JP2000110931A - Control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a control device capable of making a running free of a sense of incompatibility even in case the vehicle concerned has approached another located ahead. SOLUTION: A vehicle control device is to control either operating mechanism of the vehicle concerned in running on the basis of the distance from another vehicle located ahead, and is equipped with an approaching condition sensing means to sense the vehicle condition of approaching another located ahead (Step 1), a deceleration sensing means to sense the vehicle decelerating condition (Step 2), and an approach control executing means to update the controlling contents of the operating mechanism on the basis of the results of sensing by the two sensing means, (Step 3).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for controlling an operation mechanism mounted on a vehicle, such as a transmission, according to a situation around the vehicle.

[0002]

2. Description of the Related Art In recent years, various operating mechanisms such as a prime mover (engine), a transmission, a steering device, a suspension device, and the like mounted on a vehicle are not only configured to be able to be variously controlled, but also electrically. You can control it. In addition, in addition to this, not only the operation status of each part of the vehicle itself, but also various information such as the road condition where the own vehicle is traveling, the road condition to the destination, facilities, events, etc., while traveling, is performed in real time. It is becoming possible to obtain it.

In order to perform comfortable driving in accordance with the driver's intention, the driver's intention must be accurately grasped,
Since it is necessary to control each operation mechanism according to the situation in which the vehicle is placed, recently, various kinds of information described above are reflected in control for traveling of the vehicle. One example is described in JP-A-6-111200.

The invention described in this publication relates to control during so-called follow-up traveling, and provides a function of issuing a warning when the inter-vehicle distance to a vehicle ahead is shorter than a reference distance, and an automatic warning function. The vehicle is provided with a transmission and is configured to downshift the automatic transmission when the engine braking force at the time when the intention of deceleration is confirmed may cause a collision with a vehicle ahead. . That is, when it is determined that the intention of deceleration is present but the intention is not sufficient because the engine braking force is insufficient, the speed ratio of the automatic transmission is increased to increase the engine braking force. It is composed.

[0005]

In the above-described conventional apparatus, downshifting is performed when it is determined that the engine braking force is insufficient when the inter-vehicle distance is reduced. Since the distance varies depending on the driver's preference and driving conditions, if the downshift is performed uniformly when it is determined that the engine braking force is insufficient, drivability and ride comfort may be degraded. . To explain this concretely,
The inter-vehicle distance must be short when the vehicle is running with the inter-vehicle distance reduced due to the driver's preference or when the vehicle is running following the preceding vehicle while electrically detecting the inter-vehicle distance. Is recognized, there is little possibility of a rear-end collision, but in that case, if the downshift is performed by the conventional device, the rotation speed of the prime mover (engine) increases, and as a result, the noise and This causes vibration (noise vibration: NV) or inconvenience that fuel consumption deteriorates.

In a traffic jam, the distance between vehicles is usually shortened. In such a case, in the above-described conventional device, when starting / stopping in a traffic jam is repeated, a brake operation is delayed or a transient operation occurs. If the braking force is insufficient, a downshift occurs, but if the vehicle accelerates immediately after the vehicle to follow the preceding vehicle, an upshift will occur again. Therefore, according to the conventional device, downshifts and upshifts (for example, shifts between the first speed and the second speed) frequently occur during traffic jams, which may cause a deterioration in ride comfort. There is.

SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to provide a device capable of executing control suitable for a running condition of a vehicle when controlling the vehicle based on the following distance. It is assumed that.

[0008]

In order to achieve the above object, the invention according to claim 1 is directed to any one of the own vehicle based on an inter-vehicle distance between the running own vehicle and a preceding vehicle. In a vehicle control device for controlling an operation mechanism, an approaching state detecting means for detecting an approaching state of the own vehicle to a vehicle in front, a deceleration detecting means for detecting a decelerating state of the own vehicle, and the own vehicle approaching the preceding vehicle And the approach control execution means for changing the control content of the operating mechanism based on the deceleration detection means detecting that the vehicle is decelerating. It is characterized by having.

Therefore, according to the first aspect of the present invention, when the inter-vehicle distance between the host vehicle and the preceding vehicle is merely reduced, the condition for changing the control content of the operating mechanism is not satisfied. The previous control of the operation mechanism is continued. On the other hand, when the deceleration due to the deceleration operation or the like is detected in addition to the decrease in the inter-vehicle distance, the control content of the operating mechanism is changed to the content corresponding to the decrease in the inter-vehicle distance. Accordingly, the period during which the unusual control corresponding to the special situation of the decrease in the inter-vehicle distance is executed is reduced. In other words, the period during which the normal control is performed becomes longer, so that the sense of discomfort during traveling can be reduced as much as possible.

According to a second aspect of the present invention, in the first aspect of the present invention, a change in the operating state in a direction to promote the control content changed by the access control execution means and the changed control content are suppressed. Operating state change detecting means for detecting at least one of a change in the operating state in the direction; and learning means for learning the easiness of changing the control content based on the detection result by the operating state change detecting means. It is characterized by having.

Therefore, according to the second aspect of the present invention, there is a change in the operation state such as an acceleration operation or a braking operation after the change in the control content. If the change is in accordance with the change, that is, it promotes the change of the control content, or is contrary to the change of the control content, that is, if the change in the control content is suppressed, there is an excess or deficiency in the change of the control content. In this case, the easiness of the change of the control contents is learned, such as the change timing of the control contents is learned and changed. For example, if there is a change in the operation state in a direction that promotes the change in the control content, the change in the control content is started earlier, and conversely, a change in the operation state in a direction to suppress the change in the control content is made. If so, the change of the control content is started later.

Further, a third aspect of the present invention is a vehicle control device for controlling a transmission based on an inter-vehicle distance between a traveling own vehicle and a preceding vehicle, and detects an approaching state of the own vehicle with respect to a preceding vehicle. Approaching state detecting means, deceleration detecting means for detecting the decelerating state of the own vehicle, the approaching state detecting means detects that the own vehicle is approaching the vehicle ahead,
And a maximum speed ratio restricting means for restricting setting of a maximum speed ratio of the transmission based on the detection of the deceleration of the own vehicle by the deceleration detecting means. Things.

Therefore, according to the third aspect of the present invention, if the inter-vehicle distance between the host vehicle and the preceding vehicle is merely reduced, the condition for regulating the maximum speed ratio is not satisfied. , The control of the previous contents, that is, the normal control is continued. On the other hand, if the deceleration due to the deceleration operation etc. is detected in addition to the decrease in the inter-vehicle distance,
Setting the highest speed ratio in the transmission is regulated. Accordingly, the period during which the unusual control corresponding to the special situation of the decrease in the inter-vehicle distance is executed is reduced. That is, the period during which the normal control of the transmission is performed becomes longer,
Vibration / noise and deterioration of fuel efficiency due to an increase in the rotation speed of the prime mover are prevented. Also, when the own vehicle is approaching the vehicle ahead and decelerating, the maximum speed ratio is regulated and a larger gear ratio is set, so that the responsiveness of the behavior of the vehicle to the accelerator operation is improved. Therefore, drivability in a state where the inter-vehicle distance is short is improved.

According to a fourth aspect of the present invention, there is provided a vehicle control device for controlling any one of the operating mechanisms of a host vehicle based on an inter-vehicle distance between the host vehicle and a preceding vehicle. Approach state detecting means for detecting an approach state, traffic jam detecting means for detecting a state of occurrence of traffic congestion, and the approach state detecting means detecting that the own vehicle is approaching a preceding vehicle; and A traffic congestion control execution unit that changes the control content of the operation mechanism based on that the traffic congestion detection unit detects that the vehicle is in a traffic congestion section or that the vehicle enters the traffic congestion section. It is a feature.

Therefore, according to the invention of claim 4, when the inter-vehicle distance between the host vehicle and the preceding vehicle is merely reduced, the condition for changing the control content of the operating mechanism is not satisfied. The previous control of the operation mechanism is continued. On the other hand, if it is detected that the own vehicle is in a traffic congestion section or enters a traffic congestion section in addition to the decrease in the inter-vehicle distance, the control content of the operation mechanism is changed to the content corresponding to the decrease in the inter-vehicle distance. Be changed. Accordingly, the period during which the unusual control corresponding to the special situation of the decrease in the inter-vehicle distance is executed is reduced. In other words, the period during which the normal control is performed becomes longer, so that the sense of discomfort during traveling can be reduced as much as possible. In addition, in a state of being caught in traffic congestion, the vehicle will continue to run with the inter-vehicle distance reduced, but the control state of the vehicle will be suitable for traveling with a short inter-vehicle distance, Can be suppressed.

According to a fifth aspect of the present invention, there is provided a vehicle control device for controlling a transmission based on an inter-vehicle distance between a running own vehicle and a preceding vehicle, and detects an approaching state of the own vehicle with respect to a preceding vehicle. Approaching state detecting means, traffic congestion detecting means for detecting a state of occurrence of traffic congestion, and the approaching state detecting means detecting that the own vehicle is approaching a preceding vehicle, and the own vehicle is in a traffic congestion section. Minimum speed ratio restricting means for restricting setting of the minimum speed ratio of the transmission based on that the traffic congestion detecting means detects that the vehicle is in the traffic congestion section. It is characterized by the following.

Therefore, according to the fifth aspect of the present invention, if the inter-vehicle distance between the host vehicle and the preceding vehicle is merely reduced, the condition for restricting the minimum speed ratio is not satisfied. , The control of the previous contents, that is, the normal control is continued. On the other hand, when it is detected that the own vehicle is in the traffic congestion section or that the own vehicle is in the traffic congestion section in addition to the decrease in the inter-vehicle distance, the setting of the minimum speed ratio by the transmission is restricted. Therefore, the period during which the control that regulates the unusual minimum speed ratio corresponding to the special situation of the decrease in the inter-vehicle distance is reduced. In other words, the period during which the normal control is performed becomes longer, so that the sense of discomfort during traveling can be reduced as much as possible. In addition, in a state of being caught in traffic congestion, repeated downshifts and upshifts during repeated deceleration and acceleration with the inter-vehicle distance reduced are prevented, and as a result, drivability is improved. Can be.

[0018]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described based on a specific example shown in the drawings. First, a basic configuration of the present invention will be described. A vehicle 1 to which the present invention is applied is a vehicle provided with various operation mechanisms that can be electrically controlled, as schematically shown in FIG. The operation mechanism is, for example, a prime mover 2, such as an internal combustion engine or a motor, a transmission 3, a suspension 4, and the like. As control data for controlling these operating mechanisms, not only the traveling state of the host vehicle 1 but also the surrounding conditions during traveling are taken in.

Here, the control data relating to the traveling state of the host vehicle 1 includes vehicle speed, acceleration / deceleration, throttle opening, accelerator opening, on / off of an idle switch, rotation speed of the prime mover 2 (engine rotation speed), and gear position. , Steering angle, ON / OFF of a brake switch, a shift pattern of the transmission 3, a cooling water temperature of the prime mover 2, an oil temperature of the transmission 3, and the like. The means for detecting the control data relating to the traveling state of the host vehicle 1 may be various sensors mounted on a conventional general vehicle.

The control data relating to the situation around the own vehicle 1 during traveling includes the position of the own vehicle 1 on the map, the gradient and turning radius of the road on which the own vehicle 1 is currently traveling and the road ahead. Road information, information on the presence or absence of traffic congestion or the degree of traffic congestion, the distance to the destination, the inter-vehicle distance to the vehicle in front of the host vehicle 1, the degree of change in the inter-vehicle distance, and the like.

The means for obtaining information on the road on which the vehicle 1 is traveling and the road ahead is, for example, a navigation system 5. This navigation system 5 uses GP
A system that shows the position of the vehicle 1 on an electronic map and guides it to the destination by autonomous navigation using S (global positioning system), a geomagnetic sensor or a gyro sensor, and a beacon installed on the ground It includes various road traffic information systems that obtain various types of road information including traffic congestion information and information on facilities from signposts and sign posts. Further, a radar cruise system 6 can be employed as a means for obtaining information on the inter-vehicle distance between the host vehicle 1 and a preceding vehicle. This is configured to irradiate an electromagnetic wave such as an infrared ray or a millimeter wave forward, receive an electromagnetic wave reflected from a vehicle ahead, and detect a distance and a relative speed.

Information about the surroundings of the host vehicle 1 obtained by the navigation system 5 and the radar cruise system 6 is input to a control device for controlling each of the operation mechanisms. For example, an engine electronic control unit (E-ECU) 7
And transmission electronic control unit (T-ECU) 8, navigation system 5 and radar cruise system 6
Are configured to transmit data to and from each other.

Here, the above navigation system 5
5, the navigation system 5 includes a player 10 loaded with an information recording medium 9 such as an optical disk or a magnetic disk, and reading information stored in the information recording medium 9. And a display unit 11 for displaying the information read by the computer in a two-dimensional or three-dimensional image.

The navigation system 5 includes a first position detector 12 and a second position detector 13 for detecting the current position of the vehicle and road conditions, and a speaker 14 for informing the driver of the road conditions by voice. Have. The display unit 11 is a liquid crystal display provided on the side of an indoor instrument panel or glove box,
In addition to a CRT or the like, it is possible to use an image projection unit or the like provided at a location that does not affect the field of view of the front window.

The player 10, the display unit 11, the first position detection unit 12, and the second position detection unit 13
And the speaker 14 are controlled by the electronic control unit 15. The electronic control unit 15 includes a central processing unit (C
PU), storage devices (RAM, ROM), and a microcomputer mainly including an input / output interface.

The information recording medium 9 stores information necessary for the vehicle to travel, such as maps, place names, roads, major buildings around the roads, and the like. Curves or uphills, downhills, ordinary roads, highways, unpaved roads, gravel roads, deserts, riverbeds, forest roads, agricultural roads, low-friction roads, and the like are stored.

The first position detecting section 12 includes a terrestrial magnetism sensor 16 for detecting the direction in which the vehicle is traveling, and a vehicle speed sensor 1.
7, a steering sensor 18 for detecting a steering angle of a steering wheel, a distance sensor 19 for detecting a distance between the vehicle and surrounding objects, an acceleration sensor 20, and the like.
Further, the second position detecting unit 13 includes a GPS antenna 22 for receiving a radio wave from the artificial satellite 21 and a GPS antenna 2
2 and an GPS receiver 24 connected to the amplifier 23.

The second position detecting unit 13 is installed on a roadside, at a traffic light, at a road surface at an intersection, and the like, and is provided with a ground detection system for detecting and transmitting an object, a beacon or signpost for outputting road information, a VICS, An antenna 26 for receiving a radio wave transmitted from a ground-based information transmission system 25 such as a vehicle information & communication system (SSV) or a super smart vehicle system (SSVS); an amplifier 27 connected to the antenna 26; A ground information receiver 28 connected to the amplifier 27;

The first position detecting unit 12 and the second position detecting unit 13 detect the current position and prevent the traveling state existing on the road to be traveled, for example, congestion, under construction, snow cover, landslide, river flooding, road closure, It is possible to detect falling rocks, fallen trees, vehicles stopped at intersections, and the presence of people and animals.

The above-mentioned control device for a vehicle operates in an ASV (Advanced Safety Vehicle) function, for example, by vibrating a seat when the vehicle approaches an object in the vicinity, in order to improve safety during traveling. It is also possible to add a function of notifying a person or a function of deploying an airbag when the vehicle comes into contact with a surrounding object.

Next, the radar cruise system 6 will be described. As shown in FIG. 6, the radar cruise system 6 is mainly composed of a radar sensor 29 and a distance control computer 30. The radar sensor 29 includes an oscillator and a receiver for emitting electromagnetic waves such as an infrared laser, a microcomputer, and the like. The electromagnetic waves emitted from the oscillator are reflected on a vehicle body or a reflector of a vehicle ahead, and the reflected waves are reflected. The microcomputer calculates the time and the angle of incidence until the data is received by the receiver, and uses the distance control computer 30 to calculate data such as the presence or absence of a preceding vehicle on the traveling line of the host vehicle 1, the inter-vehicle distance to the preceding vehicle, and the relative speed. Is configured to be output. The distance control computer 30 mainly performs control related to the following running, and requests the target acceleration, downshift, approach warning buzzer and the like based on data such as the inter-vehicle distance and the relative speed input from the radar sensor 29. A signal is output to the engine electronic control unit 7.

The engine electronic control unit 7 issues a command to an electronic throttle valve (not shown) for controlling the output of the prime mover 2, the transmission electronic control unit 8 or the skid control computer 31 based on these request signals. It is designed to output a signal. An approach alarm buzzer 32 is connected to the skid control computer 31.

On the other hand, the transmission 3 mounted on the host vehicle 1 is a stepped or stepless automatic transmission capable of electrically controlling the transmission ratio, and is an electronic control unit for the transmission. The gear ratio is changed to be large or small on the basis of a gear shift command signal from the control unit 8. In the case of the transmission 3 having a torque converter (not shown) having a built-in lock-up clutch, a command signal from the transmission electronic control unit 8 determines whether the lock-up clutch is engaged / disengaged and the slip state. It is configured to be controlled by:

Further, when the prime mover 2 having an electronic throttle valve is mounted, the opening characteristic of the electronic throttle valve with respect to the accelerator opening is appropriately set by a command signal from the electronic control unit 7 for the engine. It is configured to be able to.

The control device according to the present invention, in which the control system is configured as described above, executes the following control based on the inter-vehicle distance between the host vehicle 1 and the preceding vehicle and the driving situation. FIG. 1 shows an example thereof. First, in step 1, the state of approach to a vehicle in front is determined. The determination of the approaching state can be made, for example, by comparing the inter-vehicle distance with the preceding vehicle detected by the radar cruise system 6 and a predetermined value. Alternatively, it may be determined that the reduction rate of the inter-vehicle distance is equal to or greater than a predetermined value.

If the detected inter-vehicle distance is smaller than a predetermined value serving as a reference for determination, it is determined whether or not the vehicle is traveling normally (step 2). This steady running means running with little change in the running state of the host vehicle 1. Therefore, the change amount and change rate of the throttle opening and / or the vehicle speed during a predetermined time or running distance are used as a criterion. If the value is equal to or less than the set value, it is determined that the vehicle is traveling normally. Therefore, conversely, when acceleration or deceleration of a certain degree or more occurs, it is determined that the vehicle is not traveling in a steady state.

If it is determined in step 2 that the vehicle is not traveling normally, the own vehicle 1 approaches the preceding vehicle and the traveling state is changed in that state. Is changed to the content suitable for the state. As an example, when the transmission 3 is an automatic transmission in which the fifth speed is the highest speed, the upshift from the fourth speed to the fifth speed is prohibited (step 3). In other words, setting the highest speed ratio is restricted. Therefore, when a gear ratio lower than the fourth gear or a gear ratio lower than the maximum gear ratio is set, the fifth gear or the maximum gear ratio is maintained even if the vehicle speed increases or the accelerator opening decreases. It is not set. By maintaining the gear ratio at the middle / low speed side in this manner, the vehicle performs a traveling control responsive to the accelerator operation, that is, a vehicle with good responsiveness to the accelerator operation, and artificially sets the following distance. Has improved operability. When executing the control of step 3, the actual vehicle speed is detected,
The execution timing of the control may be changed according to the detected vehicle speed.

Next, it is determined whether or not the brake has been switched from off to on (step 4). This is a determination of the presence or absence of a braking operation, which can be determined by a brake switch or a stop lamp switch outputting an ON signal. Step 4 is for determining the presence or absence of an operation for lowering the vehicle speed, that is, determining the intention of the driver to decelerate. Therefore, the reduction speed or reduction rate of the accelerator opening (the depression angle of the accelerator pedal) is determined. The step may be changed to a step of determining that the value is not less than the value and the accelerator opening is zero.

If the result of the determination in step 4 is negative due to the fact that the braking operation has not been performed, the routine immediately returns. A downshift from the fifth speed to the fourth speed is executed (step 5). This is to increase the engine braking force and make the vehicle behave in accordance with the driver's intention to decelerate.

On the other hand, if the result of the determination in step 2 is affirmative because the vehicle is traveling normally even if the inter-vehicle distance is short, the fifth speed, which is the maximum speed ratio, can be set. (Step 6). For example, even if the aforementioned distance control computer 30 outputs a request signal for an approach warning buzzer,
There is a case where you notice it and you are running steady
In this case, it is considered that the driver allows the inter-vehicle distance to be shortened and the driving state at that time is maintained, so that the fifth speed, which is the maximum speed ratio, which is the normal shift control content, is set. Make it configurable. If a negative determination is made in step 1 because the inter-vehicle distance is sufficiently large, so-called approach control does not need to be executed, and the process proceeds to step 6.

Therefore, according to the control shown in FIG.
When the vehicle follows the preceding vehicle with the inter-vehicle distance shortened, the maximum speed ratio is regulated, and the responsiveness (controllability) of the vehicle speed to the accelerator operation is improved. The drivability in the is improved. Further, even if the inter-vehicle distance is short, if steady driving is performed, the maximum speed ratio is permitted and the number of revolutions of the prime mover (engine) 2 during high-speed driving is reduced, so that noise and vibration are suppressed. And fuel efficiency is also improved.

By the way, in the vehicle provided with the above-described control system, not only the road structure such as the position of the host vehicle 1 on the traveling road and the road gradient but also the road conditions such as traffic congestion are obtained as information. , And is used for controlling the operation mechanism. An example is shown in FIG.

In FIG. 2, first, the state of approach to a vehicle ahead is determined (step 11). The determination in step 11 can be made in the same manner as the determination in step 1 in FIG. 1 described above. As an example, the inter-vehicle distance to the vehicle ahead detected by the radar cruise system 6 and a predetermined value are determined. Can be performed by comparing Alternatively, it may be determined that the reduction rate of the inter-vehicle distance is equal to or greater than a predetermined value.

If the determination in step 11 is affirmative, that is, if the vehicle is approaching the preceding vehicle, the road conditions near the own vehicle 1 are determined (step 12). . An example of the determination content is that the own vehicle 1 is traveling on the main line of the highway, the vehicle speed is lower than a predetermined value, and the own vehicle 1 is in a traffic congestion section. is there. Among these determination contents, the determination that the current position of the vehicle 1 is on the main line of the highway can be determined based on the position of the vehicle 1 on the electronic map detected by the navigation system 5 described above. Further, the vehicle speed can be determined by a vehicle speed sensor mounted on the vehicle. In addition, traffic congestion sections
The determination can be made based on the traffic information received by the navigation system 5.

If all the contents in step 12 are affirmatively determined, the currently set speed is a speed other than the first speed (a speed other than the lowest speed ratio). ) Is determined (step 13).
The determination in step 13 can be made based on the gear ratio command signal output by the transmission electronic control unit 8. If the determination in step 13 is affirmative, shifting to the lowest speed ratio when the throttle valve is fully closed is prohibited (step 14).

That is, if the determination in step 12 is affirmative, the own vehicle 1 is in the traffic condition occurring on the highway, or is in the traffic jam, and Since the vehicle speed is low, the control content of the transmission 3 is changed to control content suitable for traffic congestion. The changed control content is the prohibition of the minimum speed ratio, so that the first speed is not set even when the vehicle is stopped in a traffic congestion or in a running state close thereto, and therefore, the traffic congestion is reduced. Each time the vehicle starts and stops, the occurrence of an upshift and a downshift is avoided. In other words, since the busy shift in which the shift between the lowest speed ratio and the speed ratio higher than that frequently occurs is avoided, deterioration of the riding comfort and drivability is prevented.

If a negative determination is made in step 13, the minimum speed ratio has already been set, and
In that case, return. Also, a negative determination is made in step 11 because the inter-vehicle distance is equal to or greater than the predetermined value, and a negative determination is made in step 12 because the result of any of the determination contents in step 12 is negative. If so, it is determined whether the vehicle speed is equal to or higher than a predetermined value (step 15).

If a negative determination is made in step 15, it means that the vehicle is still in a traffic congestion and is in a low-speed running state with starting and stopping. In this case, the routine returns and the control in step 14 is continued. I do. Conversely, if the vehicle speed is equal to or higher than the predetermined value and the determination in step 15 is affirmative, the first speed, which is the lowest speed ratio, is permitted, the control associated with traffic congestion is terminated, and normal control is performed. (Step 16). That is, if the vehicle can run at a vehicle speed of a certain level or more, it is not in a road condition or a running state in which start and stop are repeated. Since this is a normal running state, so-called approach control or traffic congestion control is performed. finish.

Therefore, according to the control shown in FIG. 2, in addition to shortening the inter-vehicle distance with the vehicle in front, the minimum speed ratio is prohibited by detecting a low vehicle speed state due to traffic congestion. Special control is performed. Therefore, the control state of the vehicle is adapted to the traffic congestion, and the drivability is improved. Conversely, if the inter-vehicle distance becomes shorter, the normal control is continued, so that a control state that does not match the driver's intention can be avoided, and the vehicle can travel without discomfort.

In the control shown in FIG. 1 or the control shown in FIG. 2, the inter-vehicle distance to the preceding vehicle is shorter than a predetermined value, that is, the inter-vehicle distance exceeds a threshold value for starting control. Thus, control contents such as prohibition of the maximum speed ratio and prohibition of the minimum speed ratio in a congested section are changed. Therefore, its predetermined value (threshold for judgment)
However, the timing of change of the control content or the ease of the change is determined. However, the change of the running state due to the change of the control content may be different from the intention of the occupant (or the driver). In such a case, it is preferable that the timing of the change of the control content be corrected according to the change in the operating state after the change of the control content. The control example shown in FIG. 3 is an example of learning control for satisfying such a request.

In FIG. 3, first, in step 21, it is determined whether or not the upshift from the fourth speed to the fifth speed is prohibited because the distance D between the front vehicles is shorter than the threshold value D54. This is a determination as to whether or not step 3 shown in FIG. 1 has been executed. Therefore, a predetermined control flag is turned on, for example, in accordance with the execution of step 3 in FIG. 1, and based on the control flag, You can judge.

If the determination in step 21 is affirmative, the actual inter-vehicle distance D becomes equal to the inter-vehicle distance threshold D which prohibits the upshift from the fourth speed to the fifth speed (the highest speed ratio).
It is determined whether or not the difference (D54-D) is smaller than a predetermined reference value Dg (step 2).
2). In other words, it is within a relatively short period of time after the change of the control content, such as prohibition of the fifth speed, has been started by approaching the preceding vehicle to a certain extent, in other words, whether the vehicle is approaching the preceding vehicle but still a certain distance Is determined to be in a state between the vehicle and the preceding vehicle. While the inter-vehicle distance is reduced to this reference value Dg, the learning control described below is executed.
After all, the period determined by the reference value Dg can be called a learning period.

If a negative determination is made in step 21, the flag FLAG is set to off (step 23) and the routine returns. This flag FLAG is a flag that is set to ON when learning control described later is performed.
If the determination in step 22 is negative, it means that it is not during the learning period, so the flag FLAG is set to off in step 23.

On the other hand, if the determination in step 22 is affirmative, it is determined whether or not the flag FLAG is ON (step 24). If the flag FLAG is on and a positive determination is made in step 24, it means that the learning control has already been performed, so the routine returns without performing any particular control. If a negative determination is made, it means that the learning control has not yet been performed during the learning period, and the process proceeds to the learning control including the determination of the driving state.

That is, if a negative determination is made in step 24, it is determined whether or not a braking operation has been performed as an example of a change in the driving state (step 25). Specifically, this can be determined by whether or not the brake switch has been switched from off to on. The situation that is affirmatively determined in step 25 is that the inter-vehicle distance D is shorter than the threshold value D54, causing a downshift to the fourth speed and the accompanying deceleration, and a learning period immediately after that (the predetermined value). This is a situation in which the braking operation is performed during a period determined by Dg).

Therefore, the change in the operating state, which is the braking operation, indicates that the deceleration by the engine brake due to the inhibition of the fifth speed is insufficient, that is, the operation state in which the control content of the fifth speed inhibition control is further promoted. It can be considered as meaning change. The deceleration control can also be performed by manually shifting to a lower gear position where the engine brake is effective.
Alternatively, in addition to this, the presence or absence of a manual downshift may be determined.

Therefore, if the determination in step 25 is affirmative, learning control is executed to correct the lack of a change in the control contents of prohibiting the upshift to the fifth speed and applying the engine brake. . Specifically, by adding a predetermined value ΔD54 to the previous threshold value D54, the next and subsequent threshold values D54 are lengthened (D54 ← D54 + Δ
D54) At the same time, the flag FLAG is turned on to indicate that this learning control has been executed (step 26).

As a result of this learning control, according to the newly set threshold value D54, a change in control contents such as prohibition of upshifting to the fifth speed when the vehicle is farther from the preceding vehicle than before is changed. As a result, the timing at which the engine brake is applied is advanced, and control according to the intention of the driver who previously performed the braking operation can be realized. Therefore, in step 26, the timing of the change of the control content is learned, and in the above example, the control content can be easily changed.

On the other hand, if step 25 is negatively determined because no braking operation is performed, it is determined whether or not an acceleration operation has been performed as another example of a change in the driving state (step 27). ). Specifically, it is determined whether an accelerator pedal (not shown) is depressed and the accelerator is turned on. If a negative determination is made in step 27, the running state at that time is acceptable for the occupant, and the return is made without performing any particular control.

On the other hand, if the determination in step 27 is affirmative, the condition in which the upshift to the fifth speed is prohibited and the engine brake is applied is excessively braked for the rider. State, which is an unacceptable running state, and as a result, the accelerator pedal is depressed to accelerate. Therefore, the change in the operating state, which is the acceleration operation, means that the deceleration by the engine brake due to the inhibition of the fifth speed is excessive braking, that is, the change of the operating state that suppresses the control content of the fifth speed inhibition control. Can be considered to be. The control for suppressing or eliminating the deceleration state due to the engine brake can also be executed by manually canceling the control for inhibiting the upshift to the fifth speed and upshifting by manual operation. Alternatively, or additionally, it may be determined whether or not a manual upshift is performed.

Therefore, if the determination in step 27 is affirmative, learning control is executed to correct an excessive change in the control contents of prohibiting the upshift to the fifth speed and applying the engine brake. . Specifically, a predetermined value ΔD54 is subtracted from the previous threshold value D54 to shorten the next and subsequent threshold values D54 (D54 ← D54−Δ
D54) At the same time, the flag FLAG is turned on to indicate that this learning control has been executed (step 28).

As a result of the learning control, according to the newly set threshold value D54, control contents such as prohibition of upshifting to the fifth speed are implemented when the vehicle approaches the vehicle ahead of before. Therefore, the timing at which the engine brake is effective is delayed, and control according to the intention of the driver who previously performed the acceleration operation can be realized. Therefore, the timing of the change of the control content is learned in step 28, and in the above example, it is difficult to change the control content.

If a negative determination is made in step 21, the learning period is not the above-mentioned learning period.
Proceeding to step 23, the flag FLAG is set to off.

The predetermined value ΔD54 for determining the change range of the threshold value D54 is a value set in advance by mapping for each vehicle speed, or a value set in advance according to deceleration (change rate of vehicle speed). Etc. can be adopted, and does not necessarily have to be a constant value.

Now, the relationship between the present invention and the above-described embodiment will be described. The function of step 1 in FIG. 1 corresponds to the approach state detecting means in claims 1 and 3, and the function of step 2 is The function of step 3 corresponds to the approach control execution means and the maximum speed ratio restriction means in claim 3. On the other hand, the function of step 11 in FIG. 2 corresponds to the approach state detecting means in claims 4 and 5, and the function of step 12 corresponds to claim 4.
The mechanism of step 14 corresponds to the congestion control executing means in claim 4 and the minimum speed ratio regulating means in claim 5. The functions of steps 25 and 27 in FIG. 3 correspond to the operating state change detecting means in claim 2, and step 2
The functions of Nos. 6 and 28 correspond to the learning means in claim 2.

In the control examples shown in FIGS. 1 to 3 described above, an example in which the control content of the transmission 3 is changed based on the following distance and the running state or the surrounding state of the own vehicle 1 has been described. The present invention is not limited to the above-described example, and may be configured to change the control content of an operation mechanism such as the prime mover 2 and the suspension 4. For example, if the prime mover 2 is an internal combustion engine equipped with an electronic throttle valve, the control characteristics of the electronic throttle valve may be changed based on the following distance and the running state or surrounding conditions. If the prime mover 2 is a hybrid mechanism that uses an internal combustion engine and an electric motor as power sources, the output form may be changed. Here, the output form refers to a form that outputs power only with the internal combustion engine, a form that outputs power only with the electric motor, a form that outputs power with both the internal combustion engine and the electric motor, and also assists the internal combustion engine with the electric motor. Output, and at the same time, change the degree of assist. Further, when the suspension 4 is to be controlled, its vibration damping characteristics may be changed or the vehicle height may be changed. Further, the learning means in the present invention is only required to learn the easiness of changing the control contents, and is not limited to the above-described timing of changing the control contents.

Further, in the control example shown in FIG. 2, the first speed or the lowest gear is prohibited, but instead, the second speed is prohibited and the first speed or the third speed is prohibited. May be used to cause a shift. By changing to such control contents, an upshift does not occur even if the vehicle speed is slightly increased, so that the frequency of shifts is reduced even if start / stop is repeated in a traffic jam, so-called busy shift can be prevented. In this case, since the period in which the first speed is set becomes longer, control for avoiding inconvenience may be executed together. That is, on a so-called low μ road with a small road surface friction coefficient, it is preferable to reduce the driving torque to prevent slipping. Therefore, it is preferable to execute the control for inhibiting the second speed only when it is detected that the road is not a low μ road. And it is sufficient. On the contrary, since the driving force and the engine braking force are required on the uphill and downhill, when the uphill and downhill is detected, the control content for prohibiting the second speed so that the first speed can be used heavily is as follows. Good.

[0068]

As described above, according to the first aspect of the present invention, when the inter-vehicle distance between the host vehicle and the preceding vehicle is merely reduced, the condition for changing the control content of the operating mechanism is not satisfied. In this case, the control of the operating mechanism is continued when the previous content is continued, and when the deceleration due to the deceleration operation or the like is detected in addition to the decrease in the inter-vehicle distance, the control content of the operating mechanism is changed to the Since the content is changed according to the decrease in the distance, the period for executing the unusual control corresponding to the special situation of the decrease in the inter-vehicle distance is reduced. In other words, the period during which the normal control is performed becomes longer, so that the sense of discomfort during traveling can be reduced as much as possible.

According to the second aspect of the present invention, there is a change in the operating state such as an acceleration operation or a braking operation after the control content is changed. If there is a change in the control content that conforms to the change of the control, that is, promotes the change of the control content, or that is contrary to the change of the control content, that is, the change in the control content is suppressed, there is an excess or deficiency in the change of the control content. In this case, the easiness of the change of the control content is learned, such as the change timing of the control content is learned and changed. For example, if there is a change in the operation state in a direction that promotes a change in the control content, the change in the control content is started earlier, and conversely, a change in the operation state in a direction to suppress the change in the control content is made. If it is, the change of the control content is started later, so that the driving state obtained as a result of the change of the control content based on the inter-vehicle distance becomes closer to the intention of the passenger, and it is possible to perform more comfortable driving. it can.

Further, according to the third aspect of the present invention, when only the inter-vehicle distance between the host vehicle and the preceding vehicle is reduced,
The condition for restricting the maximum speed ratio is not satisfied, in which case the control of the previous content, that is, the normal control, is continued for the transmission, and the inter-vehicle distance is reduced and the speed is reduced due to deceleration operation and the like. When the deceleration is detected, the setting of the maximum speed ratio in the transmission is restricted, so that the period during which the unusual control corresponding to the special situation of reducing the inter-vehicle distance is executed is reduced. That is, since the period during which the normal control of the transmission is performed is lengthened, vibration / noise and deterioration of fuel efficiency due to an increase in the rotation speed of the prime mover are prevented. Also, when the own vehicle is approaching the vehicle ahead and decelerating, the maximum speed ratio is regulated and a larger gear ratio is set, so that the responsiveness of the behavior of the vehicle to the accelerator operation is improved. Therefore, drivability in a state where the inter-vehicle distance is short is improved.

Further, according to the invention of claim 4, when the inter-vehicle distance between the host vehicle and the preceding vehicle is merely reduced,
The condition for changing the control content of the operating mechanism is not satisfied, in which case the control of the previous content of the operating mechanism is continued, and in addition to this, the inter-vehicle distance is reduced and the own vehicle is placed in a traffic jam section. When it is detected that there is traffic or entering a traffic congestion section, the control content of the operating mechanism is changed to the content according to the decrease in the inter-vehicle distance. The period for performing is reduced. In other words, the period during which the normal control is performed becomes longer, so that the sense of discomfort during traveling can be reduced as much as possible. In addition, in a state of being caught in traffic congestion, the vehicle will continue to run with the inter-vehicle distance reduced, but the control state of the vehicle will be suitable for traveling with a short inter-vehicle distance, Can be suppressed.

According to the fifth aspect of the present invention, if only the inter-vehicle distance between the host vehicle and the preceding vehicle is reduced,
The condition for restricting the minimum speed ratio is not satisfied, in which case the control of the previous content, that is, the normal control of the transmission is continued, and the inter-vehicle distance is reduced and the own vehicle is congested. When it is detected that the vehicle is in a section or enters a traffic congestion section, setting the minimum speed ratio with the transmission is restricted, so the minimum speed ratio that is different from the normal speed ratio corresponding to the special situation of reducing the distance between vehicles The period in which the control in which the pressure is restricted is reduced. In other words, the period during which the normal control is performed becomes longer, so that the sense of discomfort during traveling can be reduced as much as possible. In addition, in a state of being caught in traffic congestion, repeated downshifts and upshifts during repeated deceleration and acceleration with the inter-vehicle distance reduced are prevented, and as a result, drivability is improved. Can be.

[Brief description of the drawings]

FIG. 1 is a flowchart for explaining a control example executed by a control device according to the present invention.

FIG. 2 is a flowchart for explaining another control example executed by the control device according to the present invention.

FIG. 3 is a flowchart for explaining still another control example executed by the control device according to the present invention.

FIG. 4 is a diagram schematically showing an overall control system of the control device according to the present invention.

FIG. 5 is a block diagram schematically showing an example of the navigation system.

FIG. 6 is a block diagram schematically illustrating an example of the radar cruise system.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... own vehicle, 2 ... prime mover, 3 ... transmission, 4 ... suspension, 5 ... navigation system, 6 ... radar cruise system, 7 ... engine electronic control unit, 8 ... transmission electronic control unit.

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) G08G 1/16 B60R 21/00 624D // F16H 59:48 624G F-term (Reference) 3D041 AA01 AA18 AA21 AA31 AA41 AA67 AB01 AC09 AC15 AC18 AD00 AD02 AD04 AD06 AD10 AD14 AD31 AD39 AD41 AD46 AD47 AD51 AE04 AE11 AE32. BA19 BA23 BA32. LL04 LL07 LL09

Claims (5)

[Claims] 1. A vehicle control device for controlling one of the operating mechanisms of a host vehicle based on an inter-vehicle distance between a running host vehicle and a preceding vehicle, wherein an approach state of the host vehicle with respect to a preceding vehicle is detected. Approach state detecting means; deceleration detecting means for detecting a deceleration state of the own vehicle; and said approach state detecting means detecting that the own vehicle is approaching a preceding vehicle, and that the own vehicle is decelerating. And a proximity control executing means for changing the control content of the operating mechanism based on the detection by the deceleration detecting means. And detecting at least one of a change in an operation state in a direction to promote the control content changed by the approach control execution means and a change in an operation state in a direction to suppress the changed control content. 2. The system according to claim 1, further comprising: operating state change detecting means; and learning means for learning how easily the control content can be changed based on a detection result by the operating state change detecting means. Vehicle control device. 3. A vehicle control device for controlling a transmission based on an inter-vehicle distance between a running own vehicle and a preceding vehicle, an approaching state detecting means for detecting an approaching state of the own vehicle to a preceding vehicle, Deceleration detecting means for detecting a deceleration state of the own vehicle, and the approach state detecting means detecting that the own vehicle is approaching a preceding vehicle, and detecting that the own vehicle is decelerating. A control device for a vehicle, comprising: maximum speed ratio restricting means for restricting setting of a maximum speed ratio of the transmission based on the detection. 4. A vehicle control device for controlling one of the operating mechanisms of a host vehicle based on an inter-vehicle distance between the host vehicle running and a vehicle ahead of the host vehicle. Approaching state detecting means, traffic congestion detecting means for detecting a state of occurrence of traffic congestion, said approaching state detecting means detecting that the own vehicle is approaching a preceding vehicle, and the own vehicle is in a traffic congestion section. A traffic congestion control executing means for changing the control content of the operating mechanism based on the fact that the traffic congestion detecting means detects that the own vehicle enters a traffic congestion section. Control device. 5. A vehicle control device for controlling a transmission based on an inter-vehicle distance between a running own vehicle and a preceding vehicle, an approaching state detecting means for detecting an approaching state of the own vehicle to a preceding vehicle, A traffic congestion detecting means for detecting a traffic congestion occurrence state, and an approach state detecting means for detecting that the own vehicle is approaching a preceding vehicle, and that the own vehicle is in a traffic congestion section or the own vehicle. A minimum speed ratio restricting means for restricting setting of a minimum speed ratio of the transmission based on the traffic congestion detecting means detecting that the vehicle enters a traffic congestion section. Control device.