration as in process 210.
It is.
By processing as described above, inertial traveling deceleration can be continuously measured and updated not only when inertial traveling and slow acceleration traveling are repeated, but also when inertial traveling continues.
Moreover, the measurement of the elapsed time of the said process, the taking-in of vehicle speed, and the calculation of inertial running deceleration are possible in the vehicle-mounted apparatus example shown in FIG.

409, in addition to the map data necessary for navigation, the map database having a point P- point C between the travel distance D information necessary for deceleration control of the present invention in each road,
410 is a voice input / output unit that performs voice input / output required for car navigation and inertial vehicle deceleration measurement and equal deceleration control according to the present invention;
Reference numeral 411 denotes a display input / output unit that performs display input / output required for car navigation and inertial vehicle deceleration measurement and equal deceleration control according to the present invention;
Reference numeral 412 denotes an inertia traveling deceleration standard value (αi0) which is used as a reference for inertia traveling deceleration measurement and equal deceleration control according to the present invention in advance. ) Standard deceleration setting part to set
It is.

The in-vehicle device configuration of the present embodiment is realized by adding a road-to-vehicle communication vehicle side device that receives a report from the road-to-vehicle communication roadside device provided on the roadside of the point P to the configuration of the second embodiment in FIG. (However, the road-to-vehicle communication vehicle side device is not shown in FIG. 4).
From the road side to the vehicle side by the above-mentioned road-to-vehicle communication, the vehicle travel distance between the point P and the intersection A, the vehicle point P passage time tp , and the travel conditions for passing the intersection A without a green light stop (in this example, the intersection A) The scheduled arrival time ta) shall be reported.

611 is a ta ′ determination process for determining whether the time has reached ta ′ (ta−ta ′ = ΔT0, ΔT0: a predetermined time).
612, if the time in the process 611 is determined to have reached ta ', corrected for equal deceleration traveling from the present time to the intersection A captures mileage delta D from the vehicle speed vs and the point P at that time Αir 'calculation process to calculate deceleration αir',
However, αir ′ is calculated from αir ′ = 2 { (D−ΔD) −vs (ta−ta ′)} / (ta−ta ′) ² .
Reference numeral 613 denotes a corrected deceleration rate αir ′ for traveling toward the intersection A with a modified deceleration rate αir ′ for equal deceleration travel calculated in the process 612 instead of the deceleration αir for equal deceleration travel so far. Equal deceleration travel processing at
614 is an intersection A arrival determination process for determining whether or not the intersection A has been reached,
615 is an end point for ending the intersection A passing control procedure by this deceleration driving when it is determined in process 614 that the vehicle has reached the intersection A,
It is.

As described above, the inertia traveling deceleration αi after passing through the point P is compared with the deceleration αir calculated by (Equation 6). Start deceleration. Thereafter, at a time ta ′ before the scheduled arrival time at the intersection A, the vehicle traveling speed vs at that time satisfies whether it satisfies vs ≧ ( DD ′ ) / (ta−ta ′). Determine whether to perform braking control or slow acceleration after finishing, and travel toward intersection A while adjusting the traveling speed so that the arrival time at intersection A is ta. A arrives at the estimated arrival time ta. By performing arithmetic processing and equal-speed deceleration driving in this way, the vehicle's kinetic energy is effectively utilized without speed adjustment by rapid deceleration at the point P for passing through the intersection A without a green light stop. As a result, non-stop traveling at the intersection can be realized.

Next, using FIG. 7, an example of an application procedure of the constant deceleration traveling in the following traveling is shown. However, it is assumed that the vehicle A inertial traveling deceleration rate αi in this embodiment is obtained in the background of the processing shown in FIG. 7 (in the processing procedure shown in FIG. 2) as in the first and second embodiments.
701 is a follow-up running control process procedure start point for a forward running vehicle according to the present invention,
702 is a forward traveling vehicle determination process for determining whether or not there is a traveling vehicle that should follow in front of the host vehicle based on the output of the front radar 406;
Reference numeral 703 denotes a cruise traveling process for performing cruise traveling, and the inertia traveling deceleration αi is measured / updated during inertia traveling during this period.
704 is a distance L between the own vehicle and the forward traveling vehicle from the front radar 406, a relative speed vr between the own vehicle and the forward traveling vehicle (provided that vr> 0 when the own vehicle is approaching the forward traveling vehicle), In addition, the host vehicle speed vs is detected from the host vehicle speed meter, the front vehicle speed va (= vs−vr) is detected from the relative speed vr and the host vehicle speed vs, and the braking distance (safety corresponding to the front vehicle speed va is searched from the database. Inter-vehicle distance) Follow-up running area setting process for setting the following running area by taking in L1 (va), the allowable relative speed vr0 between the host vehicle and the forward running vehicle, and the slow acceleration αa,

708 is the same as process 704,
709 is an inter-vehicle distance comparison process for comparing the own vehicle-forward traveling inter-vehicle distance L and L 1 (va).
710 is a deceleration / braking process for performing braking for avoiding a rear-end collision with the forward traveling vehicle when it is determined in process 709 that the distance L between the host vehicle and the forward traveling vehicle is L 1 (va) or less.
711 is a follow-up region transition end determination process for determining whether or not the relative speed vr with the preceding vehicle is vr = 0, that is, whether or not the transition to the follow-up travel region in the constant deceleration travel is finished.

712 determines whether or not the vehicle is in the inertial traveling region (34 in FIG. 3) in the tracking region based on whether or not the distance L between the host vehicle and the forward traveling vehicle is L 1 (va) + L 2 (va) or less. Inertia running area determination process,
713 indicates whether or not the vehicle is in a slowly accelerating travel region (35 in FIG. 3) in the following region, and whether or not the distance L between the host vehicle and the forward traveling vehicle exceeds L 1 (va) + L 2 (va). A slow acceleration travel area determination process for determining from

714 is an inertial traveling process for performing inertial traveling transition or inertial traveling,
715 is the same as process 704,
In 716, L = L1 (va) from the state where the distance L between the host vehicle and the vehicle traveling ahead is L < L1 (va) + L2 (va).
+ Slow acceleration travel transition determination processing for determining whether or not L 2 (va) has been reached, that is, whether or not the state to be shifted from inertial travel to slow acceleration travel has been reached;

717 is a slow acceleration travel process for performing a slow acceleration travel transition or a slow acceleration travel,
718 is the same as process 715,
719, the vehicle - front running vehicle distance L is L <L 1 (va) + L from the state 2 (va) L = L 1 (va)
+ Inertia travel transition determination process for determining whether or not L2 (va) has been reached, that is, whether or not the state to be transitioned from slow acceleration travel to inertial travel has been reached;
It is.

By controlling as described above, the distance between the vehicle A and the vehicle B is L = L1 (va) + L2 (va) (strictly speaking, the distance L2 (va) should be expressed as the distance L2 (vr0). However, since vr0 corresponds to the forward vehicle speed va, the distance L2 (vr0) is all the distance L2 (va).) Switching operation between acceleration running start and inertial running start when passing the point By doing so, it is possible to perform follow-up traveling with less inter-vehicle distance variation width and therefore less traveling speed variation width, that is, good kinetic energy utilization efficiency.

In FIG.
L : Distance between own vehicle and forward vehicle
L 1: Safe inter-vehicle distance, safe inter-vehicle distance (= L 1 (va)) is the minimum inter-vehicle distance that can be safely stopped in the event of an emergency when the vehicle following the vehicle traveling at the speed va follows the relative speed vr = 0.
L2 : Inertia mileage, inertial mileage (= L2 (va)) is the vehicle traveling at a relative speed vr = + vr0 with the preceding vehicle traveling at speed va, and shifting to inertial traveling at deceleration αi Until the rear relative speed vr = 0,
L 3: Slow acceleration travel distance, slow acceleration travel distance (= L 3 (va)) is a relative speed with respect to the preceding vehicle traveling at a speed va = −vr 0 The host vehicle traveling at a slow acceleration αa Relative mileage that moves away from the vehicle ahead until the relative speed vr = 0
L 1+ L 2: Boundary distance

vr (= vs−va): Relative speed between own vehicle and front vehicle (however, when own vehicle approaches front vehicle, vr> 0)
vr0: Absolute value of the upper and lower limits of the relative speed during follow-up driving determined by the forward vehicle speed va,
31: Own vehicle, travel speed vs.
32: Vehicle ahead, running speed va,
33: Follow-up running area,
34: Inertia following traveling region in the following traveling region,
35: A slow acceleration following traveling region in the following traveling region,
36: Distance between boundary vehicles (= L 1 (va) + L 2 (va))
It is.

Many attempts have been made for a long time to reduce the amount of fuel consumption and exhaust gas by effectively using or recovering the kinetic energy acquired by the traveling of the vehicle when the vehicle decelerates (Patent Document 1, Patent Document 2, Patent Document). 3, etc.).
The present invention further evolves the above-described concept to provide not only a vehicle having an energy regeneration function such as a hybrid vehicle and an electric vehicle, but also a vehicle having a single drive source, that is, a vehicle such as a gasoline engine vehicle having no energy regeneration function. However, at the time of deceleration of the vehicle, the kinetic energy possessed by the vehicle at that time is utilized as efficiently as travel energy of the vehicle, and the vehicle having the energy regeneration function has the vehicle at the time of deceleration of the vehicle. by the effectively recover energy the energy surplus energy to be subjected to it has a vehicle traveling in the kinetic energy, the energy consumption of overall vehicle, it is an attempt is made to reduce exhaust gas amount.

The present invention (here, m vehicle running speed: vehicle mass, v) the kinetic energy E = m · v ^2/2 having a traveling vehicle utilizing the most efficient and effective vehicle travel The basic idea is to carry out inertial driving within the range allowed by kinetic energy and within the range allowed by the vehicle running speed for a long distance as long as possible. Try to reduce the amount.
Here, coasting refers to stopping the driving force generation operation of a vehicle driving body such as an engine or motor within a range that does not interfere with the safe driving of the vehicle or the reliability of vehicle operation, or the engine or motor. By stopping and reducing the transmission of the driving force to the drive wheels, etc., the vehicle is allowed to travel by effectively using the kinetic energy possessed by the vehicle at that time, and braking operation or acceleration operation is performed for traveling safety. When a necessary state occurs, it means a traveling state that can immediately shift to a normal braking operation or acceleration operation .

When decelerating a hybrid vehicle or an electric vehicle, the kinetic energy of the vehicle is collected and stored by the energy regeneration function, and then the stored energy is converted to kinetic energy, that is, converted into driving energy, thereby saving the energy required for vehicle driving. Since the energy use efficiency is inferior to the method of directly using the kinetic energy of the vehicle for coasting when considering the energy recovery efficiency, storage efficiency, and conversion efficiency, the deceleration in the present invention is basically performed in the vehicle. In the state in which coasting is possible, coasting is carried out as much as possible and regenerated by regenerative braking only when there is surplus energy for coasting (discarded as frictional heat by friction braking if there is no regenerative braking) And
That is, when the vehicle is decelerated, the vehicle is decelerated in order of the kinetic energy utilization efficiency of the vehicle, that is, the inertial driving, the regenerative brake, and the friction brake within the range in which the safety of driving or the reliability of the vehicle operation can be ensured. Set and control method priorities.

When coasting based on the above idea, the problem is the coasting deceleration, that is, the degree of decrease of the vehicle traveling speed with time due to the traveling resistance of the vehicle when the vehicle travels coasting.
For example, in the case of determining whether or not the vehicle can be reached by inertial traveling from the current vehicle position to the vehicle stop position or performing vehicle control for reaching the vehicle, accurate inertial traveling deceleration is required.
It is possible to prepare and set the inertial traveling deceleration in a standard driving condition on a standard road in advance and use it for the determination or control of the inertial traveling ability. The travel deceleration varies greatly depending on the road conditions (road gradient, road surface condition, etc.) and the vehicle travel conditions (vehicle travel speed, vehicle load, etc.) during vehicle travel. Therefore, when it is attempted to determine whether or not the inertial traveling is correct and to perform inertial traveling control, the inertial traveling deceleration corresponding to the currently traveling road condition, vehicle condition, and the like is required.
The present invention relates to a method for calculating inertia traveling deceleration in accordance with the actual traveling state and a method for using the same.

here,
αi: coasting deceleration during coasting from time t2 'to time t3'
t2 ': coasting deceleration measurement start time
t3 ': Inertia running deceleration measurement end time
v2 ': Vehicle speed at time t2'
v1 ′: vehicle speed at time t3 ′ d23: vehicle travel distance between time t2 ′ and time t3 ′.

In the above, the inertial running deceleration measuring method has been described, but inertial running acceleration (which may be an acceleration when going down on a road with a road gradient by inertial traveling) can be measured in the same way. .
Here, αi> 0: coasting acceleration, αi <0: coasting deceleration, it is.

As a case where accurate inertial deceleration is required,
When knowing the vehicle travel distance D from the point P to the vehicle stop point C and determining whether or not the vehicle stop point C can be reached by equal deceleration travel by deceleration equal to or less than the inertia travel deceleration from the point P ,
When determining whether or not it is possible to reach the intersection at the time ta during the green light period at the intersection A by the constant deceleration traveling from the point P at the time tp by the deceleration below the inertia traveling deceleration,
Alternatively, it is determined whether or not a vehicle traveling in a cruise mode recognizes a preceding vehicle and can reach (transition) by equal deceleration traveling with a deceleration equal to or less than the inertia traveling deceleration until the region following the preceding vehicle. There are cases, etc.
Here, the following travel area for the preceding vehicle is determined by the preceding vehicle traveling speed va and the allowable relative speed vr0 between the host vehicle and the preceding vehicle. In addition, it refers to an area where the vehicle can follow efficiently (see Patent Document 5).

Here, the traveling control method by the equal deceleration traveling at the deceleration equal to or less than the inertia traveling deceleration will be described.
Inertia travel deceleration αi (αi <0)
The relationship between the equal deceleration traveling deceleration αir (αir <0) and the braking traveling deceleration αb (αb <0) is expressed by (Equation 3). In other words, etc. deceleration traveling deceleration αir is a coasting deceleration αi to the sum of the braking deceleration αb. Therefore, in order to perform deceleration using the kinetic energy of the vehicle to the maximum, it is desirable that the constant deceleration traveling deceleration rate αir is a value equal to the inertial traveling deceleration rate αi. However, when the vehicle decelerates, there are cases where the vehicle has kinetic energy that is excessive for energy consumption due to inertial running , that is, αi> αir. In this case, it is necessary to absorb (αir−αi) by the braking deceleration αb .
Here, braking deceleration αb is the deceleration when the vehicle is braked by regenerative braking or friction braking. Considering the energy efficiency during deceleration, energy regeneration is performed using regenerative braking as much as possible, and energy is discarded by friction braking. It is desirable to reduce as much as possible.
From the above, when αi> αir, equal deceleration traveling deceleration αir is equivalent to inertial deceleration αi
It can be seen that it is possible to travel by adding the braking deceleration αb (<0) by the regenerative brake or the friction brake to the inertial traveling by .

Next, the measured inertia traveling deceleration αi is compared with the deceleration αir calculated by (Equation 4). If (Equation 5) is satisfied, the equal deceleration traveling deceleration is adjusted to αir by the regenerative brake. While traveling to the stop point C, the vehicle decelerates at an equal speed (strictly, the vehicle travels toward the point B, reaches the point B at a speed vmin, and then stops at the point C with a friction brake), and stops at the point C. To do.
In this case, like the deceleration running at deceleration αir between the point P to the point B is a travel to regenerate the kinetic energy of the vehicle intolerable travels by coasting by regenerative braking (braking deceleration .alpha.b).
On the other hand, if (Equation 5) does not hold, it is assumed that constant deceleration traveling to point C is impossible in inertial traveling with inertial traveling deceleration αi , and the vehicle continues cruise traveling for a certain time or a certain distance. The deceleration αir for equal deceleration traveling to the point C is calculated again and compared with the latest inertial traveling deceleration αi at that time. The calculation of the deceleration for the constant deceleration traveling and the comparison with the inertia traveling deceleration are repeated until ( Equation 5) is established, and after ( Equation 5) is established, the deceleration αir calculated at that time is used . Travel toward point C with the same deceleration .

The constant deceleration rate αir when arriving at the time point ta at the time point ta by the constant deceleration travel of the constant deceleration rate αir from the point (speed vs) at the time tp ′ (distance Δ D from the point P) after passing through the point P is ( It is calculated by Equation 6). This calculated deceleration rate αir is compared with the inertial travel deceleration rate αi measured during the inertial travel, and if the above (Equation 5) is satisfied, the vehicle travels at a constant deceleration rate αir (where αi = In the case of αir, assuming that it is possible to reach the intersection Ta at the time point ta by the inertial traveling of the deceleration αi) , the braking deceleration αb is adjusted to reduce the constant deceleration traveling deceleration αir
To the intersection A and reach the intersection A at time ta.
If (Equation 5) is not satisfied, the deceleration calculation for the equal deceleration traveling and the comparison with the inertial traveling deceleration are repeated until (Equation 5) is satisfied, and when (Equation 5) is satisfied. The vehicle travels toward the intersection A at the time ta at a constant deceleration traveling at the calculated deceleration rate αir , and passes through the intersection A without a green light and without stopping.

As described above, the inertia traveling deceleration αi is calculated, the latest inertial traveling deceleration calculated, and the equal deceleration traveling deceleration for reaching the time point from the local point to the vehicle stop point or at the specified intersection. Efficient use of vehicle kinetic energy and energy regeneration are possible by determining whether to reach the target point by satisfying the target condition by comparing with the speed αir and traveling with the constant deceleration traveling deceleration αir when it is possible Become.

First, a method for measuring inertia traveling deceleration during inertia traveling will be described with reference to an example of inertia traveling deceleration measuring procedure in FIG.
In FIG.
201 is the starting point of the inertia running deceleration measurement procedure,
202 is an inertial travel start determination process for determining whether inertial travel has been started,
203 is a timer initialization process for measuring the elapsed time from the start of inertial running,
Reference numeral 204 denotes a predetermined time Ti1 elapsed determination process for determining the passage of a predetermined time Ti1 after the start of inertial travel, and the inertial travel deceleration αi can be measured after the predetermined time Ti1 has elapsed.
205 is a v2 ′ capturing process that captures the vehicle traveling speed v2 ′ at the time when it is determined that the predetermined time Ti1 has elapsed after the start of inertial traveling in the process 204;

206 is a predetermined time ( Ti1 + Ti2) elapsed determination process for determining a fixed time (Ti1 + Ti2) elapsed after the start of inertial running,
In step 206, if it is determined that the predetermined time ( Ti1 + Ti2) has not yet elapsed after the start of inertial traveling in step 206, inertial traveling end determination processing for determining whether inertial traveling has already been completed,
208, when it is determined in process 206 that a certain time ( Ti1 + Ti2) has elapsed after the start of inertial running, v1 ′ capturing process that captures the vehicle speed v1 ′ at that time;
209 is an inertial traveling deceleration calculation / storage process for calculating and storing the inertial traveling deceleration rate αi from the captured vehicle speeds v2 ′ and v1 ′ according to (Equation 1), where t2 ′ = Ti1, t3 '= Ti1 + Ti2.

210 is a vehicle speed replacement process in which the vehicle speed v1 ′ captured immediately before is replaced with the vehicle speed v2 ′ in order to continuously measure the inertia traveling deceleration when the inertial traveling is continued .
211 is an elapsed time replacement process in which the elapsed time Δti after the start of inertial travel is set to time Ti1 in order to continuously measure inertial deceleration as in the process 210.
It is.
By processing as described above, inertial traveling deceleration can be continuously measured and updated not only when inertial traveling and slow acceleration traveling are repeated, but also when inertial traveling continues.
Moreover, the measurement of the elapsed time of the said process, the taking-in of vehicle speed, and the calculation of inertial running deceleration are possible in the vehicle-mounted apparatus example shown in FIG.

Next, an example of a calculation processing procedure for stopping a specific point by traveling at an equal speed in the in-vehicle apparatus having the configuration shown in FIG. 4 will be described with reference to FIG.
In FIG.
501 is an arrival control procedure start point by equal speed traveling from point P to stop point C,
Reference numeral 502 denotes a point P passage determination process for determining whether or not the vehicle has passed the point P that is the starting point for constant deceleration traveling control from the position data specified by the position specifying unit 402.
503, when it is determined in the process 502 that the vehicle has passed the point P, the elapsed time Δt after passing the point P, Δt for starting the counting of the travel distance ΔD from the point P, ΔD counting start process,
Reference numeral 504 denotes a vehicle travel distance D between point P and point C.
D import processing for importing information from the database 409 ,
505 is a vs / vmin capturing process for capturing the current vehicle traveling speed vs and the traveling speed lower limit vmin corresponding to the vehicle traveling speed vs;
506 is an αir calculation process for calculating an equal deceleration αir for equal deceleration traveling from the current time to the vehicle stop point using the above (Equation 4).

507 is a deceleration comparison process for comparing the inertia running deceleration αi of the vehicle with the deceleration αir calculated in process 506;
If the comparison result (Equation 5) in the processing 507 is satisfied, that is, if αi> αir, it is determined that αi> αir, the vehicle is running at a constant deceleration αir (provided that αi = αir, the deceleration αi A forward safety confirmation process for confirming the forward safety by the radar for starting the constant deceleration traveling at the deceleration αir as being able to reach the point B (at the point B arrival speed vmin)
509 is an equal deceleration traveling start process for starting equal deceleration traveling at the deceleration αir when forward safety is confirmed in the process 508;
510, when it is determined in the process 507 that the relationship of ( Formula 5) is not satisfied, or when there is an obstacle or the like ahead of the vehicle in the process 508 and the constant deceleration traveling at the deceleration αir cannot be started, performing cruising (also made measurements of the new coasting deceleration αi for that time) a predetermined time cruising processing returns to the post-processing 505,

511 is a vehicle speed lower limit arrival determination process for monitoring the vehicle speed after starting the equal deceleration traveling at the deceleration αir in the process 509 and determining whether or not the vehicle speed vs has reached vs ≦ vmin.
512, when it is determined in process 511 that the vehicle speed vs has reached the lower limit value vmin, the constant deceleration traveling end process of traveling toward the point C by switching from the constant deceleration traveling to the deceleration of the friction brake main body;
513 is a point C arrival determination process for determining whether or not the vehicle has arrived at the destination point C by a travel distance counting result Δ D from the point P, a position specifying function, or a driver's visual observation;
514 is the end point of the arrival control procedure by the constant deceleration traveling from the point P to the stop point C,
It is.

611 is a ta ′ determination process for determining whether the time has reached ta ′ (ta−ta ′ = ΔT0, ΔT0: a predetermined time).
612, if the time in the process 611 is determined to have reached ta ', corrected for equal deceleration traveling from the present time to the intersection A captures mileage delta D from the vehicle speed vs and the point P at that time Αir 'calculation process to calculate deceleration αir',
However, αir ′ is calculated from αir ′ = 2 {( D−ΔD ) −vs (ta−ta ′)} / (ta−ta ′) ² .
613 is a modified deceleration rate αir ′ for traveling toward the intersection A with a modified deceleration rate αir ′ for the equal deceleration travel calculated in the process 612 instead of the deceleration αir for the current equal deceleration travel. Equal deceleration travel processing at
614 is an intersection A arrival determination process for determining whether or not the intersection A has been reached,
615 is an end point for ending the intersection A passing control procedure by this deceleration driving when it is determined in the process 614 that the vehicle has reached the intersection A ,
It is.

717 is a slow acceleration travel process for performing a slow acceleration travel transition or a slow acceleration travel,
718 is the same as process 715,
719, the vehicle - whether reaches forward traveling vehicle distance L is L> L 1 (va) + L from the state 2 (va) L = L 1 (va) + L2 (va), i.e. slow acceleration travel Inertia travel transition determination process for determining whether or not the state to be shifted to inertial travel has been reached,
It is.

vs: own vehicle speed,
va: vehicle speed ahead,
vr (= vs−va): Relative speed between own vehicle and front vehicle (however, when own vehicle approaches front vehicle, vr> 0),
vr0: Absolute value of the upper and lower limits of the relative speed during follow-up driving determined by the forward vehicle speed va,
31: Own vehicle,
32: Vehicle ahead,
33: Follow-up running area,
34: Inertia following traveling region in the following traveling region,
35: A slow acceleration following traveling region in the following traveling region,
36: Distance between boundary vehicles (= L 1 (va) + L 2 (va))
It is.

Claims (7)

  A vehicle travel control method characterized in that cruise traveling of a vehicle or traveling following a preceding vehicle is performed by repeating slow acceleration traveling and inertial traveling alternately.   The inertial running acceleration / deceleration αi (αi> 0: acceleration, αi <0: deceleration) is continuously measured within the possible measurement range with a change in speed during a certain time or during a certain distance during coasting. And performing the inertial traveling acceleration / deceleration for the subsequent vehicle traveling control using the measured latest inertial traveling acceleration / deceleration αi. When decelerating from the point P1 of the travel distance D to the point P2, the decelerating start conditions such as the traveling speed vp1 and the passing time tp1 at the point P1, the decelerating end conditions such as the traveling speed vp2 and the passing time tp2 at the point P2, etc. In response to the above, when the constant deceleration travel deceleration αir is calculated from the point P1 to the point P2, and the constant deceleration travel deceleration αir satisfies the relationship of αi> αir with respect to the inertia travel deceleration αi, Travel from the point P1 while adjusting the braking deceleration αb so that the constant deceleration travel deceleration is equal to the calculated constant deceleration travel deceleration αir, and satisfy the deceleration travel end condition and arrive at the point P2. A vehicle travel control method characterized by the above.
here,
αir: Equal deceleration travel deceleration (= αi + αb)
αi: coasting deceleration αb: braking deceleration (deceleration due to regenerative braking or friction braking)
It is. From the current speed and the vehicle travel distance from the vehicle current position to the vehicle stop point, the deceleration αir for equal deceleration travel from the vehicle current position to the vehicle stop point is calculated. By comparing the traveling deceleration αi, it is determined whether or not the vehicle stopping point can be reached by the constant deceleration traveling of the deceleration αir, and if possible, traveling toward the vehicle stopping point by the constant deceleration traveling at the deceleration αir, If not, calculate the deceleration αir of the same deceleration and compare it with the inertial deceleration αi after traveling for a certain period of time or a certain distance until the vehicle stop point can be reached with equal deceleration. A vehicle travel control method, characterized in that it is performed repeatedly and travels at a constant deceleration toward a vehicle stop point at a constant deceleration αir obtained at that time from a point where it can be reached. The optimum intersection arrival time ta for passing the next intersection to be passed through in accordance with the current vehicle position and the current time tp is shown in green light and without stopping. The deceleration αir to reach the intersection at the arrived arrival time is calculated, and the arrival at the intersection at the arrival time ta by the constant deceleration traveling at the deceleration αir is calculated by comparing the deceleration αir and the inertia traveling deceleration αi. Judgment is made, and if possible, the vehicle travels toward the intersection by equal deceleration travel with the deceleration αir, and if not, the same deceleration decrease similar to the above after the cruise travel for a certain time or a certain travel distance. Repeat the calculation of speed αir and comparison with inertial traveling deceleration αi until the intersection can be reached by equal deceleration traveling, from the point where it can be reached to the intersection at the constant deceleration αir obtained at that time Running at the same deceleration speed The vehicle travel control method characterized by performing.   Between the own vehicle and the forward traveling vehicle, an allowable relative speed range between the own vehicle and the preceding vehicle corresponding to the forward vehicle speed va (−vr0 ≦ vr ≦ vr0), and a following traveling distance range between the own vehicle and the preceding vehicle (L1 ≦ L ≦ L1 + L2 + L3) is set, and it is determined whether or not the vehicle can reach the following traveling region by traveling at a constant speed from the current traveling speed vs. A vehicle travel control method, characterized in that the travel transition to the front vehicle of the host vehicle ends when the travel starts and the relative speed vr between the host vehicle and the front vehicle reaches vr = 0. A vehicle travel control method for performing a follow-up travel to a preceding vehicle by switching from inertia travel to slow acceleration travel and from slow acceleration travel to inertia travel at a boundary inter-vehicle distance within a follow travel region.
Here, in claim 6 and claim 7,
vs: own vehicle speed,
va: vehicle speed ahead,
vr: own vehicle-front vehicle relative speed,
vr0: Forward vehicle speed va in the following travel area
The vehicle-front vehicle relative speed tolerance corresponding to
L: Distance between own vehicle and forward vehicle
L1: Safe vehicle-to-vehicle distance corresponding to forward vehicle speed va
L2: Maximum inertial mileage indicated by (Equation 1) corresponding to the forward vehicle speed va,
L3: Maximum slow acceleration mileage indicated by (Expression 2) corresponding to the forward vehicle speed va,
L1 + L2: Boundary distance
It is.