JP2002130000A - Device for and method of controlling automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To secure operability and safety in common by realizing the target adjustable speed required by a driver in safety traveling circumstances and changing the target adjustable speed so as to prioritize a safety traveling in case of coming across dangerous traveling circumstances. SOLUTION: This automobile control device is composed of a vehicular adjustable speed-detecting means, a vehicular speed detecting means, a target adjustable speed-calculating means, a road circumstance detecting means for detecting the traveling road circumstances including the obstacles such as a front vehicle, a dangerous traveling discrimination means and a target value changing means. Thereby, it is possible to realize the adjustable speed required by the driver in safety traveling circumstances, and further, since a safety priority control in case of traveling in dangerous circumstances is carried out, fuel economy, operability and safety can be realized in common.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for controlling an automobile, and more particularly to an apparatus and a method for efficiently controlling an engine power train according to information such as a driving environment and achieving an acceleration / deceleration required by a driver.

[0002]

2. Description of the Related Art In a conventional control method of this kind, for example, as disclosed in Japanese Patent Application Laid-Open No. 4-345541 proposed by the present applicant, the target acceleration / deceleration demanded by a driver and the acceleration / deceleration of an actual vehicle coincide with each other. There is known a method of controlling at least one of an engine torque adjusting unit, a transmission gear ratio adjusting unit, and a braking force adjusting unit in such a manner as to perform the above operation.

[0003]

In a system for realizing only the target acceleration / deceleration requested by the driver as in the above-mentioned prior art, for example, when the driver misrecognizes the driving condition ahead or grasps the driving condition. When it was late, it was not possible to control the occurrence of traffic accidents such as collisions or runaways. In addition, because it is difficult to grasp the road gradient and corner in advance,
It has been difficult to secure the gradient by the gear ratio control and the marginal driving force before entering the corner.

An object of the present invention is to achieve a target acceleration / deceleration required by a driver in a safe driving environment, and to change a target acceleration / deceleration so as to give priority to safe driving if a dangerous driving environment is encountered. It is another object of the present invention to provide a control device and a method for achieving both drivability and safety.

[0005]

SUMMARY OF THE INVENTION An object of the present invention is to provide an acceleration / deceleration detecting means for detecting an acceleration / deceleration of a vehicle requested by a driver, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, the acceleration / deceleration detecting means and the vehicle speed detecting means. A target acceleration / deceleration calculating means for setting a target acceleration / deceleration in accordance with a signal of the road environment detecting means for detecting a road environment during traveling including an obstacle such as a preceding vehicle; Dangerous driving determining means for determining whether or not the driving environment is dangerous; and a target for changing the target value set by the target acceleration / deceleration calculating means when the dangerous driving determining means determines that the driving is dangerous. This is achieved by providing value changing means.

[0006]

The acceleration detection by the acceleration / deceleration detecting means is executed by the depression amount of the accelerator pedal on the plus side, and the deceleration detection is executed by the depression amount of the accelerator pedal on the minus side and the brake pedal depression force. The vehicle speed detecting means converts the vehicle speed into a vehicle speed using a signal from a rotation sensor attached to a transmission output shaft or a wheel rotation shaft. The target acceleration / deceleration calculation means is
The acceleration / deceleration of the vehicle requested by the driver is set based on the detection results of the acceleration / deceleration detecting means and the vehicle speed detecting means.
The road environment detecting means detects a road condition ahead, for example, a radius of curvature of the road, a road gradient, a vehicle ahead and an obstacle in front, a road surface friction coefficient, and the like by using a camera, radar, navigation map information, and infrastructure equipment installed on the road. I do. The dangerous driving determining means determines whether or not the own vehicle runs into a dangerous driving environment several seconds later (changes according to the vehicle speed) based on the detection results of the road environment detecting means and the vehicle speed detecting means.
The target value changing means changes the target acceleration / deceleration when it is determined as dangerous as a result of the determination by the dangerous driving determination means. The target braking / driving torque calculating means calculates a target braking / driving torque transmitted to the wheel based on the results obtained by the road environment detecting means, the target acceleration / deceleration calculating means, the vehicle speed detecting means and the target value changing means. . Based on this, the following control operation amounts of the operation means are calculated. The control operation amount calculating means uses the vehicle speed, the marginal driving torque corresponding to the vehicle speed, the road gradient, the target acceleration / deceleration, and the target braking / driving torque,
The control operation amount is calculated in consideration of fuel efficiency, drivability (driver intention), and safety. The operating means includes a torque operating means of the engine, a gear ratio operating means of the transmission, and a braking force operating means, and operates according to the calculation and the detected result.

According to the present invention having the above-described structure, the driver's required acceleration / deceleration can be realized when driving in a safe environment.
Since the safety priority control at the time of driving in a dangerous environment is executed, both drivability and safety can be achieved.

[0008]

Embodiments of the present invention will be described below in detail with reference to the drawings.

FIG. 1 is a block diagram of one embodiment of the present invention. The acceleration detection in the acceleration / deceleration detecting means 1 is executed by the depression amount of the accelerator pedal on the plus side, and the deceleration detection is executed by the depression amount of the accelerator pedal on the minus side and the brake pedal depression force. The vehicle speed detecting means 2 converts the vehicle speed into a vehicle speed using a signal from a rotation sensor attached to a transmission output shaft or a wheel rotation shaft. Target acceleration / deceleration calculation means 3
Sets the acceleration / deceleration of the vehicle requested by the driver based on the detection results of the acceleration / deceleration detecting means 1 and the vehicle speed detecting means 2. The road environment detecting means 4 detects the road conditions ahead, for example, the radius of curvature of the road, the road gradient, the vehicle ahead and obstacles in front of the road, the road surface friction coefficient, and the like by using cameras, radar, navigation map information, and infrastructure equipment installed on the road. Then, a signal of a driver operation according to the traveling environment, such as a raindrop sensor signal, a headlight signal, a seat belt signal, and the like are detected. Dangerous traveling determination means 5 determines whether or not the traveling of the own vehicle falls into a dangerous traveling environment several seconds later (changes according to the vehicle speed) based on the detection results of the road environment detection means 4 and the vehicle speed detection means 2. I do. The target value changing means 6
If it is determined that the vehicle is dangerous, the target acceleration / deceleration is changed. Based on the results obtained by the road environment detecting means 4, the target acceleration / deceleration calculating means 3, the vehicle speed detecting means 2, and the target value changing means 6, the target braking / driving torque calculating means 7 performs the control of the target transmitted to the wheels. Calculate the driving torque. Based on this, the following control operation amounts of the operation means are calculated. Control operation amount calculation means 8
The control operation amount is calculated in consideration of fuel efficiency, drivability (driver's intention) and safety using the vehicle speed, the marginal driving torque corresponding to the vehicle speed, the road gradient, the target acceleration / deceleration, and the target braking / driving torque. . The operation unit 9 includes an engine torque operation unit, a transmission ratio operation unit and a braking force operation unit of the transmission, and operates according to the calculation and the detected result.

FIGS. 2 to 7 are specific control flowcharts of one embodiment. FIG. 2 is a control flow of the dangerous driving determination means 5. In addition, various running environments are calculated simultaneously by this flow. First, in processing 10, the FM center frequency f ₀ , the frequency shift width ΔF, the triangular wave repetition frequency f _m ,
Increase beat frequency f _b1 , decrease beat frequency f _b2 , camera image, headlight switch Ls, raindrop sensor signal W
s, the seat belt switch Bs, the vehicle speed V, and the road surface friction coefficient μ are read. Here, f _0, ΔF, f _m is usually FM
It is uniquely determined by the model of the CW radar (the signal obtained by adding the FM (Frequency Modulation) modulation to the transmission signal of the CW (Continuous Wave) radar). good. However, in this method, it is necessary to change data and control software at the time of radar change, and the number of development steps increases. Therefore, it is better to make the radar itself intelligent, to output these signals (f ₀ , ΔF, f _m ) and read them as described above. In step 11, it determined using the equation which describes the distance D ₁ of the forward object and the vehicle to process 11 by FM-CW system radar. The radio wave propagation velocity C is
It is 3 × 10 ⁸ m / sec and is stored in the memory in advance. In process 12, the relative speed Vr between the forward object and the host vehicle is calculated using the equation described in process 12. The arithmetic expressions of the processes 11 and 12 are generally known techniques. Processes 13 to 19 show a camera image processing method according to the weather and day and night. That is, the brightness of the captured road image differs depending on the weather and day and night. Therefore, it is necessary to perform road detection according to the luminance and to grasp a more accurate road shape. In process 13, the headlight switch L
It is determined whether s is ON. If it is ON, that is, if Ls = 1, it is determined to be night and the process proceeds to processing 14. In the process 14, it is determined whether or not the rain sensor signal Ws is equal to or larger than the constant k1.
This k1 is a constant indicating a state in which the brightness of the road surface detected by the camera varies depending on the raindrop, and is obtained in advance by actual running matching and stored in a memory. Therefore, Ws
If is greater than or equal to k1, the process proceeds to processing 15, where it is determined that the vehicle is running on rainy or night, and a luminance detection process is performed on rainy or night to execute road surface image processing. In the case of NO in the process 14, it is determined that the vehicle is traveling on fine weather and night, and the road surface image processing is executed by performing the luminance detection process on fine weather and night. If the determination in step 13 is NO, the process proceeds to step 17 to execute the same processing as in step 14. YE in processing 17
In the case of S, it is determined that the vehicle is traveling on rainy day or daytime, and a luminance detection process is performed on rainy daytime or daytime to execute road surface image processing. N in processing 17
In the case of O, it is determined that the vehicle is running on fine weather and daytime, and a brightness detection process on fine weather and daytime is performed to execute road surface image processing. Road condition detection by luminance detection applied here is a generally known technique. In the process 20, the coordinate system of the front road processed in the processes 15, 16, 18, and 19 as shown in FIGS. 9 and 10 is detected. FIG. 9 is an actual road curvature coordinate system, and FIG.
Is a road curvature coordinate system shown in FIG. 9 as an image. The processes 22 and 23 are executed using this coordinate system (described later). Before executing the processing 22, first, a road gradient S ahead is detected in the processing 21. This S is detected by recognizing the wavy line shapes at the left and right ends of the road detected as shown in FIGS. For example, a plurality of patterns representing the road shape are stored in a neurocomputer or the like, and the road environment in front is determined by comparing with the detected road shape. FIG. 11 shows an example of detecting a downhill road shape, and FIG. 12 shows an example of detecting an uphill road shape. FIG. 13 shows a forward road gradient detection method.
Based on the flat road shape in the camera image, the angle γ of the road left and right lines is detected and converted to a road gradient S. Here, when a corner other than the gradient is recognized, the processing is performed in processings 22 and 23.
In the process 22, the distance D2 to the corner is obtained by using the coordinate system shown in FIG. 10 and the equations (1) and (2). On the right side of the equation (1), the horizontal axis x of the straight road expressed in the coordinate system
(n) y (n + 1) / x (n + 1) <{(y (1) / x (1) +... + y (k) / x (k)) / k} (1) D2 = y (n) )... The ratio of the vertical axis y (n) to (2) is added up to n = k, and the added value is divided by the total number k to obtain an averaged linear change state. Therefore, the following ratio y (n + 1) / x (n
+1) is smaller than the right side, and if it is smaller, one before n + 1, that is, y (n) is set to D
Substitute 2 for the distance to the corner entrance. Process 23
Then, the radius of curvature R of the corner is obtained using the coordinate system shown in FIG. 10 and equations (3) and (4). In equation (3), it is determined whether the horizontal axis l (n) of the corner road matches the vertical axis m (n). The coincident value is the radius of curvature, and the equation m (n) = l (n) (3) R = l (n) (4) As shown in (4), R is l (n) or m (n). And substitute for At this time, the distance conversion between the horizontal axis and the vertical axis is performed by storing a correction value between the camera image and the actual distance in a memory in advance. The above-described recognition of the corner can be performed by the same method regardless of the change in the road gradient because the camera changes in the same manner as the vehicle body in the current traveling state, that is, on all of the up, down, and flat roads. Next, in a process 24, it is determined whether or not there is a vehicle or an object that hinders traveling ahead. k2 is a constant within a range in which the distance to the forward object by the FM-CW radar can be measured. That is, in the case of YES in the process 24, it is determined that the future traveling is restricted by the forward object, and in the case of NO, it is determined that the traveling is restricted by the front corner. Y in processing 24
In the case of ES, the process proceeds to step 25, where the relative speed V to the object ahead
a function f ₂ of the road friction coefficient μ obtained by r and infrastructure information and the like by using the vehicle speed V determined the vehicle speed Vt1 target. Then, in step 26, the object collision prevention target deceleration F
d1 is calculated using the equation described in the process 26. This equation is calculated using equations (5), (6), (7) and (8). First of all, think of in this ^{_{process, T 1 = W · V 2}} /2 + Ir · (V / r) for safe driving ensure ^{2/2 ... (5) T} 2 = W · Vt1 2/2 + Ir · (Vt1 / r ^{) 2/2 ... (6)} U (1-2) = T 1 -T 2 = (1/2) · {W + (Ir / r 2)} · (V 2 -Vt1 2) ... (7) Fd1 = U (1-2) / D ₁ (8) The current vehicle speed V is changed to a future target vehicle speed Vt1. At the initial speed V, the kinetic energy T ₁ of the own vehicle is given by the following equation (5).
The kinetic energy T ₂ of the own vehicle in 1 is given by equation (6)
Respectively. Here, W: vehicle weight, Ir: moment of inertia of the wheel, r: wheel radius. Kinetic energy lost from initial velocity to target velocity (T ₁ -T ₂ )
Is equal to the external work U (1-2) (Equation (7)).
Therefore, assuming that the distance from the current vehicle speed V at the local point to a point requiring the target speed Vt1 is D1, this distance D1
, It is necessary to continue to apply the deceleration force Fd1 given by the equation (8). Thus, Fd1 is obtained. If NO in step 24, the process proceeds to step 27,
Is searched for the target speed Vt2 with respect to R obtained in. This Vt2 increases as R increases. That is,
This means that the larger the R, the higher the target speed may be. In addition, in order to ensure safety, it is necessary to reduce Vt2 as μ obtained from the above infrastructure information or the like becomes smaller. In a process 28, a process similar to the process 26 is executed to calculate a target deceleration force Fd2 for corner runaway prevention. After the processes 26 and 28, the process proceeds to the processes 29 and 34 in FIG. 3, respectively. In the process 29, it is determined whether or not the seat belt switch Bs is turned on. Here, the purpose is to change the vehicle deceleration state to avoid encountering a dangerous situation due to the continuation of the current vehicle speed depending on whether or not a seat belt is worn. If YES in the process 29, that is, if the user wears the seat belt, the process proceeds to the process 30, and it is determined whether or not the target deceleration Fd1 / W (force / weight) is equal to or more than k3. This k3 is a safe deceleration constant that the driver does not feel uncomfortable when wearing the seat belt. Processing 3
In the case of 0 and YES, the process proceeds to a process 31, in which a dangerous driving flag (there is an object ahead) Fl for warning that the driver feels uncomfortable at this speed and dangerously decelerates.
Assign 1 to gCar. The control shown in FIGS. 4 to 7 will be executed using the flag signal. If NO in step 30, the process proceeds to step 33, where 0 is substituted for FlgCar. Process 29
If NO in step 32, the process proceeds to step 32, and it is determined whether or not safe deceleration can be obtained without discomfort even when the seat belt is not worn. If YES in the process 32, the process proceeds to a process 31, and if NO, the process proceeds to a process 33. k4 is a safe deceleration constant without discomfort for the driver when the seat belt is not worn. Further, the same processing as described above is performed in the processings 34 to 38. If it is determined that the driver is uncomfortable and dangerously decelerates at the time of entering before entering the corner, 1 is substituted for FlgCor. Further, the setting of the target speed Vt2 with respect to the radius of curvature R of the road in the process 27 can be obtained by the following equation: . Regarding μ, for example, 0.8 is dry asphalt, 0.5 is wet asphalt, and 0.3 is snowy road, and it is necessary to store the target speed for each μ, that is, the cornering limit speed, in the memory. . Further, it is also possible to perform the calculation by using the expression (9) as needed. In addition, since these values are different depending on the types of vehicles having different positions of the center of gravity, it is necessary to consider vehicle type constants. For example, k20 is small in an unstable one-box car or the like having a high center of gravity.

FIG. 4 to FIG. 7 are control flowcharts of the power train control based on the driving environment. In the process 40, the accelerator pedal depression amount α, the brake depression force β, the vehicle speed V, the front road gradient S obtained above, the distance D to the front object, the dangerous driving flags FlgCar, FlgCor, the front road surface friction coefficient μ, and the target deceleration force Fd1 and Fd2 and the engine speed Ne are read. In the process 41, a target acceleration / deceleration Gt composed of α and β set as shown in FIG. 8 is searched. FIG.
Is an outline of a target acceleration / deceleration table. When the solid line is accelerating,
In other words, if the current read value is larger than the previous accelerator pedal depression amount (read value one cycle before), the broken line indicates the deceleration time, that is, the current accelerator pedal depression amount (one cycle previous read value). There are cases where the read value of becomes smaller. These values are set as shown in FIG. 8 according to the magnitude of the vehicle speed. Further, when it is desired to perform the vehicle speed constant control (auto cruise control), the target acceleration is set to 0 in a region where the accelerator pedal is depressed by a small amount as indicated by a chain line. This makes it possible to maintain the current vehicle speed after acceleration. In the above case, two tables are provided for acceleration and deceleration. Moreover, it is also possible to realize with one table from the viewpoint of memory capacity reduction. However, even though the driver requests a constant acceleration / deceleration, the accelerator pedal depression amount may fluctuate minutely due to vehicle body fluctuation or the like, and torque fluctuation may occur. Therefore,
It is necessary to add a new hysteresis means. Next, in a process 42, it is determined whether or not a dangerous driving flag FlgCar, which determines whether or not an object such as a vehicle is present ahead and a driving environment in which the driver will be uncomfortable in the future, becomes 1. In the case of NO, the process proceeds to step 43, where it is determined whether or not the dangerous driving flag FlgCor, which determines whether or not a driving environment in which the driver is uncomfortable in the future, can be set to 1. If NO in step 43, the process proceeds to step 44,
Target acceleration / deceleration Gt requested by the driver obtained in process 41
Is used to calculate the target braking / driving torque Tot in equation (10) described in process 44. Tot = r · (W + Wr) · Gt / g + μr · W + μ1 · A · V ² + W · sinS (10) r: wheel radius, W : Vehicle weight, Wr: rotation equivalent weight,
g: gravitational acceleration μr: rolling resistance coefficient, μ1: air resistance coefficient, A: calculated using the front projected area. The first term on the right side is the acceleration torque required for the vehicle to accelerate, the second term is the rolling resistance, the third term is the air resistance, and the fourth term is the gradient resistance. Here, Gt, V and S are obtained by the above-described flow, and other variables are set in advance with constants determined for each vehicle. In the case of YES in step 43, it is determined that there is a corner ahead and deceleration is necessary, and step 45
Proceed to. In the process 45, it is determined whether or not the target acceleration / deceleration Gt requested by the driver in the process 41 is equal to or less than the target deceleration Fd2 / W determined from the current traveling environment (safety). In the case of YES, it is determined that the driver himself / herself correctly determines that the vehicle will be in dangerous driving in the future, and the process proceeds to step 44. In the case of NO, since the correct judgment cannot be made, the target acceleration / deceleration is set to the driving environment (safety aspect) in step 46.
Rewriting 44 to the target deceleration Fd2 / W determined from
Proceed to. If YES is determined in the process 42, the process 47 is executed.
To determine whether the current vehicle speed V is, for example, 15 km / h or less. This is because the target acceleration / deceleration control should not be performed and the distance to the object in front should be controlled during low traffic speeds such as during a traffic jam or when entering a garage. Therefore, N
In the case of O, the process proceeds to a process 48, where the target acceleration / deceleration control is executed. In the case of YES, the process proceeds to step 49 and executes target distance control. In processes 48 and 50, processes similar to processes 45 and 46 are performed, and the process proceeds to process 44. In the process 49, it is determined whether or not the distance D1 to the forward object is equal to or less than the limit value k8. This k8 is, for example, about 1 m, which is a distance just before the collision with the front object. If YES in the process 49, that is, if it is just before the collision, the process proceeds to a process 51, and the target vehicle speed Vt is set to 0. Then, in a process 52, a constant k10 capable of stopping at a low vehicle speed is input to the target braking force Bp. N in process 49
In the case of O, the process proceeds to step 53, where it is determined whether α is greater than 0.

If YES, the process proceeds to step 54, where a constant value k9 is input to the target acceleration / deceleration Gt. This k9 is a target acceleration value that is safe first at a low vehicle speed where an object is present ahead. Thereby, for example, even if the driver accidentally depresses the accelerator pedal, the vehicle runs at a constant acceleration, so that safe driving can be ensured. Although the constant acceleration is set here, the value k9 may be set to the maximum value, and if the value is more than this, the target acceleration / deceleration Gt may be adjusted. And processing 5
The process proceeds to 5, where the target braking / driving torque Tot is calculated as in the process 44. Then, in step 56, the current gear ratio (15 km /
h), the target engine torque Tet is calculated by the equation described in the processing 54 using the torque ratio t (e) obtained from the torque converter rotation ratio e and Tot. In the process 57, the engine speed Ne obtained by detecting the target engine speed Net used in the subsequent process (calculation of the target throttle opening and the target braking force) is input and obtained. After the processes 52 and 57, the process proceeds to a process 58 in FIG. 7, in which a table of the target engine torque Tet with respect to the horizontal axis target engine speed Net is searched, and the target throttle opening θ, the target gear ratio i,
The target braking force Bp is obtained. From the process 52,
The target brake force Bp of the white circle is searched, and the target throttle opening θ = 0 and the target gear ratio i = 1 are obtained. Then, the process proceeds to a process 59, where i, θ and Bp are output. In the case of the processing 57, the target throttle opening θ of the black circle is searched, and the target brake force Bp = 0 and the target speed ratio i = 1 are obtained. Then, the process proceeds to a process 59. After the process 44, the process proceeds to a process 60, where it is determined whether or not the forward road gradient S obtained in FIG. 2 is larger than k5. This k5 is a constant at the time of the ascending gradient, and the shift point control for reducing the fuel consumption can be performed so that the driver does not feel uncomfortable even if the vehicle speed shift is executed when the traveling load is large to some extent.

If YES in step 60, the fuel economy shift is executed and the routine proceeds to step 61 in FIG. 7, where the torque converter output shaft torque for each speed ratio, so-called turbine torque Tt (n), is calculated. The number n of Tt (n) depends on the transmission mounted on the vehicle, and is limited to n = 4 for a 4-speed transmission and a controllable number for a continuously variable transmission, for example, n = 20. And so on. This Tt (n) is obtained by dividing the above Tot by n existing gear ratios gr (n). Process 62
In, the output shaft speed of the torque converter for each speed ratio, that is, the so-called turbine speed Nt (n) is calculated. This Nt
(n) is obtained by multiplying the above V by n existing gear ratios. In step 63, the reverse pump displacement coefficient cn (n) for each speed ratio is calculated using the Tt (n) and Nt (n) obtained in steps 61 and 62. In step 64, a speed ratio e (n) for each speed ratio is searched. Here, cn (n) and e = Nt / Ne (11) Tt = t · c · Ne ² (12) cn (n) = (t · c / e ² ) = Tt / Nt ² (13) E: Torque converter input / output shaft rotation ratio Nt: Torque converter output shaft rotation speed Ne: Engine rotation speed Tt: Torque converter output shaft torque t: Torque converter torque ratio (function of e) c: Torque converter pump capacity coefficient (e) The relationship of e (n) can be determined using equations (11), (12) and (13). In step 65, the torque ratio t (n) for each speed ratio is obtained as a function of the speed ratio e (n). In the process 66, the Tt (n), t obtained in the processes 61 and 65 are obtained.
The target engine torque Tet is calculated using (n). In the process 67, the Nt (n), e obtained in the processes 62 and 64 are processed.
The target engine speed Net is calculated using (n). Then, in step 68, the gear ratio i with the smallest fuel consumption is obtained using the values for each gear ratio obtained in steps 66 and 67. In this case, n = 4 (four-speed transmission) is shown. The fuel consumption comparison here uses a fuel consumption table that can simultaneously detect the torque converter efficiency and the engine efficiency because the horsepower of the transmission output shaft changes due to slippage of the torque converter. In the process 69, the target throttle opening θ table set on the same axis as the process 68 is searched, and θ at the same position as the speed ratio i obtained in the process 68 is obtained.

Next, if the result of step 60 is NO, the process proceeds to step 70, where it is determined whether or not the road gradient S ahead is smaller than -k6. This -k6 is a constant at the time of a descending gradient. When the gradient is smaller than this value, the fuel cut is executed only when the driver requests the deceleration to reduce the fuel consumption. The process 71 determines whether the driver has requested deceleration. Therefore, it is determined whether the target acceleration / deceleration Gt is equal to or less than the deceleration constant k7. Here, in the case of YES, the process proceeds to the process 72 in FIG. 5, and the target engine torque Tet for each speed ratio is calculated using Tot and gr (n). Here, the reason why the torque converter characteristics are not taken into account is that the slippage of the torque converter becomes almost 0 and the input / output shaft rotation ratio of the torque converter becomes 1 in the case of deceleration. In the process 73,
Similarly to the process 72, the target engine speed Net is calculated using the vehicle speed V and gr (n). In the case of deceleration control, it is necessary to instantaneously obtain a feeling of acceleration requested by the driver in acceleration after deceleration. Therefore, it is necessary to set the target margin drive torque Tst at the time of deceleration. Tst
Is set according to the vehicle speed V, and can be changed according to the driver's preference. For example, when V is small, the gear ratio can be set to the low side, so that Tst also increases. Next, in a process 75, a surplus engine torque Tes (n) for each speed ratio is obtained from a table comprising Tet and Net. In the process 76, the surplus drive torque Ts (n) when the gear ratio is changed in the current running state is calculated using the Tes (n) and the gr (n) obtained in the process 75. In the process 77, the results obtained in the processes 74 and 76 are compared, and the target speed ratio i, the target throttle opening θ, and the target braking force Bp where Ts (n) larger than Tst and closest to Tst are located.
Ask for. Then, the process proceeds to a process 59 in FIG.

If the results of steps 70 and 71 are NO,
This is a routine for traveling on a flat road substantially including a corner and for accelerating downhill. In the process 78, a target margin drive torque Tst requested by the driver is searched for as in the process 74. next,
In the process 79 of FIG. 6, it is determined whether or not Tot is smaller than 0. If smaller, it is determined that the vehicle is decelerating, and the process proceeds to step S80. From the processing 80, the processing 80, 8
1, 82, 83, 84 correspond to the processes 72, 73,
The same processing as in steps 75, 76, and 77 is performed, and processing 59 in FIG.
Proceed to. If Tot is 0 or more in the process 79, that is, if it is determined as NO, the target engine torque Tet and the engine speed Net are calculated in consideration of the torque converter characteristics because of an acceleration request. Processing 85, 86, 87, 88, 8
9, 90 and 91 correspond to the processes 61, 62, 63,
64, 65, 66, and 67 are executed and the process 82 is executed.
Proceed to.

FIG. 14 shows a system configuration diagram of the present invention.
An engine 93 and a transmission 94 are mounted on the vehicle body 92, and the throttle opening (air flow), fuel amount, ignition timing, brake pressure, gear ratio, and the like are controlled by a signal from an engine power train control unit 95. You. For fuel control, a currently mainstream intake port injection method, an in-cylinder injection method with good controllability, and the like are used. The vehicle body 92 is equipped with a television camera 96 for detecting an external situation and an antenna 97 for detecting infrastructure information. The image of the television camera 96 is input to the driving environment determination unit 98, and is subjected to image processing to recognize a road gradient, a corner radius of curvature, signal information, a road sign, and the like. A radar 102 of the FM-CW system or the like is installed in front of the vehicle body 92 and detects an inter-vehicle distance and a relative speed with a preceding vehicle or an object. Further, the antenna 97 is connected to the infrastructure information terminal 99, and according to the infrastructure information, the road surface condition (wet,
Dry, snowy roads, presence of sand, etc.) are detected, and the traveling environment determination unit 98 calculates the road surface friction coefficient μ and the like. Also, C
The traveling environment can also be determined from the map information stored in the D-ROM 100 or the like, and the road conditions ahead (gradient, corner radius of curvature, etc.) can be detected. A signal corresponding to the traveling environment, a risk of the traveling environment, a road surface friction coefficient μ, and the like are output from the traveling environment determination unit 98, and are input to the engine power train control unit 95. Based on this signal, the throttle opening θ, fuel amount, ignition timing,
The gear ratio i and the braking force Bp by the brake pressure control actuator 103 are controlled. The engine power train control unit 95 receives an accelerator pedal depression amount α, a brake depression force β, a vehicle speed V, an engine speed Ne, a raindrop sensor signal Ws, a seat belt switch Bs, a headlight switch Ls, and the like. Two
It is used for the control shown in FIG. Further, an acceleration sensor is provided in the camera, and an actuator 101 for vibration suppression control is provided below the camera. The signal of the acceleration sensor is feedback-controlled to prevent the detection accuracy from deteriorating due to camera shake.

FIG. 15 is a control flowchart of camera vibration suppression. In step 110, the signal Gs of the vertical acceleration sensor attached to the vehicle body or the camera is read. processing
At 111, the signal of Gs is integrated and the fluctuation speed Vt of the vehicle body is calculated.
Calculate d. Further, in step 112, the calculated value of Vtd is integrated to calculate the vertical movement position (stroke) Std of the vehicle body. Then, in a process 113, it is determined whether or not the above Std is equal to a constant k15 which becomes a constant camera image detection angle. If they are equal, the process proceeds to step 114, where the previous drive signal As _(n-1) is substituted for the control signal As _(n) for driving the camera angle control actuator, and the process proceeds to step 115. In processing 115, the current drive signal As _(n) is substituted for the previous drive signal As _(n-1) , and the process returns. N in processing 113
O, that is, if it is determined that they are not equal, processing 116
To calculate the deviation ΔS between the above Std and the constant k15 in the processing 1
Proceed to 17. In the process 117, the previous drive signal As _(n-1)
Then, the value obtained by adding the PID control value of ΔS to the above As _(n) is substituted into the above As _(n), and the routine proceeds to processing 115. As a result, detection errors such as a road gradient and a road curvature radius due to camera fluctuations can be suppressed, and accurate power train control can be realized. Also, as the acceleration sensor, a sensor for suspension control for suppressing vehicle body vibration can be used from the viewpoint of cost reduction.

[0018]

According to the present invention, the acceleration / deceleration required by the driver during driving in a safe environment can be realized, and safety priority control during driving in a dangerous environment is executed, so that fuel economy, drivability and safety are improved. Can be arranged side by side.

[Brief description of the drawings]

FIG. 1 is a block diagram of one embodiment of the present invention.

FIG. 2 is a specific control flowchart of one embodiment.

FIG. 3 is a specific control flowchart of one embodiment.

FIG. 4 is a specific control flowchart of one embodiment.

FIG. 5 is a specific control flowchart of one embodiment.

FIG. 6 is a specific control flowchart of one embodiment.

FIG. 7 is a specific control flowchart of one embodiment.

FIG. 8 is an outline of a target acceleration / deceleration table.

FIG. 9 is an actual road curvature coordinate system.

FIG. 10 is a road curvature coordinate system shown in an image.

FIG. 11 is a detection example of a downhill road shape.

FIG. 12 is an example of detecting an uphill road shape.

FIG. 13 shows a method of detecting a road gradient ahead.

FIG. 14 is a system configuration diagram of the present invention.

FIG. 15 is a control flowchart of camera vibration suppression.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Acceleration / deceleration detecting means, 2 ... Vehicle speed detecting means, 3 ... Target acceleration / deceleration calculating means, 4 ... Road environment detecting means, 5 ... Dangerous driving discriminating means, 6 ... Target value changing means, 7 ... Target braking / driving torque calculating means , 8... Control operation amount calculation means, 9.

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[Procedure amendment]

[Submission Date] October 15, 2001 (2001.10.
15)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Name of invention

[Correction method] Change

[Correction contents]

Title: Vehicle control apparatus and control method

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] Claims

[Correction method] Change

[Correction contents]

[Claims]

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme court ゛ (Reference) B60R 21/00 624 B60R 21/00 624B 624C 624G 628 628C 628F (72) Inventor Satoshi Kuragaki Hitachi City, Ibaraki Prefecture 7-1-1, Cho, Hitachi, Ltd.Hitachi Research Laboratories, Ltd. (72) Inventor Kenichiro Kurata 7-1-1, Omika-cho, Hitachi City, Ibaraki Pref. Hitachi, Ltd. Hitachi Research Laboratory, Ltd. (72) Inventor Tatsuya Ochi Ibaraki 3D041 AA71 AB01 AC01 AC14 AC26 AD02 AD04 AD10 AD31 AD41 AD47 AD51 AE04 AE31 AE41 AE45 3G093 AA01 BA07 DA01 DA06 DB02 DB11 DB15 DB18 EA02 EB03 EB04 FB02

Claims (17)

[Claims] An acceleration / deceleration detecting means for detecting an acceleration / deceleration of a vehicle requested by a driver, a vehicle speed detecting means for detecting a vehicle speed of the vehicle, and a signal from the acceleration / deceleration detecting means and the vehicle speed detecting means,
A target acceleration / deceleration calculating means for setting a target acceleration / deceleration; a road environment detection means for detecting a road environment during traveling including an obstacle such as a vehicle ahead; and a driving environment which is dangerous in accordance with a signal from the road environment detection means. Dangerous driving discriminating means for judging whether or not the vehicle is in danger, and target value changing means for changing the target value set by the target acceleration / deceleration calculating means when the dangerous driving is judged. A computerized vehicle control device characterized in that: 2. A target braking / driving torque calculating means for calculating a braking / driving torque transmitted to wheels according to at least the road environment obtained by the road environment detecting means; Calculating means for calculating the control operation amounts of the engine, the transmission and the brake; and controlling at least one of the torque operating means of the engine, the gear ratio operating means of the transmission and the braking force operating means of the brake. 2. The information-driven vehicle control device according to claim 1, wherein: 3. The dangerous driving determining means includes means for detecting a use state of the seat belt, and changing a reference value of the dangerous driving determination setting according to the using state. 2. The computerized vehicle control device according to 2. 4. The vehicle control apparatus according to claim 1, wherein said target value changing means has a low vehicle speed judging means for judging whether or not the signal obtained by said vehicle speed detecting means is a low vehicle speed. 3. The computerized vehicle control device according to claim 1, wherein a value is limited. 5. The computerized vehicle control device according to claim 1, wherein said target acceleration / deceleration calculation means has two tables each for acceleration and deceleration. 6. The target acceleration / deceleration table at the time of deceleration includes at least two target acceleration / deceleration 0 areas for signals of the acceleration / deceleration detecting means for constant vehicle speed control. Computerized car control equipment. 7. The road environment detecting means detects a road environment ahead by a camera and a radar, and detects a road gradient and a curvature radius of the road by the detection by the camera, and detects an object ahead by the detection by the radar. The information-controlled vehicle control device according to claim 1 or 2, wherein 8. The control operation amount calculating means, means for determining the degree of the detected road gradient, means for setting a target marginal driving torque in accordance with the result of the determination, and fuel consumption are compared to determine a minimum fuel consumption. 3. The computerized vehicle control device according to claim 1, further comprising means for executing the control of (1). 9. The computerized vehicle control device according to claim 1, wherein the camera of the road environment detecting means has an acceleration detecting means and a vibration suppression control means. 10. An acceleration / deceleration of a vehicle requested by a driver is detected, a vehicle speed of the vehicle is detected, and a target acceleration / deceleration is set according to the detected acceleration / deceleration and the vehicle speed. Detecting the road environment at the time of traveling including, and determining whether or not the driving environment is dangerous according to the detected road environment, and changing the target acceleration / deceleration when it is determined to be dangerous. Method. 11. A target braking / driving torque transmitted to wheels is calculated according to the detected road environment, and an engine torque, a transmission gear ratio and a brake control are controlled according to the target braking / driving torque. The computerized vehicle control method according to claim 10, wherein an operation amount is calculated, and at least one of the engine torque, the transmission ratio, and the brake is controlled. 12. The system according to claim 10, wherein a use condition of the seat belt is detected, and a criterion for judging whether or not the traveling environment is dangerous is changed according to the use condition.
2. The computerized vehicle control method according to 1. 13. The method according to claim 1, wherein the change of the target acceleration is performed by judging whether the detected vehicle speed of the vehicle is low, and limiting the maximum value of the change of the target acceleration / deceleration when it is judged that the vehicle speed is low. An information vehicle control method according to claim 10. 14. The computerized vehicle control method according to claim 10, wherein the setting of the target acceleration / deceleration is performed based on two tables prepared beforehand during acceleration and during deceleration, respectively. 15. The computerized vehicle control according to claim 14, wherein the table at the time of deceleration has at least two target acceleration / deceleration zero areas with respect to the detected acceleration / deceleration for vehicle speed constant control. Method. 16. The road environment is detected by detecting a forward road environment by a camera and a radar, detecting a road gradient and a radius of curvature by the camera, and detecting a forward object by the radar. 12. The computerized vehicle control method according to claim 10, wherein: 17. The calculation of the control operation amount includes determining a degree of a road gradient in the detected road environment, setting a target margin drive torque according to a result of the determination, and reducing a fuel consumption amount for these. 12. The computerized vehicle control device according to claim 11, wherein at least one of the engine torque, the gear ratio of the transmission, and the brake is controlled so as to minimize fuel consumption based on the result. Method.