JP7381311B2 - Control device and control method for automated driving vehicle - Google Patents

Description

The present invention relates to a control device and a control method for an automatic driving vehicle.

In recent years, progress has been made in the development of fully autonomous vehicles that can automatically accelerate, decelerate, and turn, and can navigate not only straight roads but also roundabouts such as intersections. When such autonomous vehicles drive on public roads, there may be cases where the autonomous vehicle behaves in ways that are not intended by the occupants due to various road conditions or the coexistence of autonomous vehicles and manually operated vehicles driven by drivers. There is. This unintended behavior of the vehicle may make passengers feel uncomfortable and induce motion sickness.

For example, Patent Document 1 proposes a technique that focuses on the characteristics of the human brain and attempts to suppress motion sickness of passengers in autonomous vehicles. In other words, humans do not feel discomfort when they receive visual information that matches balance sensing information such as gravity and body orientation sensed by the inner ear, but when the two pieces of information do not match, they feel discomfort, which induces motion sickness. . The above technology suppresses motion sickness by applying stimulation to the passenger using lighting, air conditioning, etc. according to information such as vehicle acceleration and direction change, and matching inner ear sensing information with visual information. This is what I am trying to do.

US Patent Application Publication No. 2017/0313326

However, the cause of motion sickness is not only the discrepancy between equilibrium sensing information and visual information, but also changes in sound due to fluctuations in the rotation of the vehicle's prime mover, and shift shocks caused by automatic transmission gear shifting operations. It has been found that the discomfort felt by passengers can also cause motion sickness. Motion sickness is particularly likely to be induced when turning around corners, intersections, etc.

The present invention was created with a focus on such issues, and is capable of suppressing the induction of motion sickness caused by fluctuations in rotation of the prime mover and shift shock of an automatic transmission when an autonomous vehicle turns. It is an object of the present invention to provide a control device and a control method for an automated driving vehicle.

A control device for an automatic driving vehicle according to the present invention includes a prime mover as a drive source, an automatic transmission interposed between the prime mover and drive wheels, a steering mechanism, a braking mechanism, the prime mover and the automatic transmission. A control device for an automatic driving vehicle that automatically travels the vehicle by controlling the steering mechanism, the steering mechanism, and the braking mechanism, the vehicle speed control unit decelerating the vehicle speed when the vehicle approaches a turning area where the vehicle turns; a transmission control unit that downshifts the automatic transmission when the vehicle approaches the turning area and before the start of the turn, the deceleration by the vehicle speed control unit and the downshift by the transmission control unit; are carried out at mutually overlapping timings regardless of the road shape of the turning area, and are carried out at a constant relative timing set in advance with respect to the turning start timing, regardless of the road shape of the turning area. It is said that

The vehicle speed control unit accelerates the vehicle speed when the vehicle completes the turn, and the transmission control unit upshifts the automatic transmission when the vehicle completes the turn, and increases the acceleration by the vehicle speed control unit. and the upshift by the transmission control unit are performed at timings that overlap with each other regardless of the road shape of the turning area, and the upshifting by the transmission control unit is performed at timings that overlap with each other, regardless of the road shape of the turning area. It is preferable to carry out the process at a certain relative timing.
Preferably, each of the certain relative timings is set for each road classification on which the vehicle travels.
a prime mover control section that controls the prime mover based on a command from the vehicle speed control section; the prime mover control section controls the number of rotations (rotational speed) of the prime mover when the vehicle approaches a turning area in which the vehicle turns; It is preferable to control the rotational speed to a reference rotational speed that is set to decrease as the rotational speed approaches the turning area .
Preferably, the reference rotation speed is set according to a scheduled turning start time, which is the time required for the vehicle to enter the turning area.

A method for controlling an automatic driving vehicle according to the present invention includes a prime mover as a drive source, an automatic transmission interposed between the prime mover and drive wheels, a steering mechanism, a braking mechanism, the prime mover and the automatic transmission. A control method for an automatic driving vehicle that automatically travels the vehicle by controlling a vehicle, the steering mechanism, and the braking mechanism, the method comprising: a deceleration control step of decelerating the vehicle speed when the vehicle approaches a turning area where the vehicle turns; a downshift control step of downshifting the automatic transmission when the vehicle approaches the turning area and before the start of the turn, and the deceleration control step and the downshift control step are performed on the road in the turning area. It is characterized in that it is carried out at mutually overlapping timings regardless of the shape , and at a constant relative timing set in advance with respect to the turning start timing , regardless of the road shape of the turning area .
The method further comprises an acceleration control step of accelerating the vehicle speed when the vehicle finishes the turning, and an upshift control step of upshifting the automatic transmission when the vehicle finishes the turning, the acceleration control step and The upshift control step is performed at mutually overlapping timings regardless of the road shape of the turning area, and a constant relative timing set in advance with respect to the turning end timing regardless of the road shape of the turning area. It is preferable to carry out.

According to the present invention, when a vehicle turns, the vehicle speed is decelerated and the transmission is downshifted at timings that overlap with each other, regardless of the shape of the road in the turning area, and at a preset constant time relative to the turning start timing. Since this is carried out at the relative timing of , the changes in turning G and running sound that occur with turning, and the shift shock are repeated in the same way at a constant relative timing. As a result, the passenger is less likely to feel the shock or change in sound that occurs when the vehicle turns, and the passenger's motion sickness can be suppressed.

FIG. 1 is a block diagram showing a control device for an automated driving vehicle according to an embodiment. 3 is a flowchart illustrating a method for calculating a reference rotation speed of a prime mover according to an embodiment. FIG. 2 is a plan view of a vehicle travel path illustrating a turning radius according to an embodiment. FIG. 2 is a conceptual diagram of table data in which a reference rotation speed of a prime mover is set according to an embodiment. 1 is a flowchart illustrating a method for controlling an automatically driving vehicle according to an embodiment. FIG. 2 is a diagram showing an example of control of an automated driving vehicle according to an embodiment (an example of turning around an obtuse corner), in which (a) is a plan view of a vehicle traveling path, and (b) shows changes in vehicle-related parameters. This is a time chart. FIG. 2 is a diagram showing an example of control of an autonomous vehicle according to an embodiment (example of turning at a sharp corner), in which (a) is a plan view of a vehicle travel path, and (b) shows changes in vehicle-related parameters. This is a time chart.

Embodiments of the present invention will be described below with reference to the drawings. Note that the embodiments shown below are merely examples, and there is no intention to exclude the application of various modifications and techniques that are not explicitly shown in the embodiments below. Each configuration of the following embodiments can be implemented with various modifications without departing from the spirit thereof, and can be selected or combined as necessary.

[Equipment configuration of self-driving vehicle]
First, the device configuration of the automatic driving vehicle according to this embodiment will be explained.
As shown in FIG. 1, the automatic driving vehicle 100 according to the present embodiment includes an engine (prime mover) 1 as a driving source, an automatic transmission 2 that changes the speed of the rotation output from the engine 1, and an automatic transmission 2 that automatically brakes the vehicle. The vehicle is equipped with an automatic brake device (braking mechanism) 3 that automatically steers the vehicle, and an automatic steering mechanism (steering mechanism) 4 that automatically steers the vehicle. Although the vehicle according to this embodiment is an engine-driven vehicle that includes the engine 1 as a drive source, the automatic driving vehicle 100 may also be a hybrid vehicle that includes an engine and a motor as drive sources.

The automatic driving vehicle 100 also includes an engine control section (prime mover control section) 11 that controls the engine 1 , a transmission control section 12 that controls the automatic transmission 2 , and a brake control section 13 that controls the automatic brake device 3 . , a steering control section 14 that controls the automatic steering mechanism 4, and an integrated vehicle control section 10 that controls each of these control sections 11 to 14. is configured. The integrated vehicle control section 10, engine control section 11, transmission control section 12, brake control section 13, and steering control section 14 all include a central processing unit (CPU), a read-only memory (ROM), and a random access memory. It is composed of a microcomputer equipped with (RAM) and an input/output interface (I/O interface).

The automated driving vehicle 100 also includes a passenger interface 21 for the rider to input information regarding the destination setting and driving route of the vehicle 100, and a map information storage unit that stores map information necessary for automated driving. 22, a GPS sensor 23 that detects the position of the own vehicle, a surrounding road shape detection device 24 such as a stereo camera that detects the shape of the road around the own vehicle, and a camera or the like that detects objects in front of and around the own vehicle. An object detection sensor 25 such as a radar, a V2X communication device 26 that can communicate with the own vehicle and various objects outside the own vehicle, and a vehicle state sensor 27 that detects the state of the vehicle such as a vehicle speed sensor, acceleration sensor, and yaw rate sensor. The information from these sensors is input to the integrated vehicle control unit 10.

The integrated vehicle control unit 10 determines the target of the own vehicle based on information regarding the destination and driving route input through the passenger interface 21, map information in the map information storage unit 22, information on the own vehicle position from the GPS sensor 23, etc. A target route setting unit 10A that sets a route, and a braking/driving force control unit that controls driving force and braking force to control forward and backward movement of the own vehicle (braking/driving force control) including vehicle speed control, acceleration/deceleration control, etc. (vehicle speed control section) 10B, and a vehicle body posture control section (turning control section) 10C that controls the vehicle body posture including turning of the host vehicle.

[Autonomous vehicle control]
The control device for this automatic driving vehicle is characterized by the control it performs when the own vehicle approaches a turning area on the road. Here, the turning region is a driving region in which the vehicle turns and a lateral acceleration (lateral G) of a certain level or more is generated in the vehicle. During autonomous driving, the deceleration, lateral acceleration, changes in running noise, gear shift shock, etc. that occur when the vehicle enters a turning area and turns can give passengers a sense of discomfort and induce motion sickness. This is an attempt to suppress this.

For this reason, the integrated vehicle control unit 10 includes a determination unit 10D that determines whether the own vehicle has approached the turning area based on the map information and the position information of the own vehicle, and the integrated vehicle control unit 10 further includes: , a braking/driving force control section (vehicle speed control section) 10B that reduces the vehicle speed when the determination section 10D determines that the own vehicle approaches a turning area for turning, and a determination section 10D that determines that the own vehicle approaches a turning area. A transmission control unit 12 is provided, which downshifts the automatic transmission 2 before the start of a turn if the determination is made.

Note that the turning area refers to an intersection, a portion of a road curved with a curvature of a certain level or more (a so-called corner), and a driving area where a lateral acceleration (lateral G) of a certain level or more occurs to the vehicle when turning. The lateral acceleration generated in a vehicle is determined by the curvature and vehicle speed, so for example, on a general road, if the curvature is greater than or equal to a relatively large reference value (the radius of curvature is within a relatively small reference value), it can be judged as a corner; In this case, if the curvature is equal to or larger than a relatively small reference value (the radius of curvature is within a relatively large reference value), it can be determined that the corner is a corner.

In this control, the deceleration by the vehicle speed control section 10B and the downshift by the transmission control section 12 are set in advance at timings that overlap with each other and with respect to the turning start timing, regardless of the road shape of the turning area. It is carried out at a certain relative timing.

In other words, when turning, if the vehicle speed is high, the turning lateral acceleration (turning lateral G) will exceed the limit (maximum turning G), greatly worsening the ride comfort, so when approaching the turning area, reduce the vehicle speed to a predetermined vehicle speed in advance. Is required. Therefore, while driving, it is determined whether or not there is a turning area in a predetermined range on the driving route in front of the vehicle (for example, a predetermined distance or road depending on the driving speed), and if it is determined that there is a turning area, Start turning control.

After starting the turning control, when the own vehicle approaches the turning area by a predetermined distance (a distance according to the traveling speed and the turning radius of the turning area), the vehicle speed is gradually reduced to a predetermined vehicle speed when starting the turn.
This deceleration control is performed by controlling the engine 1 by the engine control section 11, controlling the automatic transmission 2 by the transmission control section 12, and controlling the automatic braking device 3 by the brake control section 13.

However, the turning radius differs depending on the shape of the road in the turning area, etc., and the smaller the turning radius, the lower the appropriate vehicle speed when turning (the limit vehicle speed at which turning lateral acceleration does not become excessive), and the larger the turning radius, the lower the appropriate vehicle speed when turning. It gets expensive. Further, high-standard roads such as expressways have wide roads, so the appropriate vehicle speed is high, but narrower roads such as ordinary roads have a lower appropriate vehicle speed.
Note that the road shape and the like includes conditions other than the road shape (for example, the presence or absence of other vehicles and road congestion). For example, if there are other vehicles in front of, behind, or around the host vehicle, the appropriate vehicle speed may need to be lowered.

Therefore, when approaching a turning area, an appropriate vehicle speed is estimated according to the road shape, etc., and when approaching a turning area, the vehicle speed is reduced to this appropriate vehicle speed in advance.
In addition, in many cases a downshift is required to achieve the appropriate vehicle speed, but with this control, the engine speed is reduced to a predetermined number (predetermined speed) during deceleration control. A shift has been started, and thereby the deceleration by the vehicle speed control section 10B and the downshift by the transmission control section 12 are performed at timings that overlap with each other.

Further, in this embodiment, the start of the downshift is controlled so that the turning lateral acceleration is generated at the timing when the downshift is completed, and the downshift completion timing and the turning lateral acceleration generation start timing are either matched or I try to keep them almost the same.
Furthermore, in this embodiment, deceleration control is performed so that the turning start timing occurs a certain period of time after the timing when deceleration is completed.
As a result, deceleration and downshifting are performed at constant relative timings set in advance with respect to the turning start timing.

In this way, the deceleration by the vehicle speed control section 10B and the downshift by the transmission control section 12 are performed at timings that overlap with each other, regardless of the shape of the road in the turning area, and at a preset constant time relative to the turning start timing. The reason why this is done at a relative timing is as follows.

In other words, the sense of discomfort that the human brain perceives is stronger when the actual behavior of the vehicle does not match past experience or the behavior predicted by the brain. When we experience a behavior repeatedly, we come to recognize it as normal. On the other hand, if the vehicle's behavior changes with each turn and there continues to be a deviation from predictions, the driver will feel a strong sense of discomfort, leading to motion sickness.

This control focuses on this point, and when the vehicle turns, the deceleration of the vehicle speed and the downshift of the transmission are performed at a preset constant value with respect to the turning start timing, regardless of the road shape in the turning area, etc. By using relative timing, the generation of turning lateral acceleration, changes in running noise, and shift shock are repeated in the same way at constant relative timing every time the vehicle turns. As a result, the passenger is less likely to feel the shock or change in sound that occurs when the vehicle turns, and the passenger's motion sickness can be suppressed.

Note that in order to reduce the vehicle speed to the appropriate vehicle speed, if the deceleration width is greater than a certain level, it is necessary to lower the engine speed and downshift. The vehicle speed control unit 10B controls the decrease in engine speed by reducing the output of the engine 1 by the engine control unit 11, operating (braking) the automatic brake device 3 by the brake control unit 13, and controlling the automatic transmission 2 by the transmission control unit 12. This is done by downshifting. Note that if a torque converter with a lock-up clutch is provided between the engine 1 and the automatic transmission 2, the lock-up clutch is held in a locked state during deceleration.

In this control, the vehicle speed control unit 10B sets a standard rotational speed (target rotational speed) of the engine 1 that decreases every control cycle so that the rotational speed of the engine 1 gradually decreases when the vehicle speed is reduced to this appropriate vehicle speed. is set, and the actual rotational speed of the engine 1 is controlled so as to approach this reference rotational speed. The purpose of controlling the rotational speed of the engine 1 is to keep the change in engine sound (running sound) constant just before turning, so that shocks and changes in sound accompanying turning are less likely to be perceived as strange. This will be discussed later.

In addition, after the start of a turn, the vehicle speed that was lowered during the turn is maintained, and if the gear of the automatic transmission 2 is downshifted, that gear is maintained, and after the end of the turn, the vehicle speed that was lowered during the turn is maintained. It is necessary to return the vehicle to its original speed (accelerate it) and to upshift the gear position of the automatic transmission 2 to the original gear position.
Even after the end of the turn, this control device performs acceleration by the vehicle speed control unit 10B and upshift by the transmission control unit 12 at timings that overlap with each other and relative to the end of the turn, regardless of the road shape in the turning area. It is carried out at a fixed relative timing set in advance.

In this embodiment, upshift control is started at the timing of the end of a turn, and the start timing of the upshift and the timing of the end of a turn are made to coincide or almost coincide. Furthermore, acceleration is started after a certain period of time from the timing of the end of the turn.
As a result, acceleration and upshifting are performed at constant relative timings set in advance with respect to the turning end timing.

In this way, the acceleration by the vehicle speed control section 10B and the upshift by the transmission control section 12 are performed at timings that overlap with each other, regardless of the road shape of the turning area, and at a constant preset timing with respect to the turning end timing. The reason why this is performed at relative timing is to suppress the motion sickness of the occupants as before the start of the turn.

In other words, after the vehicle has completed a turn, the vehicle speed is increased and the transmission is upshifted at a preset relative timing relative to the end of the turn, regardless of the road shape in the turning area. Even after turning, the occurrence of turning lateral acceleration, changes in running noise, and shift shocks are repeated in the same way at a constant relative timing. As a result, it is possible to make it difficult for the occupants to feel the shocks and changes in sound caused by turning as a strange sensation, and to suppress motion sickness of the occupants.

In addition, in order to accelerate the vehicle speed back to the vehicle speed before starting the turning control, if the acceleration range exceeds a certain level, it is necessary to increase the engine speed and upshift. . The vehicle speed control section 10B causes the engine control section 11 to increase the output of the engine 1 to increase the engine speed, and the transmission control section 12 controls the automatic transmission 2.

In this control, the vehicle speed control unit 10B sets a standard rotational speed of the engine 1 that increases every control cycle so that the rotational speed of the engine 1 gradually increases when increasing the vehicle speed, and The rotational speed is controlled so that it approaches this standard rotational speed. The purpose of controlling the rotational speed of the engine 1 is to keep the change in engine sound (running sound) constant after the end of a turn, so that shocks and changes in sound associated with turning are less likely to feel strange.

[Calculation of standard rotation speed]
Here, the reference rotation speed of the engine 1 will be explained.
The standard rotational speed of the engine 1 is calculated as shown in the flowchart of FIG.
As shown in FIG. 2, the integrated vehicle control unit 10 acquires position information of the own vehicle (step A10), and acquires road shape information of the road in front of the own vehicle from the map information and the position information of the own vehicle. (Step A20). Then, a planned travel route is set (step A30), and a turning radius in the turning area is calculated (step A40). That is, as shown in FIG. 3, a planned travel route of the host vehicle is set with respect to the road shape, and a turning radius R in the turning area is calculated.

Next, the maximum turning G, which is the limit value of the turning lateral acceleration, is calculated from the turning radius R (step A50). This maximum turning G can be set as a unique value for each road classification, since the higher the standard road such as an expressway, the larger the maximum turning G can be. Here, the maximum turning G is calculated by reading a pre-stored correspondence table or the like.

次に、次式のように、旋回地点までの距離を旋回地点までの限度車速V_Limの平均値で除算することにより、旋回開始予定時間ｔ_ｓを算出する（ステップＡ７０）。

そして、例えば図４に示すような旋回開始予定時間（旋回開始までの時間）ｔｓと規範回転数とを対応させたテーブルデータからエンジン（原動機）１の規範回転数を算出する（ステップＡ８０）。 Next, the limit vehicle speed (appropriate vehicle speed) V _Lim at which the turning lateral acceleration does not become excessive is calculated from the turning radius R and the maximum turning G, Gmax, using the following equation (step A60).

Next, as shown in the following equation, the estimated turning start time _ts is calculated by dividing the distance to the turning point by the average value of the limit vehicle speed V _Lim to the turning point (step A70).

Then, the standard rotational speed of the engine (prime mover) 1 is calculated from table data associating the scheduled turning start time (time until turning start) ts and the standard rotational speed as shown in FIG. 4, for example (step A80).

Such calculation of the standard rotational speed is performed every control cycle in a section (swing control section) in which turning control is performed from a predetermined time before the start of turning to a predetermined time after the start of turning.
Note that from a predetermined point before the start of a turn to the start of a turn, the standard rotational speed gradually decreases, except when changing gears by shifting, and from the end of a turn to a predetermined point after the end of a turn, the standard rotation speed gradually decreases. The standard rotational speed gradually increases except when changing gears. Further, the standard rotational speed during turning is maintained at a constant value.
When the vehicle speed returns to the original vehicle speed, turning control is ended. Note that the section from the start to the end of the turning control is defined as a turning control section.

[Action and effect]
The control device for the automatic driving vehicle according to the present embodiment is configured as described above, and controls regarding turning are performed, for example, as shown in FIGS. 5 to 7.
In the flowchart of FIG. 5, F1 is a flag related to turning control, and when the own vehicle's position is not in a turning control section, F1 = 0, and when it is in a turning control section and before the start of turning. is set to F1=1, when it is a turning control section and the vehicle is turning, F1=2, and when it is a turning control section and after turning, it is set to F1=3.

As shown in FIG. 5, first, the flag F1 is determined in steps B10, B12, and B14.
If the flag F1 is 0, the road information is recognized (step B20), the road classification is recognized (step B30), and the own vehicle position and surrounding information are recognized (step B40). Based on this information, it is determined whether the own vehicle is in the turning control zone (step B50). If the own vehicle is not in the turning control zone, normal control is performed without performing turning control (step B190).
If the own vehicle is in the turning control zone, turning control is executed.

In the turning control, first, the minimum turning speed (limit speed) is calculated (step B60), and the lowest gear position corresponding to the minimum turning speed is calculated (step B70). Then, it is determined whether or not it is before the start of a turn (step B80), and if it is before the start of a turn, the flag F1 is set to 1 (step B90), and the time ts until the start of a turn is calculated (step B100). , a standard rotational speed is calculated and set corresponding to this time ts (step B110). Deceleration is performed based on this standard rotational speed (step B120).

Then, the target speed ratio at that point in time is calculated (step B130), and a gear stage (shift stage) according to the target speed ratio is selected (step B140). Furthermore, it is determined whether or not a shift (downshift in this case) is necessary (step B150), and if a shift is necessary, shift control is performed (step B160). In this shift control, the downshift start timing is controlled so that the downshift completion timing and the start timing of generation of turning lateral acceleration (that is, turning start timing) are made to match. Specifically, when it is determined that a shift is necessary (step B150), the time to start the shift is calculated from the time required for the shift and the calculated time until the start of a turn, and this shift start time is calculated. Shifting is performed during deceleration in accordance with (step B160).

Further, if it is determined in step B12 that F1=1, the process proceeds to step B80 and the above processing is performed.
Then, it is determined whether the turning control section has ended (step B170), and the current control cycle ends. Note that when the vehicle speed is increased after the turn ends and returns to the original speed, it is determined that the turn control section has ended. When the turning control section ends, the flag F1 is reset to 0 (step B180).

On the other hand, if it is determined in step B80 that the turning has not yet started, then the turning is in progress or after the turning has ended, and the process proceeds to step B82, where it is determined whether the turning has ended. If the turning has not been completed, the turning is in progress, and in this case, the flag F1 is set to 2 (step B94), the standard rotation speed is maintained and constant speed driving is carried out (step B114), and the current gear is changed. is held (step B164). Then, the process proceeds to step B170, and the above processing is performed until the determination in step B82 or step B170 becomes YES.
Further, if it is determined in step B14 that F1=2, the process proceeds to step B82 and the above processing is performed.

Furthermore, if it is determined in step B82 that the turn has ended, the flag F1 is set to 3 (step B92), the time from the end of the turn is calculated (step B102), and the standard rotational speed is set in accordance with this time. Calculate and set (step B112). Acceleration control is performed based on this reference rotation speed (step B122). However, in this embodiment, the standard rotational speed is set so that acceleration starts after a certain period of time from the turning end timing.

Then, the target speed ratio at that point in time is calculated (step B132), and a gear stage (shift stage) corresponding to the target speed ratio is selected (step B142). Furthermore, it is determined whether or not a shift (in this case, an upshift) is necessary (step B152), and if a shift is necessary, shift control is performed (step B162). In this shift control, the upshift is performed by making the start timing of the upshift control coincide with the convergence timing of the turning lateral acceleration (that is, the turning end timing). Specifically, when a gear shift (downshift) is performed in step B160, it is determined that a gear shift (upshift) is necessary (step B152), the time until the end of the turn is calculated, and the time until the end of the turn is calculated. The shift is started at the timing when the time until the shift reaches 0, and acceleration is performed during the shift operation (step B162).
Then, the process advances to step B170, and the above processing is performed until the determination in step B170 becomes YES.
Also, if the determination in step B14 is negative (F1=3), this means that the turning within the turning control section has ended, and the process proceeds to step B102 to execute the above processing.

6 and 7 are time charts showing specific examples of this control, and both show an example of turning to the right at a branch of the road. FIG. 6 shows a case where the vehicle turns at an obtuse angle and the turning radius R1 is relatively large (Example 1), and FIG. 7 shows a case where the vehicle turns at an acute angle and the turning radius R2 is relatively small (Example 2).

As shown in FIGS. 6 and 7, in both cases, at time t1, it is determined that there is a turning area in a predetermined range on the driving route ahead, and turning control is started, and at time t2, the host vehicle enters the turning area. When the vehicle approaches a predetermined distance, it begins to decelerate. During this deceleration, the rotational speed of the engine 1 is controlled so as to approach the standard rotational speed. Then, the speed change (downshift) starts at time t3 during deceleration, the deceleration is completed at time t4, and the speed change operation is completed at the subsequent time t5. It starts turning in synchronization or almost synchronization with this.

The turning is then completed at time t6, a gear change (upshift) is started synchronously or almost synchronously with this, and acceleration is started at subsequent time t7. Even during this acceleration, the rotational speed of the engine 1 is controlled so as to approach the standard rotational speed. The gear change operation is completed at the subsequent time t8, and the acceleration is completed at the subsequent time t9, and the turning control is completed.

In Example 1 shown in FIG. 6 and Example 2 shown in FIG. 7, the appropriate vehicle speed (limit vehicle speed) is different due to the difference in turning radius (R1>R2), and the appropriate vehicle speed in Example 2 is lower than in Example 1. ing. Therefore, the length of the deceleration section (time from time t2 to time t4) and the length of the acceleration section (time from time t7 to time t9) are different.

However, in any case, when starting a turn, deceleration and downshift are performed at timings that overlap with each other, regardless of the turning radius, and at constant relative timings set in advance with respect to the turning start timing. There is. Furthermore, in any case, regarding the end of the turn, acceleration and upshift are performed at timings that overlap with each other, regardless of the turning radius, and at constant relative timings set in advance with respect to the end timing of the turn. There is.

In this way, even before and after a turn, the generation of turning lateral acceleration accompanying the turn, changes in running noise such as engine noise, and shift shock are repeated in the same way at a constant relative timing. As a result, it is possible to make it difficult for the occupant to feel the shock and changes in sound caused by turning as a strange sensation, and to suppress motion sickness of the occupant.

Although the embodiments of the present invention have been described above, it goes without saying that the present invention can be implemented by appropriately modifying the embodiments.
For example, in the above embodiment, the timing at which a downshift immediately before a turn is completed and the timing at which turning lateral acceleration starts to occur are made to match or almost match, and the start timing of an upshift and the timing at which a turn ends are made to match or almost match. However, it is not limited to this.
At least, deceleration and downshifting should be performed at timings that overlap with each other and at certain preset relative timings with respect to the turning start timing, and acceleration and upshifting should be performed at timings that overlap with each other, and This may be carried out at a fixed relative timing set in advance with respect to the turning end timing.

In addition, in the above embodiment, timing control is performed to suppress motion sickness of the occupant in both the deceleration and downshift before the start of a turn, and the acceleration and upshift after the completion of the turn. The above timing control may be performed only for deceleration and downshift before the start of a turn, which are likely to cause motion sickness.
Further, in the above embodiment, the engine sound is controlled by control based on the standard rotation speed, which increases the effect of suppressing motion sickness. Even if only the timing control is performed, a certain motion sickness suppression effect can be obtained.

1 Engine as a driving source (prime mover)
2 Automatic transmission 3 Automatic brake device (braking mechanism)
4 Automatic steering mechanism (steering mechanism)
10 Integrated vehicle control unit 10A Target route setting unit 10B Braking/driving force control unit (vehicle speed control unit)
10C Vehicle attitude control section (turning control section)
10D Judgment unit 11 Engine control unit (prime mover control unit)
12 Transmission control unit 13 Brake control unit 14 Steering control unit 21 Passenger interface 22 Map information storage unit 23 GPS sensor 24 Surrounding road shape detection device 25 Object detection sensor 26 V2X communication device 27 Vehicle status sensor 100 Autonomous driving vehicle

Claims (7)

A prime mover as a drive source, an automatic transmission interposed between the prime mover and drive wheels, a steering mechanism, a braking mechanism, the prime mover, the automatic transmission, the steering mechanism, and the braking mechanism. A control device for an automatic driving vehicle that controls and automatically drives the vehicle,
a vehicle speed control unit that reduces vehicle speed when the vehicle approaches a turning area in which it turns;
a transmission control unit that downshifts the automatic transmission when the vehicle approaches the turning area and before starting the turn;
The deceleration by the vehicle speed control unit and the downshift by the transmission control unit are performed at timings that overlap with each other regardless of the road shape of the turning area, and the turning is started regardless of the road shape of the turning area. A control device for an automated driving vehicle, characterized in that the control device performs control at a constant relative timing set in advance with respect to the timing. The vehicle speed control unit accelerates the vehicle speed when the vehicle completes the turn;
The transmission control unit upshifts the automatic transmission when the vehicle completes the turn;
The acceleration by the vehicle speed control unit and the upshift by the transmission control unit are performed at timings that overlap with each other regardless of the road shape of the turning area, and the turning is completed regardless of the road shape of the turning area. The control device for an automatic driving vehicle according to claim 1, characterized in that the control device performs the control at a constant relative timing set in advance with respect to the timing. 3. The control device for an automatic driving vehicle according to claim 1, wherein each of the certain relative timings is set for each road classification on which the vehicle travels. comprising a prime mover control unit that controls the prime mover based on a command from the vehicle speed control unit,
The prime mover control unit is characterized in that when the vehicle approaches a turning area where the vehicle turns, the rotational speed of the prime mover is controlled to a reference rotational speed that is set to decrease as the vehicle approaches the turning area . The control device for an automatic driving vehicle according to any one of claims 1 to 3. 5. The control device for an automated driving vehicle according to claim 4, wherein the reference rotation speed is set according to a scheduled turning start time, which is the time required for the vehicle to enter the turning area. A prime mover as a drive source, an automatic transmission interposed between the prime mover and drive wheels, a steering mechanism, a braking mechanism, the prime mover, the automatic transmission, the steering mechanism, and the braking mechanism. A method of controlling an automatic driving vehicle to automatically drive the vehicle, the method comprising:
a deceleration control step of decelerating the vehicle speed when the vehicle approaches a turning area;
a downshift control step of downshifting the automatic transmission when the vehicle approaches the turning area and before the start of the turn;
The deceleration control step and the downshift control step are performed at timings that overlap with each other regardless of the road shape of the turning region, and the deceleration control step and the downshift control step are performed at timings that overlap with each other, regardless of the road shape of the turning region, and are performed at timings that are set in advance with respect to the turning start timing, regardless of the road shape of the turning region. A method for controlling an automatically driving vehicle, characterized in that the control method is carried out at a certain relative timing. an acceleration control step of accelerating the vehicle speed when the vehicle finishes the turning;
further comprising an upshift control step of upshifting the automatic transmission when the vehicle finishes the turning,
The acceleration control step and the upshift control step are performed at timings that overlap with each other regardless of the road shape of the turning region, and the acceleration control step and the upshift control step are performed at timings that overlap with each other, regardless of the road shape of the turning region, and are performed at timings that are preset with respect to a turning end timing, regardless of the road shape of the turning region. 7. The method for controlling an automatically driving vehicle according to claim 6, wherein the method is carried out at a constant relative timing.

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