JP2004197891A - Change gear ratio controller and leading car follow-up controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly and sufficiently generate the braking force even in being interrupted by a vehicle. <P>SOLUTION: This leading car follow-up controller comprises a leading car candidate selecting part 51 for detecting a leading car candidate as an object of control, an intervehicle distance sensor (not shown in drawing) for detecting an approach state of the leading car candidate detected by a leading car candidate detecting means and a self-car, a leading car candidate X-direction relative speed selecting part 52, a leading car candidate Y-direction relative speed selecting part 53, a leading car candidate X-direction relative speed variation operating part 55 (approach state detecting means), a change gear ratio command value X-direction correction map part 54 for changing a change gear ratio of the self-car on the basis of the approach state detected by the approach state detecting means, a change gear ratio command value Y-direction correction map part 56, a change gear ratio command value X-direction variation correction map 57, and a change gear ratio correction operating part 60 (change gear ratio changing means). <P>COPYRIGHT: (C)2004,JPO&NCIPI

Description

【００２４】
ここで、ω_ｎＴは目標車間距離応答の固有振動数である。また、設計者が任意に設定する値ζ_Ｔは目標車間距離応答の減衰係数であり、設計者が任意に設定する値を示す前記（２）式について、車間距離指令値Ｌ^＊（ｔ）を入力、目標車間距離Ｌ_Ｔ（ｔ）を出力とした場合の伝達関数は下記（３）式で示される。
Ｌ_Ｔ（ｔ）＝ω_ｎＴ ^２・ｅ^{−ＬＶ・ｓ}・Ｌ^＊（ｔ）／（ｓ^２＋２ζ_Ｔ・ω_ｎＴ・ｓ＋ω_ｎＴ ^２） ・・・（３）
次に、車間距離制御部３２は、車速制御部の無駄時間を無視した伝達特性Ｇ_Ｖ(ｓ)'を下記（４）式により算出する。
【００２５】
Ｇ_Ｖ(ｓ)'＝１／（Ｔ_Ｖ・ｓ＋１） ・・・（４）
ここで、車速制御部は、例えば特開２００１−３２８４５３号公報の記載に対応すれば、例えば車速指令最大値設定部３１、車速指令値決定部３３、駆動トルク指令値算出部３４、実変速比算出部３５及び駆動トルク指令値分配部４０の部分に該当する。
【００２６】
そして、車間距離制御部３２は、この伝達特性Ｇ_Ｖ(ｓ)'と積分器との積からなる伝達関数の逆系と、前記Ｌ_Ｔ（ｔ）を得る前記（３）式の無駄時間を無視した伝達関数との積からなり、下記（５）式によりＶ_Ｃ（ｔ）を算出する。
Ｖ_Ｃ（ｔ）＝ω_ｎＴ ^２・ｓ(Ｔ_Ｖ・ｓ＋１)・Ｌ^＊（ｔ）／（ｓ^２＋２ζ_Ｔ・ω_ｎＴ・ｓ＋ω_ｎＴ ^２） ・・・（５）
また、前記（２）式を用いて状態空間表現からＶ_Ｃ（ｔ）を求めると、下記（６）式に示すようになる。
【００２７】
【数２】

【００２８】
ここで、Ｔ_Ｖは、前述の車速制御部の伝達特性で使用する時定数である。
そして、車間距離制御部３２は、実車間距離Ｌ_Ａ（ｔ）、自車速Ｖ_Ａ（ｔ）、相対速度ΔＶ（ｔ）、目標車間距離ＬＴ（ｔ）、目標相対速度ΔＶ_Ｔ（ｔ）、補正車速指令値Ｖ_Ｃ（ｔ）、及び定数ｆ_Ｌ、ｆ_Ｖを用いて、下記（７）式により車間制御用車速指令値Ｖ^＊（ｔ）を算出する。
【００２９】
Ｖ^＊（ｔ）＝Ｖ_Ａ（ｔ）＋ΔＶ（ｔ）−Ｖ_Ｃ（ｔ）−｛Ｌ_Ｔ（ｔ）−Ｌ_Ａ（ｔ）｝・ｆ_Ｌ−｛ΔＶ_Ｔ（ｔ）−ΔＶ（ｔ）｝・ｆ_Ｖ ・・・（７）
ここで、定数ｆ_Ｌ、ｆ_Ｖは、いわゆるフィードバック定数であり、例えば特開２００１−３２８４５３号公報に開示されているように算出される値である。
車間距離制御部３２は、以上のようにして自車速Ｖ_Ａ、車間時間ｄ_Ｔ、先行車認識フラグＦ、車間距離Ｌ_Ａ及び相対速度ΔＶに基づいて車間制御用車速指令値Ｖ^＊を算出する。そして、車間距離制御部３２は、算出した車間制御用車速指令値Ｖ^＊を車速指令値決定部３３に出力する。
【００３０】
車速指令値決定部３３は、入力された車間制御用車速指令値Ｖ^＊及び車速指令最大値Ｖ_ｓｍａｘに基づいて車速指令値Ｖ_ＣＯＭを算出する。すなわち例えば、車速指令値決定部３３は、車速指令最大値Ｖ_ｓｍａｘを上限として車間制御用車速指令値Ｖ^＊に基づいて車速指令値Ｖ_ＣＯＭを算出する。そして、車速指令値決定部３３は、算出した車速指令値Ｖ_ＣＯＭを駆動トルク指令値決定部３３に出力する。
【００３１】
駆動トルク指令値算出部３４は、入力された車速指令値Ｖ_ＣＯＭ及び自車速Ｖ_Ａに基づいて駆動トルク指令値ｄ_ＦＣを算出する。
ここで、車速指令値Ｖ_ＣＯＭ（ｔ）を入力とし、自車速Ｖ_Ａ（ｔ）を出力とした場合の伝達特性ＧＶ(ｓ）を下記（８）式で表すことができる。
Ｇ_Ｖ(ｓ）＝１／(Ｔ_Ｖ・ｓ＋１）・ｅ^{（−Ｌｖ・ｓ）} ・・・（８）
ここで、Ｔ_Ｖは１次遅れ時定数であり、Ｌ_Ｖはパワートレイン系の遅れによる無駄時間である。
【００３２】
また、駆動トルク指令値ｄ_ＦＣ（ｔ）を操作量とし、自車速Ｖ_Ａ（ｔ）を制御量としてモデル化することによって、車両のパワートレインの挙動は、下記（９）式に示す簡易線形モデルとしての制御対象の車両モデルにより表すことができる。
Ｖ_Ａ（ｔ）＝１／(ｍ_Ｖ・Ｒｔ・ｓ）・ｅ^{（−Ｌｖ・ｓ）}・ｄ_ＦＣ（ｔ） ・・・（９）
ここで、Ｒｔはタイヤの有効回転半径であり、ｍ_Ｖは車両質量である。このように駆動トルク指令値ｄ_ＦＣ（ｔ）を入力とし、自車速Ｖ_Ａ（ｔ）を出力とする車両モデルは、１／ｓの形となるので積分特性を有することになる。
【００３３】
駆動トルク指令値算出部３４は、以上のような関係に基づいて入力された車速指令値Ｖ_ＣＯＭ及び自車速Ｖ_Ａを用いて駆動トルク指令値ｄ_ＦＣを得る。そして、駆動トルク指令値算出部３４は、駆動トルク指令値ｄ_ＦＣを駆動トルク指令値分配部４０に出力する。
駆動トルク指令値分配部４０には、前述したように、右車線先行車候補車間距離Ｌ_１Ａ＿Ｒ 、右車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｒ、右車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｒ及び右車線先行車候補認識フラグＦ_Ｒ、並びに左車線先行車候補車間距離Ｌ_１Ａ＿Ｌ、左車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｌ、左車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｌ及び左車線先行車候補認識フラグＦ_Ｌが入力されている。また、駆動トルク指令値分配部４０には、車速センサ１４からの自車両Ｖ_Ａ、駆動トルク指令値算出部３４からの駆動トルク指令値ｄ_ＦＣ及び実変速比算出部３５からの実変速比RATIOが入力されている。
【００３４】
この駆動トルク指令値分配部４０は、以上のような各種信号に基づいて変速比指令値DRATIO及びエンジン出力トルク指令値ＴＥ_ＣＯＭを算出し、この算出した変速比指令値DRATIOを無段変速機コントローラ２１に出力し、また、エンジン出力トルク指令値ＴＥ_ＣＯＭをエンジン出力コントローラ２２に出力している。
以下に駆動トルク指令値分配部４０の詳細を説明する。
【００３５】
駆動トルク指令値分配部４０は、図３に示すように、変速比指令値設定部４１、エンジントルク指令値算出部４２及び変速比指令値補正部５０を備えている。エンジントルク指令値算出部４２には、駆動トルク指令値ｄ_ＦＣ及び実変速比RATIOが入力されており、この駆動トルク指令値ｄ_ＦＣ及び実変速比RATIOを用いて下記（１１）式によりエンジントルク指令値ＴＥ_ＣＯＭを算出する。
【００３６】
ＴＥ_ＣＯＭ＝ｄ_ＦＣ／（Ｇ_ｆ・ＲＡＴＩＯ） ・・・（１１）
ここで、Ｇ_ｆはファイナルギア比である。
駆動トルク指令値分配部４０は、このエンジントルク指令値算出部４２により算出したエンジントルク指令値ＴＥ_ＣＯＭをエンジン出力コントローラ２２の出力する。エンジン出力コントローラ２２では、このエンジン出力トルク指令値ＴＥ_ＣＯＭに基づいてエンジン出力の制御をする。
【００３７】
変速比指令値設定部４１は、車速と変速比との関係を、駆動トルクをパラメータとしたマップを有している。図４は、そのマップの例を示す。この変速比指令値設定部４１には、自車速Ｖ_Ａと駆動トルク指令値ｄ_ＦＣが入力されており、変速比指令値設定部４１は、前記マップを用いて、自車速Ｖ_Ａと駆動トルク指令値ｄ_ＦＣと対応する変速比を示す変速比指令値を算出する。なお、後述するが、本実施の形態では、変速比指令値DRATIOを補正しており、このようなことから、この変速比指令値設定部４１が得る値は、補正前の変速比指令値（以下、補正前変速比指令値という。）DRATIO_０となっている。変速比指令値設定部４１は、このように算出した補正前変速比指令値DRATIO_０を変速比指令値補正部５０に出力する。
【００３８】
変速比指令値補正部５０は、自車両或いは自車線の左右の車線を走行している車両の状況から自車線への車両の割込みが予想される場合は、変速比指令値を大なる側（低速側）に変更するように構成されている。
この変速比指令値補正部５０は、図５に示すように、先行車候補選択部５１、先行車候補Ｘ方向相対速度選択部５２、先行車候補Ｙ方向相対速度選択部５３、変速比指令値補正マップ部(Ｘ方向)（以下、変速比指令値Ｘ方向補正マップ部という。）５４、先行車候補Ｘ方向相対速度変化量演算部５５、変速比指令値補正マップ部（Ｙ方向）（以下、変速比指令値Ｙ方向補正マップ部という。）５６、変速比補正演算部６０及び変速比指令値補正マップ部（Ｘ方向変化量）（以下、変速比指令値Ｘ方向変化量補正マップ部という。）５７を備えている。
【００３９】
先行車候補選択部５１には、左車線先行車候補認識フラグＦ_Ｌ、右車線先行車候補認識フラグＦ_Ｒ、左車線先行車候補車間距離Ｌ_１Ａ＿Ｌ及び右車線先行車候補車間距離Ｌ_１Ａ＿Ｒが入力されている。先行車候補選択部５１は、これら入力値に基づいて最終的な制御対象とする先行車を選択し、その選択結果を選択値（以下、先行車候補選択値という。）OBJ_SELECTとして出力する。
【００４０】
具体的には、先行車候補選択部５１は、自車両の左右どちらの車線に先行車候補が存在するか否かを判定する。先行車候補選択部５１は、両車線に先行車候補が存在すると判定した場合は、車間距離が短い方を先行車候補とする。また、先行車候補選択部５１は、両車線に先行車候補が存在すると判定した場合でかつその各車両との車間距離が同じである場合、右車線を走行している車両を強制的に先行車候補に決定する。そして、先行車候補選択部５１は、そのような判断結果に基づいて、先行車候補がなしの場合、先行車候補選択値OBJ_SELECTを"０"にして、または、右車線を走行している先行車が先行車候補になる場合、先行車候補選択値OBJ_SELECTを"１"にして、または、左車線を走行している先行車が先行車候補になる場合、先行車候補選択値OBJ_SELECTを"２"にする。
【００４１】
ここで、図６は、そのような先行車候補選択部５１の先行車候補選択値OBJ_SELECTの設定処理の具体的な手順を示す。この図６を用いて、さらに具体的に説明する。
先ずステップＳ１において、先行車候補選択部５１は、左車線先行車候補認識フラグＦ_Ｌが１であるか否か、すなわち左車線の先行車を先行車候補として認識しているか否かを判定する。ここで、先行車候補選択部５１は、左車線先行車候補認識フラグＦ_Ｌが１の場合、ステップＳ２に進み、左車線先行車候補認識フラグＦ_Ｌが０の場合、すなわち左車線について先行車候補なしと判断した場合、ステップＳ６に進む。
【００４２】
ステップＳ２では、先行車候補選択部５１は、右車線先行車候補認識フラグＦ_Ｒが１であるか否か、すなわち右車線の先行車を先行車候補として認識しているか否かを判定する。ここで、先行車候補選択部５１は、右車線先行車候補認識フラグＦ_Ｒが１の場合、ステップＳ３に進み、左車線先行車候補認識フラグＦ_Ｒが０の場合、すなわち右車線について先行車候補なしと判断した場合、ステップＳ５に進む。
【００４３】
ステップＳ３は、左右の両車線の先行車を先行車候補として認識している場合のステップである。このステップＳ３では、先行車候補選択部５１は、左車線先行車候補車間距離Ｌ_１Ａ＿Ｌと、右車線先行車候補車間距離Ｌ_１Ａ＿Ｒとを比較する。ここでは、先行車候補選択部５１は、右車線先行車候補車間距離Ｌ_１Ａ＿Ｒが左車線先行車候補車間距離Ｌ_１Ａ＿Ｌ以下か否かを判定している。ここで、先行車候補選択部５１は、右車線先行車候補車間距離Ｌ_１Ａ＿Ｒが左車線先行車候補車間距離Ｌ_１Ａ＿Ｌ以下の場合、ステップＳ４に進み、右車線先行車候補車間距離Ｌ_１Ａ＿Ｒが、左車線先行車候補車間距離Ｌ_１Ａ＿Ｌよりも大きい場合、ステップＳ５に進む。
【００４４】
ステップＳ４では、先行車候補選択部５１は、先行車候補選択値OBJ_SELECT を"１"にして（OBJ_SELECT＝１）、すなわち自車線の右側車線を走行している先行車候補を最終的な先行車候補とし、当該処理を終了する。
ステップＳ５では、先行車候補選択部５１は、先行車候補選択値OBJ_SELECT を"２"にして（OBJ_SELECT＝２）、すなわち自車線の左側車線を走行している先行車候補を最終的な先行車候補とし、当該処理を終了する。
【００４５】
また、前記ステップＳ１において左車線先行車候補認識フラグＦ_Ｌが０の場合に進むステップＳ６では、先行車候補選択部５１は、右車線先行車候補認識フラグＦ_Ｒが１であるか否か、すなわち右車線に先行車の候補を認識中であるか否かを判定する。ここで、先行車候補選択部５１は、右車線先行車候補認識フラグＦ_Ｒが１の場合、ステップＳ７に進み、左車線先行車候補認識フラグＦ_Ｒが０の場合、すなわち右車線について先行車候補なしと判断した場合、ステップＳ８に進む。
【００４６】
ステップＳ７では、先行車候補選択部５１は、先行車候補選択値OBJ_SELECT を"１"にして（OBJ_SELECT＝１）、すなわち自車線の右側車線を走行している先行車候補を最終的な先行車候補とし、当該処理を終了する。
ステップＳ８では、先行車候補選択部５１は、先行車候補選択値OBJ_SELECT を"０"にして（OBJ_SELECT＝０）、すなわち自車線の左右両側車線について先行車候補がなしとし、当該処理を終了する。
【００４７】
先行車候補選択部５１は、以上の処理手順により、先行車候補選択値OBJ_SELECTを決定する。そして、先行車候補選択部５１は、このようにして決定した先行車候補選択値OBJ_SELECTを、先行車候補Ｘ方向相対速度選択部５２、先行車候補Ｙ方向相対速度選択部５３及び先行車候補Ｘ方向相対速度変化量演算部５５に出力する。
【００４８】
先行車候補Ｘ方向相対速度選択部５２には、先行車候補選択値OBJ_SELECTの他、左車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｌ及び右車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｒが入力されている。先行車候補Ｘ方向相対速度選択部５２は、これら入力値に基づいて先行車候補Ｘ方向相対速度ΔＶ_１Ｘを算出する。図７は、その算出処理の処理手順を示す。
【００４９】
先ずステップＳ１１において、先行車候補Ｘ方向相対速度選択部５２は、先行車候補選択値OBJ_SELECTが０か否か、すなわち先行車候補がなしか否かを判定する。ここで、先行車候補Ｘ方向相対速度選択部５２は、先行車候補選択値OBJ_SELECTが０の場合、ステップＳ１２に進み、先行車候補選択値OBJ_SELECTが０でない場合、ステップＳ１３に進む。
【００５０】
ステップＳ１２では、先行車候補Ｘ方向相対速度選択部５２は、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを０にして、当該処理を終了する。
ステップＳ１３では、先行車候補Ｘ方向相対速度選択部５２は、先行車候補選択値OBJ_SELECTが１か否か、すなわち自車線の右側車線を走行している先行車候補が最終的な先行車候補になったか否かを判定する。ここで、先行車候補Ｘ方向相対速度選択部５２は、先行車候補選択値OBJ_SELECTが１の場合、ステップＳ１４に進み、先行車候補選択値OBJ_SELECTが１でない場合、すなわち先行車候補選択値OBJ_SELECTが２の場合、ステップＳ１５に進む。
【００５１】
ステップＳ１４では、先行車候補Ｘ方向相対速度選択部５２は、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを右車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｒにして、当該処理を終了する。
ステップＳ１５では、先行車候補Ｘ方向相対速度選択部５２は、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを左車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｌにして、当該処理を終了する。
【００５２】
先行車候補Ｘ方向相対速度選択部５２は、以上のような処理手順により、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを算出する。そして、先行車候補Ｘ方向相対速度選択部５２は、算出した先行車候補Ｘ方向相対速度ΔＶ_１Ｘを変速比指令値Ｘ方向補正マップ部５４及び先行車候補Ｘ方向相対速度変化量演算部５５に出力する。
【００５３】
変速比指令値Ｘ方向補正マップ部５４は、入力された先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて、Ｘ方向についての変速比指令値補正値（以下、変速比指令値Ｘ方向補正値という。）DRATIO_HOSEI_Xを決定する。変速比指令値Ｘ方向補正マップ部５４は、マップをもとに、先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを決定しており、図８は、そのマップの例を示す。
【００５４】
図８に示すマップでは、先行車候補Ｘ方向相対速度ΔＶ_１Ｘが０近傍又はそれ以上の場合、すなわち、Ｘ方向（自車両の走行方向の直交方向）において自車速と先行車候補速度とが同等か又は先行車候補速度の方が大きい場合、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを１にする。ここで、Ｘ方向において自車速と先行車候補速度とが同等か又は先行車候補速度の方が大きい場合とは、Ｘ方向において自車両と先行車候補との近づく程度が小さいか、自車両と走行車候補とが離れていく場合である。
【００５５】
また、先行車候補Ｘ方向相対速度ΔＶ_１Ｘが前記０近傍よりも小さい場合、すなわち先行車候補速度よりも自車速の方が大きく、自車両が先行車候補に近づく程度が大きい場合、先行車候補Ｘ方向相対速度ΔＶ_１Ｘが負の方向に大きくなるにしたがい、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを１から増加させ、さらに、先行車候補Ｘ方向相対速度ΔＶ_１Ｘがある負の値になった以降では、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを１．５にする。
【００５６】
変速比指令値Ｘ方向補正マップ部５４はこのように先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを得ており、この変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xは変速比補正演算部６０に出力される。
先行車候補Ｘ方向相対速度変化量演算部５５は、入力された先行車候補選択値OBJ_SELECT及び先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを算出する。図９は、その算出処理の処理手順を示す。
【００５７】
先ずステップＳ２１において、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補選択値OBJ_SELECTと当該先行車候補選択値OBJ_SELECTの前回値とが同じか否かを判定する。ここで、先行車候補Ｘ方向相対速度変化量演算部５５は、それが同じである場合、すなわち先行車候補の変更がない場合、ステップＳ２２に進み、それが異なる場合、すなわち先行車候補が変更している場合、ステップＳ２３に進む。
【００５８】
ステップＳ２２では、先行車候補Ｘ方向相対速度変化量演算部５５は、下記（１２）式により、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを算出する。
ｄΔＶ_１Ｘ＝ΔＶ_１Ｘ−ΔＶ_１Ｘ前回値 ・・・（１２）
この先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘは、自車両と先行車候補とのＸ方向の位置の変化量を示す値になる。
【００５９】
先行車候補Ｘ方向相対速度変化量演算部５５は、このようにして先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを算出し、ステップＳ２４に進む。
ステップＳ２３では、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを０にする（ｄΔＶ_１Ｘ＝０）。そして、先行車候補Ｘ方向相対速度変化量演算部５５は、ステップＳ２４に進む。
【００６０】
ステップＳ２４では、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補選択値OBJ_SELECTの前回値を更新する。すなわち、先行車候補選択値OBJ_SELECTの前回値を、今回の処理で使用した先行車候補選択値OBJ_SELECTにする（OBJ_SELECT前回値＝OBJ_SELECT（今回値））。
続いてステップＳ２５において、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補Ｘ方向相対速度ΔＶ_１Ｘの前回値を、今回の処理で使用した先行車候補Ｘ方向相対速度ΔＶ_１Ｘにする（ΔＶ_１Ｘ前回値＝ΔＶ_１Ｘ（今回値））。そして、先行車候補Ｘ方向相対速度変化量演算部５５は当該処理を終了する。
【００６１】
先行車候補Ｘ方向相対速度変化量演算部５５は、以上のような処理手順により、先行車候補が変更していないと判断できる場合、先行車候補Ｘ方向相対速度ΔＶ_１Ｘについて、その前回値と今回値（最新値）との差分である先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを更新していく。そして、先行車候補Ｘ方向相対速度変化量演算部５５は、算出した先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを変速比指令値Ｘ方向変化量補正マップ部５７に出力する。
【００６２】
変速比指令値Ｘ方向変化量補正マップ部５７では、入力された先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘに基づいて変速比指令値補正値（Ｘ方向変化量）（以下、変速比指令値Ｘ方向変化量補正値という。）DRATIO_HOSEI_dXを決定しており、図１０は、そのマップの例を示す。
図１０に示すマップでは、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘが０近傍又はそれ以上の場合、すなわち先行車候補Ｘ方向相対速度ΔＶ_１Ｘに変化がないか、又は大なる方向へ変化する場合（自車両が加速している場合）、変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを１にする。また、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘが前記０近傍よりも小さい場合、すなわち先行車候補Ｘ方向相対速度ΔＶ_１Ｘが小なる方向へ変化する場合、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘが負の方向に大きくなるにしたがい、変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを１から増加させ、さらに、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘがある負の値になった以降では、変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを１．５にする。
【００６３】
ここで、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘの正値は、自車両が先行車から遠ざかろうとしていることを示す。例えば自車両のＸ方向の減速度が大きくなる場合である。また、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘの負値は、自車両が先行車に近づこうとしている場合である。例えば自車両のＸ方向の加速度が大きくなる場合である。
【００６４】
変速比指令値Ｘ方向補正マップ部５４はこのように先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘに基づいて変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを得ており、この変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXは変速比補正演算部６０に出力される。
先行車候補Ｙ方向相対速度選択部５３では、入力される先行車候補選択値OBJ_SELECT、左先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｌ及び右先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｒに基づいて先行車候補Ｙ方向相対速度ΔＶ_１Ｙを算出する。図１１は、その算出処理の処理手順を示す。
【００６５】
先ずステップＳ３１において、先行車候補Ｙ方向相対速度選択部５３は、先行車候補選択値OBJ_SELECTが０か否か、すなわち先行車候補がなしか否かを判定する。ここで、先行車候補Ｙ方向相対速度選択部５３は、先行車候補選択値OBJ_SELECTが０の場合、ステップＳ３２に進み、先行車候補選択値OBJ_SELECTが０でない場合、ステップＳ３３に進む。
【００６６】
ステップＳ３２では、先行車候補Ｙ方向相対速度選択部５３は、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを０にして、当該処理を終了する。
ステップＳ３３では、先行車候補Ｙ方向相対速度選択部５３は、先行車候補選択値OBJ_SELECTが１か否か、すなわち自車線の右側車線を走行している先行車候補が最終的な先行車候補になったか否かを判定する。ここで、先行車候補Ｙ方向相対速度選択部５３は、先行車候補選択値OBJ_SELECTが１の場合、ステップＳ３４に進み、先行車候補選択値OBJ_SELECTが１でない場合、すなわち先行車候補選択値OBJ_SELECTが２の場合、ステップＳ３５に進む。
【００６７】
ステップＳ３４では、先行車候補Ｙ方向相対速度選択部５３は、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを右車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｒにして、当該処理を終了する。
ステップＳ３５では、先行車候補Ｙ方向相対速度選択部５３は、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを左車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｌにして、当該処理を終了する。
【００６８】
先行車候補Ｙ方向相対速度選択部５３は、以上のような処理手順により、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを算出する。そして、先行車候補Ｙ方向相対速度選択部５３は、算出した先行車候補Ｙ方向相対速度ΔＶ_１Ｙを変速比指令値Ｙ方向補正マップ部５６に出力する。
変速比指令値Ｙ方向補正マップ部５６は、入力された先行車候補Ｙ方向相対速度ΔＶ_１Ｙに基づいて、Ｙ方向についての変速比指令値補正値（以下、変速比指令値Ｙ方向補正値という。）DRATIO_HOSEI_Yを決定する。変速比指令値Ｙ方向補正マップ部５６は、マップをもとに、先行車候補Ｙ方向相対速度ΔＶ_１Ｙに基づいて変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを決定しており、図１２は、そのマップの例を示す。
【００６９】
図１２に示すマップでは、先行車候補Ｙ方向相対速度ΔＶ_１Ｙが０近傍又はそれ以上の場合、すなわちＹ方向（自車両の走行方向）において自車速と先行車候補速度とが同等か又は先行車候補速度の方が大きい場合、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを１にする。ここで、Ｙ方向において自車速と先行車候補速度とが同等か又は先行車候補速度の方が大きい場合とは、Ｙ方向において自車両と先行車候補との近づく程度が小さいか、自車両と走行車候補とが離れていく場合である。
【００７０】
また、先行車候補Ｙ方向相対速度ΔＶ_１Ｙが前記０近傍よりも小さい場合、すなわち先行車候補速度よりも自車速の方が大きい場合、先行車候補Ｙ方向相対速度ΔＶ_１Ｙが負の方向に大きくなるにしたがい、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Yを１から増加させ、さらに、先行車候補Ｙ方向相対速度ΔＶ_１Ｙがある負の値になった以降では、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを１．５にする。
【００７１】
変速比指令値Ｙ方向補正マップ部５６はこのように先行車候補Ｙ方向相対速度ΔＶ_１Ｙに基づいて変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを得ており、この変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yは変速比補正演算部６０に出力される。
変速比補正演算部６０は、入力された補正前変速比指令値DRATIO_０、変速比指令値Ｘ方向補正値DRATIO_HOSEL_X、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Y及び変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXに基づいて変速比指令値DRATIOを算出する。図１３は、その算出処理を実現する変速比補正演算部６０の構成を示す。変速比補正演算部６０は、図１３に示すように、乗算器６１，６２，６３、上下限リミッタ処理部６４及びフィルタ処理部６５を備えている。
【００７２】
乗算器６１，６２，６３にはそれぞれ、補正前変速比指令値DRATIO_０、変速比指令値Ｘ方向補正値DRATIO_HOSEL_X、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Y及び変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXが入力されており、これにより、乗算器６１から入力された補正前変速比指令値DRATIO_０に、それら各補正値が乗算されて、変速比指令値リミッタ処理前値DRATIO_１とされる。
【００７３】
上下限リミッタ処理部６４では、変速比指令値リミッタ処理前値DRATIO_１に対して上下限リミッタ処理を施し、変速比指令値フィルタ処理前値DRATIO_２を得る。具体的には、上下限リミッタ処理部６４では、変速比指令値リミッタ処理前値DRATIO_１が変速比指令値上限値DRATIO_MAXより大きい場合、変速比指令値フィルタ処理前値DRATIO_２を変速比指令値上限値DRATIO_MAXとする（DRATIO_２＝DRATIO_MAX）。また、変速比指令値リミッタ処理前値DRATIO_１が変速比指令値下限値DRATIO_MINより小さい場合、変速比指令値フィルタ処理前値DRATIO_２を変速比指令値下限値DRATIO_MINとする（DRATIO_２＝DRATIO_MIN）。また、変速比指令値フィルタ処理前値DRATIO_２が変速比指令値下限値DRATIO_MINと変速比指令値上限値DRATIO_MAXとの間の値の場合、変速比指令値フィルタ処理前値DRATIO_２をそのままの値に維持する。
【００７４】
フィルタ処理部６５では、変速比指令値フィルタ処理前値DRATIO_２をフィルタ処理を施して、最終的な変速比指令値DRATIOを得る。ここで、図１３に示すフィルタ処理部６５のτ_DRATIOは時定数であり、フィルタ処理部６５は、この時定数τ_DRATIOのローパスフィルタ処理を施すことで、速度比指令値の急変を防止した変速比指令値DRATIOを得る。
【００７５】
以上のように変速比指令値補正部５０は構成されており、各種情報、すなわち補正前変速比指令値DRATIO_０、左車線先行車候補認識フラグＦ_Ｌ、右車線先行車候補認識フラグＦ_Ｒ、左車線先行車候補車間距離Ｌ_１Ａ＿Ｌ、右車線先行車候補車間距離Ｌ_１Ａ＿Ｒ、先行車候補選択値OBJ_SELECT、左車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｌ、右車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｒ、左先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｌ及び右先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｒに基づいて最終的な変速比指令値DRATIOを得ている。そして、駆動トルク指令値分配部４０は、この変速比指令値補正部５０が得た変速比指令値DRATIOを無段変速機コントローラ２１に出力する。無段変速機コントローラ２１では、この変速比指令値DRATIOに基づいて変速機の変速比を制御をする。ここで、無段変速機コントローラ２１は、変速比指令値DRATIOが大きいほど、変速比を低速側に変更する。
【００７６】
次に本発明を適用したことで特徴となる変速比指令値補正部５０の一連の処理動作を説明する。
例えば、先行車追従制御装置３０は、電源投入後、後述するセットスイッチ１１がオンされると制御を開始し、車速指令値Ｖ_ＣＯＭに自車両Ｖ_Ａが一致するように、無段変速機コントローラ２１及びエンジン出力コントローラ２２に指令値を出力するように動作する。
【００７７】
このとき、特に、先行車候補選択部５１は、左車線先行車候補認識フラグＦ_Ｌ、右車線先行車候補認識フラグＦ_Ｒ、左車線先行車候補車間距離Ｌ_１Ａ＿Ｌ及び右車線先行車候補車間距離Ｌ_１Ａ＿Ｒに基づいて先行車候補選択値OBJ_SELECTを設定する（図６参照）。具体的には、先行車候補がなしの場合、先行車候補選択値OBJ_SELECTを"０"に設定し（OBJ_SELECT＝０）、右車線を走行している先行車候補が最終的な先行車候補になる場合、先行車候補選択値OBJ_SELECTを"１"に設定し（OBJ_SELECT＝１）、左車線を走行している先行車候補が最終的な先行車候補になる場合、先行車候補選択値OBJ_SELECTを"２"に設定する（OBJ_SELECT＝２）。そして、先行車候補選択部５１は、この先行車候補選択値OBJ_SELECTを、先行車候補Ｘ方向相対速度選択部５２、先行車候補Ｙ方向相対速度選択部５３及び先行車候補Ｘ方向相対速度変化量演算部５５に出力する。
【００７８】
先行車候補Ｘ方向相対速度選択部５２は、先行車候補選択値OBJ_SELECT、左車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｌ及び右車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｒに基づいて先行車候補Ｘ方向相対速度ΔＶ_１Ｘを算出する（図７参照）。具体的には、先行車候補Ｘ方向相対速度選択部５２は、先行車候補がなしの場合（OBJ_SELECT＝０）、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを０にし、右側車線を走行している先行車が先行車候補の場合（OBJ_SELECT＝１）、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを右車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｒにし、左側車線を走行している先行車が先行車候補の場合（OBJ_SELECT＝２）、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを左車線先行車候補Ｘ方向相対速度ΔＶ_１Ｘ＿Ｌにする。これにより、先行車候補Ｘ方向相対速度選択部５２は、先行車候補Ｘ方向相対速度ΔＶ_１Ｘを先行車候補（最終的に選択した先行車候補）に対応する値に設定している。そして、先行車候補Ｘ方向相対速度選択部５２は、この先行車候補Ｘ方向相対速度ΔＶ_１Ｘを変速比指令値Ｘ方向補正マップ部５４及び先行車候補Ｘ方向相対速度変化量演算部５５に出力する。
【００７９】
また、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補選択値OBJ_SELECT及び先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを算出する（図９参照）。具体的には、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補の変更がない場合（OBJ_SELECT（今回値）＝OBJ_SELECT（前回値））、（１２）式により先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを更新していく。一方、先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補が変更している場合、最初から先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘの更新をやり直す。そして、先行車候補Ｘ方向相対速度変化量演算部５５は、この先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘを変速比指令値Ｘ方向変化量補正マップ部５７に出力する。
【００８０】
また、先行車候補Ｙ方向相対速度選択部５３は、先行車候補選択値OBJ_SELECT、左車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｌ及び右車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｒに基づいて先行車候補Ｙ方向相対速度ΔＶ_１Ｙを算出する（図１１参照）。具体的には、先行車候補Ｙ方向相対速度選択部５３は、先行車候補がなしの場合（OBJ_SELECT＝０）、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを０にし、右側車線を走行している先行車が先行車候補の場合（OBJ_SELECT＝１）、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを右車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｒにし、左側車線を走行している先行車が先行車候補の場合（OBJ_SELECT＝２）、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを左車線先行車候補Ｙ方向相対速度ΔＶ_１Ｙ＿Ｌにする。これにより、先行車候補Ｙ方向相対速度選択部５３は、先行車候補Ｙ方向相対速度ΔＶ_１Ｙを先行車候補（最終的に選択した先行車候補）に対応する値に設定している。そして、先行車候補Ｙ方向相対速度選択部５３は、この先行車候補Ｙ方向相対速度ΔＶ_１Ｙを変速比指令値Ｙ方向補正マップ部５６に出力する。
【００８１】
以上の処理により、先行車候補Ｘ方向相対速度選択部５２、先行車候補Ｘ方向相対速度変化量演算部５５及び先行車候補Ｙ方向相対速度選択部５３から変速比指令値Ｘ方向補正マップ部５４、変速比指令値Ｘ方向変化量補正マップ部５７及び変速比指令値Ｙ方向補正マップ部５６それぞれに補正値を得るための値が出力される。
【００８２】
これにより、変速比指令値Ｘ方向補正マップ部５４では、先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを決定する（図８参照）。また、変速比指令値Ｘ方向変化量補正マップ部５７では、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘに基づいて変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを決定する（図１０参照）。さらに、変速比指令値Ｙ方向補正マップ部５６では、先行車候補Ｙ方向相対速度ΔＶ_１Ｙに基づいて変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを決定する（図１２参照）。
【００８３】
そして、変速比補正演算部６０では、変速比指令値Ｘ方向補正値DRATIO_HOSEL_X、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Y及び変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXに基づいて補正前変速比指令値DRATIO_０を補正し、変速比指令値DRATIOを算出する（図１３参照）。具体的には、補正前変速比指令値DRATIO_０に、変速比指令値Ｘ方向補正値DRATIO_HOSEL_X、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Y及び変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXの各値を乗算し、さらに上下限リミッタ処理及びローパスフィルタ処理を施し、最終的に変速比指令値DRATIOを得ている。そして、無段変速機コントローラ２１は、この変速比指令値DRATIOに基づいて変速機の変速比を制御する。
【００８４】
ここで、変速比指令値Ｘ方向補正マップ部５４では、Ｘ方向において自車速と先行車候補速度とが同等か又は先行車候補速度の方が大きい場合、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを１にしている。一方で、変速比指令値Ｘ方向補正マップ部５４では、Ｘ方向において先行車候補速度よりも自車速の方が大きい場合、先行車候補Ｘ方向相対速度ΔＶ_１Ｘが負の方向に大きくなるにしたがい、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを１から増加させ、さらに、先行車候補Ｘ方向相対速度ΔＶ_１Ｘがある負の値になった以降では、変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを１．５にしている。一方、前述したように、補正前変速比指令値DRATIO_０に変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを乗算して変速比指令値DRATIOを得ており、このようなことから、Ｘ方向において先行車候補速度よりも自車速の方が一定以上大きくなった場合、変速比指令値DRATIOは、補正前変速比指令値DRATIO_０が大きい方向に補正された値になる。これにより、変速比は、低速側に補正される。
【００８５】
また、変速比指令値Ｘ方向変化量補正マップ部５７では、先行車候補Ｘ方向相対速度ΔＶ_１Ｘに変化がないか、又は大なる方向へ変化する場合、すなわち自車両が先行車から遠ざかろうとしている場合、変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを１にしている。一方で、変速比指令値Ｘ方向変化量補正マップ部５７では、先行車候補Ｘ方向相対速度ΔＶ_１Ｘが小なる方向へ変化する場合、すなわち自車両が先行車に近づこうとしている場合、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘが負の方向に大きくなるにしたがい、変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを１から増加させ、さらに、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘがある負の値になった以降では、変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを１．５にしている。一方、前述したように、補正前変速比指令値DRATIO_０に変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを乗算して変速比指令値DRATIOを得ており、このようなことから、自車両がＸ方向の加速度を大きくして先行車に近づこうとしている場合（特にその近づく度合いが大きい場合）、変速比指令値DRATIOは、補正前変速比指令値DRATIO_０が大きい方向に補正された値になる。これにより、変速比は、低速側に補正される。
【００８６】
さらに、変速比指令値Ｙ方向補正マップ部５６では、Ｙ方向において自車速と先行車候補速度とが同等か又は先行車候補速度の方が大きい場合、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを１にしている。一方で、変速比指令値Ｙ方向補正マップ部５６では、Ｙ方向において先行車候補速度よりも自車速の方が大きい場合、先行車候補Ｙ方向相対速度ΔＶ_１Ｙが負の方向に大きくなるにしたがい、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを１から増加させ、さらに、先行車候補Ｙ方向相対速度ΔＶ_１Ｙがある負の値になった以降では、変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを１．５にしている。一方、前述したように、補正前変速比指令値DRATIO_０に変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを乗算して変速比指令値DRATIOを得ており、このようなことから、Ｙ方向において先行車候補速度よりも自車速の方が一定以上大きくなった場合、変速比指令値DRATIOは、補正前変速比指令値DRATIO_０が大きい方向に補正された値になる。これにより、変速比は、低速側に補正される。
【００８７】
次に効果を説明する。
前述したように、隣車線を走行している特定条件を満たす車両を先行車候補とし、自車両及びその先行車候補との間のＹ方向（走行方向）及びＸ方向（走行方向に直交する方向）の相対速度、及びＸ方向の相対速度の変化量に基づいて自車両と先行車との接近状態を検出し、その自車両と先行車候補との接近状態に基づいて、自車両の変速比を変更している。具体的には、Ｙ方向（走行方向）或いはＸ方向（走行方向に直交する方向）の相対速度が負の方向に大なるほど、Ｘ方向の相対速度の変化量が負の方向に大なるほど、すなわち、自車両が先行車候補に近づいている場合、或いは先行車候補の後方に自車両が割り込もうとしている場合、変速比を減速側に予め変更している。すなわち、自車両の左右の車線を走行している車両の状況を検出し、先行車が自車線への割込みが予想される場合には、変速比を低速側に変更している。
【００８８】
図１４はその動作例を示す。図１４中（Ａ）は実車間距離変化を割り込み前後の時間変化として示し、図１４中（Ｂ）は自車速変化を割り込み前後の時間変化として示し、図１４中（Ｃ）は実変速比変化を割り込み前後の時間変化としている。そして、図中点線は本発明を適用して変速比を変更した結果を示し、図中実線は変速比の変更を行わない比較例の結果（従来の結果）を示す。また、時刻ｔ１で先行車候補を発見し、時刻ｔ２で割り込みが発生している。
【００８９】
本発明の適用結果と比較例の結果とを比較してわかるように、本発明を適用することで、時刻ｔ１で先行車候補を検出することで、変速比が大なる方向（減速側）へ予め変更している。これにより、時刻ｔ２で割込みが発生しても速やかに減速することが可能となる。この結果、自車両と割り込み車両（先行車候補であった車両）に近づき過ぎてしまうことを防止することができる。
【００９０】
以上、本発明の実施の形態について説明した。しかし、本発明は、前述の実施の形態として実現されることに限定されるものではない。
すなわち、前述の実施の形態では、車両が自車両の前方に割り込む場合を前提に説明しているが、自車両が他の車両が走行している車線に車線変更する場合にも、本発明の効果を得ることができる。この場合、自車両が車線変更するであろう車線を走行している車両が先行車候補になる。例えば、このような場合、例えばハンドルの操作状態、ウインカの操作状態、運転者の視線等の自車両側に属する情報に基づいて先行車候補を検出するようにしてもよい。
【００９１】
また、前述の実施の形態では、変速比を変更するための補正値を具体的な値からなるマップ（図８、図１０及び図１２）に基づいて得る場合について説明したが、これに限定されるものではない。例えば、前記マップの値に限定されるものでもなく、さらに、マップ以外の手段、例えば数式により補正値を得るようにしてもよい。
【００９２】
また、先行車追従制御装置により変速比が制御される変速機は、無段変速機でもよく、多段変速機でもよい。
また、前述の実施の形態では、本発明を先行車追従制御装置に適用した場合について説明したがこれに限定されるものではない。本発明は、変速制御装置に適用することができる。すなわち、本発明に係る変速制御装置は、将来先行車になるであろう先行車候補と自車両との接近状態に基づいて、自車両の変速比を変化させる。これにより、運転者が先行車を認識した場合、運転者がアクセルを戻すことで、迅速かつ十分な制動力を得ることができる。
【００９３】
なお、前述の実施の形態の説明において、車間距離制御部３２は、自車両と制御対象としての先行車との間の位置関係に基づいて目標車速を算出する目標車速算出手段を実現しており、車速指令値決定部３３は、目標車速算出手段に合致するように自車速を制御する車速制御手段を実現しており、先行車候補選択部５１は、制御対象になるであろう先行車候補を検出する先行車候補検出手段を実現しており、車間距離センサ１６、先行車候補Ｘ方向相対速度選択部５２、先行車候補Ｙ方向相対度選択部５３及び先行車候補Ｘ方向相対速度変化量演算部５５は、先行車候補検出手段が検出した先行車候補と自車両との接近状態を検出する接近状態検出手段を実現しており、変速比指令値Ｘ方向補正マップ部５４、変速比指令値Ｙ方向補正マップ部５６、変速比指令値Ｘ方向変化量補正マップ部５７及び変速比補正演算部６０は、接近状態検出手段が検出した前記接近状態に基づいて、自車両の変速比を変更する変速比変更手段を実現している。
【図面の簡単な説明】
【図１】本発明の実施の形態の走行車追従制御装置等の構成を示すブロック図である。
【図２】車間距離センサの所定角度αの範囲内で回動することで行う車間距離及び相対速度の検出の説明のために使用した図である。
【図３】前記走行車追従制御装置の駆動トルク指令値分配部の構成を示すブロック図である。
【図４】前記駆動トルク指令値分配部の変速比指令値設定部が有するマップであり、車速と変速比との関係を、駆動トルクをパラメータとしたマップを示す図である。
【図５】前記駆動トルク指令値分配部の変速比指令値補正部の構成を示すブロック図である。
【図６】前記変速比指令値補正部の先行車候補選択部による先行車候補選択値OBJ_SELECTの設定手順を示すフローチャートである。
【図７】前記変速比指令値補正部の先行車候補Ｘ方向相対速度選択部による先行車候補Ｘ方向相対速度ΔＶ_１Ｘの算出手順を示すフローチャートである。
【図８】前記変速比指令値補正部の変速比指令値Ｘ方向補正マップ部が有するマップであり、先行車候補Ｘ方向相対速度ΔＶ_１Ｘに基づいて変速比指令値Ｘ方向補正値DRATIO_HOSEI_Xを決定するためのマップを示す図である。
【図９】前記変速比指令値補正部の先行車候補Ｘ方向相対速度変化量演算部による先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘの算出手順を示すフローチャートである。
【図１０】前記変速比指令値補正部の変速比指令値Ｘ方向変化量補正マップ部の有するマップであり、先行車候補Ｘ方向相対速度変化量ｄΔＶ_１Ｘに基づいて変速比指令値Ｘ方向変化量補正値DRATIO_HOSEI_dXを決定するためのマップを示す図である。
【図１１】前記変速比指令値補正部の先行車候補Ｙ方向相対速度選択部による先行車候補Ｙ方向相対速度ΔＶ_１Ｙの算出手順を示すフローチャートである。
【図１２】前記変速比指令値補正部の変速比指令値Ｙ方向補正マップ部が有するマップであり、先行車候補Ｙ方向相対速度ΔＶ_１Ｙに基づいて変速比指令値Ｙ方向補正値DRATIO_HOSEI_Yを決定するためのマップを示す図である。
【図１３】前記変速比指令値補正部の変速比補正演算部の構成を示すブロック図である。
【図１４】本発明の効果の説明のために使用した図である。
【符号の説明】
１１ セットスイッチ
１２ アクラレートスイッチ
１３ コーストスイッチ
１４ 車速センサ
１５ 車間時間設定部
１６ 車間距離センサ
１７ エンジンセンサ
２１ 無段変速機コントローラ
２２ エンジン出力コントローラ
３０ 先行車追従制御装置
３１ 速指令最大値設定部
３２ 車間距離制御部
３３ 車速指令値決定部
３４ 駆動トルク指令値算出部
３５ 実変速比算出部
４０ 駆動トルク指令値分配部
４１ 変速比指令値設定部
４２ エンジントルク指令値算出部
５０ 変速比指令値補正部
５１ 先行車候補選択部
５２ 先行車候補Ｘ方向相対速度選択部
５３ 先行車候補Ｙ方向相対速度選択部
５４ 変速比指令値Ｘ方向補正マップ部
５５ 先行車候補Ｘ方向相対速度変化量演算部
５６ 変速比指令値Ｙ方向補正マップ部
５７ 変速比指令値Ｘ方向変化量補正マップ部
６０ 変速比補正演算部
６１，６２，６３ 乗算器
６４ 上下限フィルタ処理部
６５ フィルタ処理部[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to a speed ratio control device that controls a speed ratio of a transmission, and a preceding vehicle follow-up control device that controls own vehicle speed based on a preceding vehicle.
[0002]
[Prior art]
Conventionally, as a preceding vehicle following control device, there is a technique described in Patent Document 1. The preceding vehicle following control device described in Patent Literature 1 rotates an inter-vehicle distance sensor within a predetermined angle range to thereby obtain a following-vehicle distance L from a following vehicle to be followed (a controlled object)._YIs detected, and the inter-vehicle distance L from the preceding vehicle to be followed is also detected. Further, the preceding vehicle following control device also measures the relative speed ΔV with respect to the following vehicle to be followed.
[0003]
Then, the preceding vehicle following control device calculates the following distance L_YWhen the change of the following vehicle to be followed is detected based on the relative speed ΔV and the relative speed ΔV, the change speed V in the width direction of the preceding vehicle to be followed is changed._XIs measured, and the measured vehicle width direction change speed V_XControl gain K of the preceding vehicle to be followed based on_LCIs calculated. Then, the vehicle following travel control device changes the control gain K calculated in this manner._LCWith the normal control gain K_LUIs set as a control gain, and the sensitivity of the inter-vehicle distance calculation processing is set to the vehicle width direction change speed V_XTherefore, the following control at the time of interruption or lane change of the own vehicle is adjusted to an optimum state.
[0004]
[Patent Document 1]
JP-A-2002-87109
[0005]
[Problems to be solved by the invention]
However, in the case of a preceding vehicle following control device in which the own vehicle speed matches the target vehicle speed (the value calculated by the following distance control unit), the speed ratio is changed to a low speed side in response to a sudden interruption of the vehicle. It is conceivable to increase the engine brake. However, there are cases where a predetermined response time is required for the transmission ratio changing operation of the transmission.
The present invention has been made in view of the above-described circumstances, and has as its object to provide a speed ratio control device and a preceding vehicle follow-up control device that can quickly and sufficiently generate a braking force even when a vehicle is interrupted. And
[0006]
[Means for Solving the Problems]
In order to solve the above-mentioned problem, a gear ratio control device according to the first aspect of the present invention provides a gear ratio control system for a host vehicle based on an approaching state between the host vehicle and a preceding vehicle candidate which will become a preceding vehicle in the future. To change.
Further, the preceding vehicle following control device according to the invention described in claim 6 changes the speed ratio of the own vehicle based on the approaching state between the own vehicle and the candidate preceding vehicle that will be the control target of the traveling control.
[0007]
A preceding vehicle following control device according to a seventh aspect of the present invention includes a target vehicle speed calculating means for calculating a target vehicle speed based on a positional relationship between the host vehicle and a preceding vehicle to be controlled, and the target vehicle speed calculating device. Vehicle speed control means for controlling the own vehicle speed so as to match the means, the preceding vehicle candidate detecting means which detects the preceding vehicle candidate to be controlled is detected by the preceding vehicle candidate detecting means, The approach state between the preceding vehicle candidate and the own vehicle is detected by the approach state detecting means, and the gear ratio of the own vehicle is changed by the gear ratio changing means based on the approach state detected by the approach state detecting means.
[0008]
【The invention's effect】
According to the speed ratio control device of the first aspect, the driver recognizes the preceding vehicle and returns the accelerator, whereby a quick and sufficient braking force can be obtained.
In addition, according to the preceding vehicle following control device of the sixth and seventh aspects, even when the preceding vehicle candidate is interrupted later or the like and becomes a control target of the traveling control, a quick and sufficient braking force can be obtained. Can be.
[0009]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. This embodiment is a preceding vehicle follow-up control device. FIG. 1 is a block diagram showing a configuration relating to a preceding vehicle following control device and the preceding vehicle following control device. Hereinafter, the configuration and operation of each block shown in FIG. 1 will be described.
[0010]
The preceding vehicle following control device 30 includes a vehicle speed command maximum value setting unit 31, an inter-vehicle distance control unit 32, a vehicle speed command value determination unit 33, a drive torque command value calculation unit 34, an actual gear ratio calculation unit 35, and a drive torque command value distribution unit. 40. Such a configuration of the preceding vehicle following control device 30 is configured as a microcomputer and its peripheral parts. The blocks inside the preceding vehicle follow-up control device 30 display the contents of the processing performed by the computer separately for each block, and each block executes the calculation at a constant control cycle.
[0011]
The preceding vehicle following control device 30 includes a set switch (SET SW) 11, an accelerate switch (ACC SW) 12, a coast switch (COAST SW) 13, a vehicle speed sensor 14, an inter-vehicle time setting unit 15, an inter-vehicle distance sensor 16, Various signals from the engine speed sensor 17 are input. Here, a signal from each steering sensor 18 is input to the following distance sensor 16. Further, the preceding vehicle following control device 30 outputs various signals to the continuously variable transmission controller 21 and the engine output controller 22 based on various processing results.
[0012]
The vehicle speed sensor 14 calculates the vehicle speed V based on the tire rotation speed and the like._AAnd the detected vehicle degree V_AIs output to the preceding vehicle following control device 30 and the following distance sensor 16.
The inter-vehicle time setting unit 15 sets the inter-vehicle time d_TIs the part for setting. For example, the inter-vehicle time setting unit 15 includes, for example, a switch that switches between three stages of a long distance, a medium distance, and a short distance, and is configured so that the driver can operate these switches to select three types of inter-vehicle time. ing. Here, the inter-vehicle time refers to a time required for the host vehicle to reach the preceding vehicle at the current speed when the preceding vehicle stops. If the distance between the host vehicle and the preceding vehicle is set to be short, d_TIs a small value. This inter-vehicle time setting unit 15 sets the inter-vehicle time d_TIs output to the following distance control unit 32 of the preceding vehicle following control device 30.
[0013]
The inter-vehicle distance sensor 16 uses, for example, a so-called radar, and generates an inter-vehicle distance L between the host vehicle and the preceding vehicle by using reflected waves of light or radio waves._AIs measured. Further, the inter-vehicle distance sensor 16 outputs the measured inter-vehicle distance L_AThe relative speed ΔV is detected from the time change of. The inter-vehicle distance sensor 16 is provided with a so-called scan mechanism that rotates within a range of a predetermined angle α as shown in FIGS. In addition to the existing preceding vehicle 501, the inter-vehicle distance and the relative speed of the preceding vehicles 502 and 503 existing in the lanes on both sides of the lane in which the own vehicle travels can be detected. The steering angle signal φ from the steering angle sensor 18 is input to the inter-vehicle distance sensor 16, and the inter-vehicle distance sensor 16 changes the range of rotation with respect to the front of the host vehicle in conjunction with the steering angle signal. It has become. For example, as a technique for performing the scanning direction of the inter-vehicle distance sensor 16 based on the steering angle signal of the steering angle sensor, there is a technique described in JP-A-2001-246962.
[0014]
Here, the values detected by the following distance sensor 16 will be described with reference to FIG. FIG. 2A is a diagram illustrating an inter-vehicle distance between the host vehicle and the preceding vehicle, and FIG. 2B is a diagram illustrating a relative speed between the host vehicle and the preceding vehicle. is there.
The inter-vehicle distance sensor 16 is an inter-vehicle distance L to a preceding vehicle (an object in front of the vehicle; hereinafter, referred to as a preceding vehicle in the own lane) 501 existing in the lane in which the vehicle 500 travels._AAnd the relative speed ΔV. Then, the following distance sensor 16 calculates the following distance L_AAnd the relative speed ΔV to the following distance control unit 32 of the preceding vehicle following control device 30. Further, the following distance sensor 16 includes the own vehicle speed V from the vehicle speed sensor 14._AAnd the relative speed ΔV and the own vehicle speed V_AIs outside the range of the predetermined value, it is determined that the preceding vehicle 501 of the own lane is the “preceding vehicle” as a control target. Then, the inter-vehicle distance sensor 16 outputs the preceding vehicle recognition flag F set to “1” to the inter-vehicle distance control unit 32 of the preceding vehicle following control device 30 when determining that the preceding vehicle 501 in the own lane is the “preceding vehicle”. When it is not possible to recognize the “preceding vehicle” to be controlled, the following distance sensor 16 outputs a preceding vehicle recognition flag F of “0” to the following distance control unit 32 of the preceding vehicle following control device 30. Here, the predetermined value is, for example, ± 5% × V_Akm / h.
[0015]
Further, the inter-vehicle distance sensor 16 detects an inter-vehicle distance (hereinafter, referred to as a right lane preceding vehicle candidate inter-vehicle distance) L between a preceding vehicle 502 (hereinafter, referred to as a right lane preceding vehicle) existing in the right lane and the host vehicle 500._{1A_R} , The relative speed in the X direction between the host vehicle 500 and the preceding vehicle 502 in the right lane (hereinafter, referred to as the candidate X direction relative speed in the right lane preceding vehicle) ΔV._{1X_R}And the relative speed in the Y direction (hereinafter, referred to as the relative speed in the Y direction of the right lane preceding vehicle candidate) ΔV_{1Y_R}Further, an inter-vehicle distance L (hereinafter, referred to as a left lane preceding vehicle candidate inter-vehicle distance) between a preceding vehicle 503 existing in the left lane (hereinafter, referred to as a left lane preceding vehicle) 503 and the host vehicle 500._{1A_L}, The relative speed in the X direction between the host vehicle 500 and the preceding vehicle 503 in the left lane (hereinafter referred to as the relative speed in the X direction of the candidate for the left lane preceding vehicle) ΔV._{1X_L}, Y direction relative speed (hereinafter referred to as left lane preceding vehicle candidate X direction relative speed) ΔV_{1Y_L}Is detected. Here, the Y direction is a traveling direction of the host vehicle, and the X direction is a direction orthogonal to the Y direction.
[0016]
The inter-vehicle distance sensor 16 calculates the right inter-vehicle preceding vehicle candidate inter-vehicle distance L described above._{1A_R}, Right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}And right lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}, And the distance L between the left lane preceding vehicle candidate_{1A_L}, Left lane preceding vehicle candidate X direction relative speed ΔV_{1X_L}And left lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_L}Is output to the drive torque command value distribution unit 40 of the preceding vehicle following control device 30.
[0017]
Further, the inter-vehicle distance sensor 16 detects the right lane preceding vehicle candidate Y direction relative speed detection value ΔV._{1Y_R}And own vehicle speed V_AIs outside the range of the predetermined value, it is determined that the preceding vehicle 502 in the right lane is a “preceding vehicle candidate” that will be the control target in the future. When the inter-vehicle distance sensor 16 determines that the right-lane preceding vehicle 502 is a “preceding vehicle candidate”, the right-lane preceding vehicle candidate recognition flag F set to “1” is set._RIs output to the drive torque command value distribution unit 40 of the preceding vehicle following control device 30. Similarly, for the left-lane preceding vehicle 503, the inter-vehicle distance sensor 16 detects the left-lane preceding vehicle candidate Y direction relative speed detection value ΔV._{1Y_L}And own vehicle speed V_AIs outside the range of the predetermined value, it is determined that the preceding vehicle 503 in the left lane is a “preceding vehicle candidate” that will be the control target in the future. If the inter-vehicle distance sensor 16 determines that the left-lane preceding vehicle 503 is a “preceding vehicle candidate”, the left-lane preceding vehicle candidate recognition flag F set to “1”_LIs output to the drive torque command value distribution unit 40 of the preceding vehicle following control device 30. When the inter-vehicle distance sensor 16 cannot detect the “preceding vehicle candidate” for the right lane, the right lane preceding vehicle candidate recognition flag F_RIs set to "0", and if the "preceding vehicle candidate" cannot be detected for the left lane, the left lane preceding vehicle candidate recognition flag F_LIs set to "0" and the flags F_R, F_LIs output to the following distance control unit 32 of the preceding vehicle following control device 30. The predetermined value is, for example, ± 5% × V_Akm / h.
[0018]
The engine speed sensor 17 detects the engine speed NE, and outputs the detected engine speed NE to the actual speed ratio calculation unit 35 of the preceding vehicle following control device 30.
As described above, the preceding vehicle following control device 30 includes a vehicle speed command maximum value setting unit 31, an inter-vehicle distance control unit 32, a vehicle speed command value determination unit 33, a drive torque command value calculation unit 34, an actual gear ratio calculation unit 35, and a drive A torque command value distribution unit 40 is provided.
[0019]
Here, the vehicle speed command maximum value setting unit 31, the vehicle speed command value determination unit 33, the actual gear ratio calculation unit 35, and the drive torque command value calculation unit 36 can have any configuration as long as the gist of the present invention is not affected. This is the same as the technique disclosed in, for example, JP-A-2001-328453. The outline is as follows. Note that, in the following description, the reference numeral with (t) means a value that changes with time, and is denoted with (t) as necessary.
[0020]
The vehicle speed command maximum value setting unit 31 calculates the vehicle speed V_AVehicle speed command maximum value V_smax(Target vehicle speed). Specifically, the vehicle speed command maximum value setting unit 31 determines the own vehicle speed V when the set switch 11 is pressed._AIs the vehicle speed command maximum value V_smax(Target vehicle speed). Further, the vehicle speed command maximum value setting unit 31 uses the set switch 11 to set the vehicle speed command maximum value V_smaxIs set, each time the coast switch 13 is pressed once, the vehicle speed command maximum value V_smaxIs set to a lower value by 5 km / h. Further, the vehicle speed command maximum value setting unit 31 uses the set switch 11 to set the vehicle speed command maximum value V_smaxIs set, each time the accelerator switch 12 is pressed once, the vehicle speed command maximum value V_smaxIs set to a higher value by 5 km / h. The vehicle speed command maximum value setting unit 31 calculates the vehicle speed command maximum value V thus set._smaxIs output to the vehicle speed command value determination unit 33.
[0021]
The inter-vehicle distance control unit 32 calculates the inter-vehicle control vehicle speed command value V^*Is calculated. Specifically, the vehicle speed command value V for headway control is as follows.^*Is calculated.
This inter-vehicle distance control unit 32 includes the own vehicle speed V_A, Inter-vehicle time d_T, Preceding vehicle recognition flag F, inter-vehicle distance L_AAnd the relative speed ΔV. First, the following distance control unit 32 calculates the following time d._T(T), own vehicle speed V_A(T), using the relative speed ΔV (t), the following distance command value L by the following equation (1):^*(T) is calculated.
[0022]
L^*(T) = (V_A(T) + ΔV (t)) × d_T(T) ... (1)
Next, the following distance control unit 32 calculates the preceding vehicle recognition flag F, the relative speed ΔV and the following distance L that have been input._AThe following calculation is performed based on
The following distance control unit 32 calculates the relative speed ΔV and the following distance L when the preceding vehicle is recognized._AIs the target relative speed ΔV_T(T) and target inter-vehicle distance L_T(T) is set as the initial value, and the input is performed using the filter shown in the following equation (2).^*Target inter-vehicle distance L in the case of (t)_T(T) and target relative speed ΔV_T(T) is calculated. The preceding vehicle recognition flag F is used, for example, for calculation timing.
[0023]
(Equation 1)

[0024]
Where ω_nTIs the natural frequency of the target inter-vehicle distance response. In addition, a value arbitrarily set by the designer_TIs a damping coefficient of a target inter-vehicle distance response, and in the equation (2) indicating a value arbitrarily set by a designer, the inter-vehicle distance command value L^*Input (t), target inter-vehicle distance L_TThe transfer function when (t) is output is expressed by the following equation (3).
L_T(T) = ω_nT ²・ E^{-LV · s}・ L^*(T) / (s²+ 2ζ_T・ Ω_nT・ S + ω_nT ²・ ・ ・ ・ ・ ・ (3)
Next, the inter-vehicle distance control unit 32 determines the transfer characteristic G ignoring the dead time of the vehicle speed control unit._V(s) ′ is calculated by the following equation (4).
[0025]
G_V(s) '= 1 / (T_V・ S + 1) (4)
Here, if the vehicle speed control unit corresponds to, for example, the description of JP-A-2001-328453, the vehicle speed command maximum value setting unit 31, the vehicle speed command value determination unit 33, the drive torque command value calculation unit 34, the actual gear ratio It corresponds to the calculation unit 35 and the drive torque command value distribution unit 40.
[0026]
The inter-vehicle distance control unit 32 calculates the transfer characteristic G_V(s) ′ and the inverse of the transfer function consisting of the product of the integrator and L_T(T) is obtained by multiplying the transfer function with the transfer function ignoring the dead time in the above equation (3)._C(T) is calculated.
V_C(T) = ω_nT ²・ S (T_V・ S + 1) ・ L^*(T) / (s²+ 2ζ_T・ Ω_nT・ S + ω_nT ²・ ・ ・ ・ ・ ・ (5)
Also, from the state space representation using the above equation (2), V_CWhen (t) is obtained, it becomes as shown in the following equation (6).
[0027]
(Equation 2)

[0028]
Where T_VIs a time constant used in the transfer characteristic of the vehicle speed control unit described above.
Then, the following distance control unit 32 calculates the actual following distance L_A(T), own vehicle speed V_A(T), relative speed ΔV (t), target inter-vehicle distance LT (t), target relative speed ΔV_T(T), corrected vehicle speed command value V_C(T) and constant f_L, F_VAnd the vehicle speed command value V for headway control by the following equation (7).^*(T) is calculated.
[0029]
V^*(T) = V_A(T) + ΔV (t) −V_C(T)-｛L_T(T) -L_A(T)｝ · f_L− ｛ΔV_T(T) −ΔV (t)｝ · f_V  ... (7)
Where the constant f_L, F_VIs a so-called feedback constant, and is a value calculated as disclosed in, for example, JP-A-2001-328453.
The inter-vehicle distance control unit 32 determines the own vehicle speed V as described above._A, Inter-vehicle time d_T, Preceding vehicle recognition flag F, inter-vehicle distance L_AAnd vehicle speed command value V for headway control based on relative speed ΔV^*Is calculated. The inter-vehicle distance control unit 32 calculates the calculated inter-vehicle control vehicle speed command value V^*Is output to the vehicle speed command value determination unit 33.
[0030]
The vehicle speed command value determination unit 33 determines the input vehicle speed control vehicle speed command value V^*And vehicle speed command maximum value V_smaxVehicle speed command value V based on_COMIs calculated. That is, for example, the vehicle speed command value determination unit 33 determines that the vehicle speed command maximum value V_smaxVehicle speed command value V for headway control with^*Vehicle speed command value V based on_COMIs calculated. Then, the vehicle speed command value determining unit 33 calculates the calculated vehicle speed command value V_COMIs output to the drive torque command value determination unit 33.
[0031]
The drive torque command value calculation unit 34 calculates the input vehicle speed command value V_COMAnd own vehicle speed V_ADrive torque command value d based on_FCIs calculated.
Here, the vehicle speed command value V_COM(T) as input, and own vehicle speed V_AThe transfer characteristic GV (s) when (t) is the output can be expressed by the following equation (8).
G_V(s) = 1 / (T_V・ S + 1) ・ e^{(-Lv · s)}  ... (8)
Where T_VIs the first-order lag time constant, and L_VIs a dead time due to a delay in the power train system.
[0032]
The drive torque command value d_FC(T) is the operation amount, and the vehicle speed V_ABy modeling (t) as a control amount, the behavior of the power train of the vehicle can be represented by a vehicle model to be controlled as a simplified linear model represented by the following equation (9).
V_A(T) = 1 / (m_V・ Rt ・ s) ・ e^{(-Lv · s)}・ D_FC(T) ... (9)
Here, Rt is the effective turning radius of the tire, and m_VIs the vehicle mass. Thus, the drive torque command value d_FC(T) as input, and own vehicle speed V_AA vehicle model that outputs (t) has an integral characteristic because it has a form of 1 / s.
[0033]
The drive torque command value calculation unit 34 calculates the vehicle speed command value V input based on the above relationship._COMAnd own vehicle speed V_AAnd the driving torque command value d_FCGet. Then, the drive torque command value calculation unit 34 calculates the drive torque command value d._FCIs output to the drive torque command value distribution unit 40.
As described above, the driving torque command value distribution unit 40 includes the right lane preceding vehicle candidate inter-vehicle distance L._{1A_R} , Right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}, Right lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}And right lane preceding vehicle candidate recognition flag F_R, And the distance L between the left lane preceding vehicle candidate_{1A_L}, Left lane preceding vehicle candidate X direction relative speed ΔV_{1X_L}, Left lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_L}And left lane preceding vehicle candidate recognition flag F_LIs entered. In addition, the drive torque command value distribution unit 40 includes the vehicle V from the vehicle speed sensor 14._A, The drive torque command value d from the drive torque command value calculation unit 34_FCAnd the actual gear ratio RATIO from the actual gear ratio calculator 35.
[0034]
The drive torque command value distribution unit 40 determines the gear ratio command value DRATIO and the engine output torque command value TE based on the various signals described above._COMAnd outputs the calculated speed ratio command value DRATIO to the continuously variable transmission controller 21. The engine output torque command value TE_COMIs output to the engine output controller 22.
Hereinafter, the drive torque command value distribution unit 40 will be described in detail.
[0035]
The drive torque command value distribution unit 40 includes a speed ratio command value setting unit 41, an engine torque command value calculation unit 42, and a speed ratio command value correction unit 50, as shown in FIG. The engine torque command value calculation unit 42 includes a drive torque command value d_FCAnd the actual gear ratio RATIO are input, and the drive torque command value d_FCAnd the actual gear ratio RATIO and the engine torque command value TE according to the following equation (11)._COMIs calculated.
[0036]
TE_COM= D_FC/ (G_f・ RATIO) (11)
Where G_fIs the final gear ratio.
The drive torque command value distribution unit 40 receives the engine torque command value TE calculated by the engine torque command value calculation unit 42._COMIs output from the engine output controller 22. In the engine output controller 22, the engine output torque command value TE_COMThe engine output is controlled based on.
[0037]
The gear ratio command value setting unit 41 has a map in which the relationship between the vehicle speed and the gear ratio is set with the driving torque as a parameter. FIG. 4 shows an example of the map. The speed ratio command value setting unit 41 includes the own vehicle speed V_AAnd drive torque command value d_FCIs input, and the gear ratio command value setting unit 41 uses the map to determine the vehicle speed V._AAnd drive torque command value d_FCAnd a speed ratio command value indicating a speed ratio corresponding to the above. As will be described later, in the present embodiment, the gear ratio command value DRATIO is corrected. Therefore, the value obtained by the gear ratio command value setting unit 41 is the gear ratio command value before correction ( Hereinafter, it is referred to as a pre-correction gear ratio command value.)₀It has become. The gear ratio command value setting section 41 calculates the pre-correction gear ratio command value DRATIO₀Is output to the gear ratio command value correction unit 50.
[0038]
The speed ratio command value correction unit 50 increases the speed ratio command value when the vehicle is expected to be interrupted to the own lane based on the situation of the own vehicle or a vehicle running on the left or right lane of the own lane. (Low speed side).
As shown in FIG. 5, the speed ratio command value correcting unit 50 includes a preceding vehicle candidate selecting unit 51, a preceding vehicle candidate X direction relative speed selecting unit 52, a preceding vehicle candidate Y direction relative speed selecting unit 53, and a speed ratio command value. Correction map section (X direction) (hereinafter, referred to as speed ratio command value X direction correction map section) 54, preceding vehicle candidate X direction relative speed change amount calculation section 55, speed ratio command value correction map section (Y direction) (hereinafter, referred to as Y direction) , A gear ratio command value Y direction correction map unit) 56, a gear ratio correction operation unit 60, and a gear ratio command value correction map unit (X direction change amount) (hereinafter, a gear ratio command value X direction change amount correction map unit). .) 57.
[0039]
The preceding vehicle candidate selection unit 51 includes a left lane preceding vehicle candidate recognition flag F_L, Right lane preceding vehicle candidate recognition flag F_R, Left lane preceding vehicle candidate inter-vehicle distance L_{1A_L}And right-lane preceding vehicle candidate inter-vehicle distance L_{1A_R}Is entered. The preceding vehicle candidate selection unit 51 selects a preceding vehicle to be finally controlled based on these input values, and outputs the selection result as a selection value (hereinafter, referred to as a preceding vehicle candidate selection value) OBJ_SELECT.
[0040]
Specifically, the preceding vehicle candidate selection unit 51 determines whether the preceding vehicle candidate exists in the left or right lane of the own vehicle. If the preceding vehicle candidate selection unit 51 determines that there is a preceding vehicle candidate in both lanes, the preceding vehicle candidate selects the one with the shorter inter-vehicle distance as the preceding vehicle candidate. If the preceding vehicle candidate selection unit 51 determines that there is a preceding vehicle candidate in both lanes, and if the inter-vehicle distances between the respective vehicles are the same, the preceding vehicle candidate selecting unit 51 forcibly precedes the vehicle traveling in the right lane. Determined as a car candidate. Then, based on such a determination result, the preceding vehicle candidate selection unit 51 sets the preceding vehicle candidate selection value OBJ_SELECT to “0” when there is no preceding vehicle candidate, or sets the preceding vehicle traveling in the right lane. If the vehicle is a leading vehicle candidate, the leading vehicle candidate selection value OBJ_SELECT is set to “1”, or if the leading vehicle running in the left lane is a leading vehicle candidate, the leading vehicle candidate selection value OBJ_SELECT is set to “2”. "
[0041]
Here, FIG. 6 shows a specific procedure of such setting processing of the preceding vehicle candidate selection value OBJ_SELECT of the preceding vehicle candidate selection unit 51. This will be described more specifically with reference to FIG.
First, in step S1, the preceding vehicle candidate selection unit 51 sets the left lane preceding vehicle candidate recognition flag F_LIs determined to be 1, that is, whether the preceding vehicle in the left lane is recognized as a preceding vehicle candidate. Here, the preceding vehicle candidate selection unit 51 outputs the left lane preceding vehicle candidate recognition flag F_LIf the flag is 1, the process proceeds to step S2, where the left lane preceding vehicle candidate recognition flag F_LIs 0, that is, when it is determined that there is no preceding vehicle candidate in the left lane, the process proceeds to step S6.
[0042]
In step S2, the preceding vehicle candidate selection unit 51 outputs the right lane preceding vehicle candidate recognition flag F_RIs 1, that is, whether the preceding vehicle in the right lane is recognized as a preceding vehicle candidate. Here, the preceding vehicle candidate selection unit 51 outputs the right lane preceding vehicle candidate recognition flag F_RIf the flag is 1, the process proceeds to step S3, where the left lane preceding vehicle candidate recognition flag F_RIs 0, that is, when it is determined that there is no preceding vehicle candidate in the right lane, the process proceeds to step S5.
[0043]
Step S3 is a step in the case where the preceding vehicle in both the left and right lanes is recognized as a preceding vehicle candidate. In this step S3, the preceding vehicle candidate selection unit 51 outputs the left-lane preceding vehicle candidate inter-vehicle distance L._{1A_L}And the distance L between the preceding lane candidate vehicle and the right lane_{1A_R}Compare with Here, the preceding vehicle candidate selection unit 51 outputs the right lane preceding vehicle candidate inter-vehicle distance L._{1A_R}Is the distance L between the preceding lane candidates in the left lane_{1A_L}It is determined whether or not: Here, the preceding vehicle candidate selection unit 51 outputs the right lane preceding vehicle candidate inter-vehicle distance L._{1A_R}Is the distance L between the preceding lane candidates in the left lane_{1A_L}In the following cases, the process proceeds to step S4, in which the right-lane preceding vehicle candidate inter-vehicle distance L is set._{1A_R}Is the inter-vehicle distance L in the left lane_{1A_L}If it is larger, the process proceeds to step S5.
[0044]
In step S4, the preceding vehicle candidate selection unit 51 sets the preceding vehicle candidate selection value OBJ_SELECT to “1” (OBJ_SELECT = 1), that is, the preceding vehicle candidate traveling in the right lane of the own lane is converted into the final preceding vehicle. A candidate is determined, and the process ends.
In step S5, the preceding vehicle candidate selection unit 51 sets the preceding vehicle candidate selection value OBJ_SELECT to “2” (OBJ_SELECT = 2), that is, the preceding vehicle candidate traveling in the left lane of the own lane is converted into the final preceding vehicle. A candidate is determined, and the process ends.
[0045]
In step S1, the left lane preceding vehicle candidate recognition flag F_LIn step S6, to which the process proceeds when the value is 0, the preceding vehicle candidate selection unit 51 sets the right lane preceding vehicle candidate recognition flag F_RIs 1, that is, whether the candidate of the preceding vehicle is being recognized in the right lane. Here, the preceding vehicle candidate selection unit 51 outputs the right lane preceding vehicle candidate recognition flag F_RIf the flag is 1, the process proceeds to step S7, and the left lane preceding vehicle candidate recognition flag F_RIs 0, that is, when it is determined that there is no preceding vehicle candidate in the right lane, the process proceeds to step S8.
[0046]
In step S7, the preceding vehicle candidate selection unit 51 sets the preceding vehicle candidate selection value OBJ_SELECT to “1” (OBJ_SELECT = 1), that is, the preceding vehicle candidate traveling in the right lane of the own lane is converted into the final preceding vehicle. A candidate is determined, and the process ends.
In step S8, the preceding vehicle candidate selection unit 51 sets the preceding vehicle candidate selection value OBJ_SELECT to "0" (OBJ_SELECT = 0), that is, determines that there are no preceding vehicle candidates in the left and right lanes of the own lane, and ends the process. .
[0047]
The preceding vehicle candidate selection unit 51 determines the preceding vehicle candidate selection value OBJ_SELECT according to the above processing procedure. Then, the preceding vehicle candidate selection unit 51 compares the preceding vehicle candidate selection value OBJ_SELECT thus determined with the preceding vehicle candidate X direction relative speed selection unit 52, the preceding vehicle candidate Y direction relative speed selection unit 53, and the preceding vehicle candidate X. It outputs to the direction relative speed change amount calculation unit 55.
[0048]
The preceding vehicle candidate X direction relative speed selection unit 52 includes, in addition to the preceding vehicle candidate selection value OBJ_SELECT, the left lane preceding vehicle candidate X direction relative speed ΔV._{1X_L}And right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}Is entered. Based on these input values, the preceding vehicle candidate X-direction relative speed selection unit 52 calculates the preceding vehicle candidate X-direction relative speed ΔV_1XIs calculated. FIG. 7 shows a processing procedure of the calculation processing.
[0049]
First, in step S11, the preceding vehicle candidate X direction relative speed selection unit 52 determines whether or not the preceding vehicle candidate selection value OBJ_SELECT is 0, that is, whether there is no preceding vehicle candidate. Here, the preceding vehicle candidate X direction relative speed selection unit 52 proceeds to step S12 when the preceding vehicle candidate selection value OBJ_SELECT is 0, and proceeds to step S13 when the preceding vehicle candidate selection value OBJ_SELECT is not 0.
[0050]
In step S12, the preceding vehicle candidate X direction relative speed selection unit 52 outputs the preceding vehicle candidate X direction relative speed ΔV._1XIs set to 0, and the process ends.
In step S13, the preceding vehicle candidate X direction relative speed selection unit 52 determines whether or not the preceding vehicle candidate selection value OBJ_SELECT is 1, that is, the preceding vehicle candidate traveling in the right lane of the own lane is the final preceding vehicle candidate. It is determined whether or not it has become. Here, if the preceding vehicle candidate selection value OBJ_SELECT is 1, the process proceeds to step S14, and if the preceding vehicle candidate selection value OBJ_SELECT is not 1, that is, if the preceding vehicle candidate selection value OBJ_SELECT is In the case of 2, the process proceeds to step S15.
[0051]
In step S14, the preceding vehicle candidate X direction relative speed selection unit 52 outputs the preceding vehicle candidate X direction relative speed ΔV._1XTo the right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}Then, the process ends.
In step S15, the preceding vehicle candidate X direction relative speed selection unit 52 outputs the preceding vehicle candidate X direction relative speed ΔV._1XIs the left lane preceding vehicle candidate X direction relative speed ΔV_{1X_L}Then, the process ends.
[0052]
The preceding vehicle candidate X direction relative speed selection unit 52 performs the preceding vehicle candidate X direction relative speed ΔV_1XIs calculated. Then, the preceding vehicle candidate X direction relative speed selection unit 52 calculates the calculated preceding vehicle candidate X direction relative speed ΔV._1XIs output to the gear ratio command value X-direction correction map unit 54 and the preceding vehicle candidate X-direction relative speed change amount calculation unit 55.
[0053]
The gear ratio command value X-direction correction map unit 54 receives the input preceding vehicle candidate X-direction relative speed ΔV._1X, A speed ratio command value correction value in the X direction (hereinafter, referred to as a speed ratio command value X direction correction value) DRATIO_HOSEI_X is determined. The gear ratio command value X-direction correction map unit 54 calculates the preceding vehicle candidate X-direction relative speed ΔV based on the map._1XThe gear ratio command value X-direction correction value DRATIO_HOSEI_X is determined on the basis of the above, and FIG. 8 shows an example of the map.
[0054]
In the map shown in FIG. 8, the preceding vehicle candidate X direction relative speed ΔV_1XIs greater than or equal to 0, that is, if the own vehicle speed and the preceding vehicle candidate speed are equal to each other or the preceding vehicle candidate speed is higher in the X direction (the direction orthogonal to the traveling direction of the own vehicle), the gear ratio command value Set the X-direction correction value DRATIO_HOSEI_X to 1. Here, the case where the own vehicle speed and the preceding vehicle candidate speed are equal in the X direction or the case where the preceding vehicle candidate speed is higher is that the degree of approach between the own vehicle and the preceding vehicle candidate in the X direction is small, This is a case where the traveling vehicle candidate is moving away.
[0055]
The preceding vehicle candidate X direction relative speed ΔV_1XIs smaller than the vicinity of 0, that is, when the own vehicle speed is higher than the preceding vehicle candidate speed and the degree to which the own vehicle approaches the preceding vehicle candidate is larger, the preceding vehicle candidate X direction relative speed ΔV_1XIncreases in the negative direction, the gear ratio command value X-direction correction value DRATIO_HOSEI_X is increased from 1, and the preceding vehicle candidate X-direction relative speed ΔV_1XAfter a certain negative value, the speed ratio command value X-direction correction value DRATIO_HOSEI_X is set to 1.5.
[0056]
The gear ratio command value X-direction correction map unit 54 thus calculates the preceding vehicle candidate X-direction relative speed ΔV._1XThe gear ratio command value X-direction correction value DRATIO_HOSEI_X is obtained on the basis of the speed ratio command value X-direction correction value DRATIO_HOSEI_X.
The preceding vehicle candidate X direction relative speed change amount calculation unit 55 calculates the input preceding vehicle candidate selection value OBJ_SELECT and the preceding vehicle candidate X direction relative speed ΔV._1XOf the preceding vehicle candidate in the X direction relative speed dΔV_1XIs calculated. FIG. 9 shows a processing procedure of the calculation processing.
[0057]
First, in step S21, the preceding vehicle candidate X direction relative speed change amount calculation unit 55 determines whether or not the preceding vehicle candidate selection value OBJ_SELECT is equal to the previous value of the preceding vehicle candidate selection value OBJ_SELECT. Here, the preceding vehicle candidate X-direction relative speed change amount calculating unit 55 proceeds to step S22 when the values are the same, that is, when there is no change in the preceding vehicle candidate, and when it is different, that is, when the preceding vehicle candidate is changed. If so, the process proceeds to step S23.
[0058]
In step S22, the preceding vehicle candidate X-direction relative speed change amount calculation unit 55 calculates the preceding vehicle candidate X-direction relative speed change amount dΔV by the following equation (12)._1XIs calculated.
dΔV_1X= ΔV_1X-ΔV_1XPrevious value (12)
The preceding vehicle candidate X direction relative speed change amount dΔV_1XIs a value indicating the amount of change in the position in the X direction between the own vehicle and the preceding vehicle candidate.
[0059]
The preceding vehicle candidate X direction relative speed change amount calculating section 55 calculates the preceding vehicle candidate X direction relative speed change amount dΔV_1XIs calculated, and the process proceeds to step S24.
In step S23, the preceding vehicle candidate X direction relative speed change amount calculation unit 55 calculates the preceding vehicle candidate X direction relative speed change amount dΔV_1XTo 0 (dΔV_1X= 0). Then, the preceding vehicle candidate X-direction relative speed change amount calculation unit 55 proceeds to step S24.
[0060]
In step S24, the preceding vehicle candidate X direction relative speed change amount calculation unit 55 updates the previous value of the preceding vehicle candidate selection value OBJ_SELECT. That is, the previous value of the preceding vehicle candidate selection value OBJ_SELECT is set to the preceding vehicle candidate selection value OBJ_SELECT used in the current process (OBJ_SELECT previous value = OBJ_SELECT (current value)).
Subsequently, in step S25, the preceding vehicle candidate X direction relative speed change amount calculation unit 55 calculates the preceding vehicle candidate X direction relative speed ΔV_1XOf the preceding vehicle candidate in the X-direction relative velocity ΔV used in the current process._1X(ΔV_1XPrevious value = ΔV_1X(This time)). Then, the preceding vehicle candidate X direction relative speed change amount calculation unit 55 ends the processing.
[0061]
If the preceding vehicle candidate X-direction relative speed change amount calculating unit 55 can determine that the preceding vehicle candidate has not changed by the above-described processing procedure, the preceding vehicle candidate X-direction relative speed ΔV_1X, The preceding vehicle candidate X-direction relative speed change amount dΔV, which is the difference between the previous value and the current value (latest value)._1XWill be updated. The preceding vehicle candidate X-direction relative speed change amount calculation unit 55 calculates the calculated preceding vehicle candidate X-direction relative speed change amount dΔV._1XIs output to the gear ratio command value X-direction change amount correction map unit 57.
[0062]
In the gear ratio command value X-direction change amount correction map unit 57, the input preceding vehicle candidate X-direction relative speed change amount dΔV_1XThe speed ratio command value correction value (X direction change amount) (hereinafter referred to as the speed ratio command value X direction change amount correction value) DRATIO_HOSEI_dX is determined based on the above equation, and FIG. 10 shows an example of the map.
In the map shown in FIG. 10, the preceding vehicle candidate X direction relative speed change amount dΔV_1XIs near zero or more, that is, the preceding vehicle candidate X direction relative speed ΔV_1XIf the vehicle speed does not change or changes in a larger direction (when the host vehicle is accelerating), the gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is set to 1. In addition, the preceding vehicle candidate X direction relative speed change amount dΔV_1XIs smaller than the vicinity of 0, that is, the preceding vehicle candidate X direction relative speed ΔV_1XChanges in the direction in which the vehicle speed decreases, the preceding vehicle candidate X direction relative speed change amount dΔV_1XIncreases in the negative direction, the gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is increased from 1, and the preceding vehicle candidate X-direction relative speed change amount dΔV is further increased._1XAfter a certain negative value, the speed ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is set to 1.5.
[0063]
Here, the preceding vehicle candidate X direction relative speed change amount dΔV_1XA positive value of indicates that the own vehicle is moving away from the preceding vehicle. For example, this is a case where the deceleration of the own vehicle in the X direction becomes large. In addition, the preceding vehicle candidate X direction relative speed change amount dΔV_1XIs a case where the own vehicle is approaching the preceding vehicle. For example, this is a case where the acceleration of the own vehicle in the X direction increases.
[0064]
The speed ratio command value X-direction correction map unit 54 thus calculates the preceding vehicle candidate X-direction relative speed change amount dΔV_1X, The speed ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is obtained, and the speed ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is output to the speed ratio correction calculation unit 60.
In the preceding vehicle candidate Y direction relative speed selection unit 53, the input preceding vehicle candidate selection value OBJ_SELECT, the left preceding vehicle candidate Y direction relative speed ΔV_{1Y_L}And right preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}Based on the preceding vehicle candidate Y direction relative speed ΔV_1YIs calculated. FIG. 11 shows a processing procedure of the calculation processing.
[0065]
First, in step S31, the preceding vehicle candidate Y direction relative speed selection unit 53 determines whether the preceding vehicle candidate selection value OBJ_SELECT is 0, that is, whether there is no preceding vehicle candidate. Here, the preceding vehicle candidate Y direction relative speed selection unit 53 proceeds to step S32 when the preceding vehicle candidate selection value OBJ_SELECT is 0, and proceeds to step S33 when the preceding vehicle candidate selection value OBJ_SELECT is not 0.
[0066]
In step S32, the preceding vehicle candidate Y direction relative speed selector 53 outputs the preceding vehicle candidate Y direction relative speed ΔV._1YIs set to 0, and the process ends.
In step S33, the preceding vehicle candidate Y direction relative speed selection unit 53 determines whether or not the preceding vehicle candidate selection value OBJ_SELECT is 1, that is, the preceding vehicle candidate traveling on the right lane of the own lane is the final preceding vehicle candidate. It is determined whether or not it has become. If the preceding vehicle candidate selection value OBJ_SELECT is 1, the process proceeds to step S34, and if the preceding vehicle candidate selection value OBJ_SELECT is not 1, that is, if the preceding vehicle candidate selection value OBJ_SELECT is In the case of 2, the process proceeds to step S35.
[0067]
In step S34, the preceding vehicle candidate Y direction relative speed selector 53 outputs the preceding vehicle candidate Y direction relative speed ΔV._1YTo the right lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}Then, the process ends.
In step S35, the preceding vehicle candidate Y direction relative speed selection unit 53 outputs the preceding vehicle candidate Y direction relative speed ΔV._1YIs the left lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_L}Then, the process ends.
[0068]
The preceding vehicle candidate Y direction relative speed selection unit 53 performs the preceding vehicle candidate Y direction relative speed ΔV_1YIs calculated. Then, the preceding vehicle candidate Y direction relative speed selection unit 53 calculates the calculated preceding vehicle candidate Y direction relative speed ΔV._1YIs output to the speed ratio command value Y direction correction map unit 56.
The speed ratio command value Y direction correction map unit 56 stores the input preceding vehicle candidate Y direction relative speed ΔV._1Y, A speed ratio command value correction value in the Y direction (hereinafter, referred to as a speed ratio command value Y direction correction value) DRATIO_HOSEI_Y is determined. The speed ratio command value Y-direction correction map unit 56 calculates a preceding vehicle candidate Y-direction relative speed ΔV based on the map._1Y, The speed ratio command value Y-direction correction value DRATIO_HOSEI_Y is determined on the basis of FIG. 12, and FIG. 12 shows an example of the map.
[0069]
In the map shown in FIG. 12, the preceding vehicle candidate Y direction relative speed ΔV_1YIs greater than or equal to 0, that is, if the own vehicle speed is equal to the preceding vehicle candidate speed or the preceding vehicle candidate speed is higher in the Y direction (the running direction of the own vehicle), the gear ratio command value Y direction correction value Set DRATIO_HOSEI_Y to 1. Here, the case where the own vehicle speed and the preceding vehicle candidate speed are equal in the Y direction or the case where the preceding vehicle candidate speed is higher is that the degree of approach of the own vehicle and the preceding vehicle candidate in the Y direction is small, This is a case where the traveling vehicle candidate is moving away.
[0070]
In addition, the preceding vehicle candidate Y direction relative speed ΔV_1YIs smaller than the vicinity of 0, that is, when the own vehicle speed is higher than the preceding vehicle candidate speed, the preceding vehicle candidate Y direction relative speed ΔV_1YIncreases in the negative direction, the speed ratio command value X-direction correction value DRATIO_HOSEI_Y is increased from 1, and the preceding vehicle candidate Y-direction relative speed ΔV_1YAfter a certain negative value, the speed ratio command value Y-direction correction value DRATIO_HOSEI_Y is set to 1.5.
[0071]
The speed ratio command value Y direction correction map unit 56 thus determines the preceding vehicle candidate Y direction relative speed ΔV._1Y, The speed ratio command value Y-direction correction value DRATIO_HOSEI_Y is obtained, and this speed ratio command value Y-direction correction value DRATIO_HOSEI_Y is output to the speed ratio correction calculation unit 60.
The gear ratio correction calculation unit 60 receives the input gear ratio command value DRATIO before correction.₀The transmission ratio command value DRATIO is calculated based on the transmission ratio command value X direction correction value DRATIO_HOSEL_X, the transmission ratio command value Y direction correction value DRATIO_HOSEI_Y, and the transmission ratio command value X direction change amount correction value DRATIO_HOSEI_dX. FIG. 13 shows a configuration of a gear ratio correction calculation unit 60 that realizes the calculation processing. As shown in FIG. 13, the gear ratio correction operation unit 60 includes multipliers 61, 62, 63, an upper / lower limiter processing unit 64, and a filter processing unit 65.
[0072]
Each of the multipliers 61, 62, and 63 has a pre-correction gear ratio command value DRATIO₀, The gear ratio command value X-direction correction value DRATIO_HOSEL_X, the gear ratio command value Y-direction correction value DRATIO_HOSEI_Y, and the gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX. Gear ratio command value DRATIO₀Is multiplied by each of the correction values to obtain a value DRATIO before the gear ratio command value limiter process.₁It is said.
[0073]
In the upper / lower limiter processing section 64, the transmission ratio command value limiter pre-processing value DRATIO₁The upper and lower limiter processing is applied to the gear ratio command value before filtering DRATIO₂Get. Specifically, the upper / lower limiter processing unit 64 determines the value DRATIO before the gear ratio command value limiter process.₁Is larger than the gear ratio command value upper limit DRATIO_MAX, the gear ratio command value before filtering DRATIO₂As the gear ratio command value upper limit value DRATIO_MAX (DRATIO₂= DRATIO_MAX). Also, the gear ratio command value limiter pre-processing value DRATIO₁Is smaller than the gear ratio command value lower limit DRATIO_MIN, the gear ratio command value before filtering DRATIO₂As the gear ratio command value lower limit value DRATIO_MIN (DRATIO₂= DRATIO_MIN). Also, the gear ratio command value pre-filter value DRATIO₂Is a value between the gear ratio command value lower limit DRATIO_MIN and the gear ratio command value upper limit DRATIO_MAX, the gear ratio command value before filtering DRATIO₂Is maintained as it is.
[0074]
In the filter processing unit 65, the gear ratio command value pre-filter value DRATIO₂To obtain a final speed ratio command value DRATIO. Here, τ of the filter processing unit 65 shown in FIG._DRATIOIs a time constant, and the filtering unit 65 calculates the time constant τ_DRATIOBy performing the low-pass filter processing described above, a speed ratio command value DRATIO that prevents a sudden change in the speed ratio command value is obtained.
[0075]
The speed ratio command value correction unit 50 is configured as described above, and various information, that is, the speed ratio command value before correction DRATIO₀, Left lane preceding vehicle candidate recognition flag F_L, Right lane preceding vehicle candidate recognition flag F_R, Left lane preceding vehicle candidate inter-vehicle distance L_{1A_L}, Right lane preceding vehicle candidate inter-vehicle distance L_{1A_R}, Preceding vehicle candidate selection value OBJ_SELECT, left lane preceding vehicle candidate X direction relative speed ΔV_{1X_L}, Right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}, Left leading vehicle candidate Y direction relative speed ΔV_{1Y_L}And right preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}, The final gear ratio command value DRATIO is obtained. Then, the drive torque command value distribution unit 40 outputs the speed ratio command value DRATIO obtained by the speed ratio command value correction unit 50 to the continuously variable transmission controller 21. The continuously variable transmission controller 21 controls the speed ratio of the transmission based on the speed ratio command value DRATIO. Here, the continuously variable transmission controller 21 changes the speed ratio to a lower speed side as the speed ratio command value DRATIO is larger.
[0076]
Next, a series of processing operations of the gear ratio command value correction unit 50 which is a feature of the present invention will be described.
For example, the preceding vehicle following control device 30 starts control when a set switch 11 described later is turned on after the power is turned on, and the vehicle speed command value V_COMOwn vehicle V_AAre operated so as to output a command value to the continuously variable transmission controller 21 and the engine output controller 22 so as to match.
[0077]
At this time, in particular, the preceding vehicle candidate selection unit 51 sets the left lane preceding vehicle candidate recognition flag F_L, Right lane preceding vehicle candidate recognition flag F_R, Left lane preceding vehicle candidate inter-vehicle distance L_{1A_L}And right-lane preceding vehicle candidate inter-vehicle distance L_{1A_R}A preceding vehicle candidate selection value OBJ_SELECT is set on the basis of (see FIG. 6). Specifically, when there is no preceding vehicle candidate, the preceding vehicle candidate selection value OBJ_SELECT is set to “0” (OBJ_SELECT = 0), and the preceding vehicle candidate traveling in the right lane becomes the final preceding vehicle candidate. In this case, the preceding vehicle candidate selection value OBJ_SELECT is set to “1” (OBJ_SELECT = 1), and if the preceding vehicle candidate traveling in the left lane becomes the final preceding vehicle candidate, the preceding vehicle candidate selection value OBJ_SELECT is Set to "2" (OBJ_SELECT = 2). Then, the preceding vehicle candidate selection unit 51 compares the preceding vehicle candidate selection value OBJ_SELECT with the preceding vehicle candidate X direction relative speed selection unit 52, the preceding vehicle candidate Y direction relative speed selection unit 53, and the preceding vehicle candidate X direction relative speed change amount. Output to the arithmetic unit 55.
[0078]
The preceding vehicle candidate X direction relative speed selection unit 52 calculates the preceding vehicle candidate selection value OBJ_SELECT, the left lane preceding vehicle candidate X direction relative speed ΔV._{1X_L}And right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}Based on the preceding vehicle candidate X direction relative speed ΔV_1XIs calculated (see FIG. 7). Specifically, when there is no preceding vehicle candidate (OBJ_SELECT = 0), the preceding vehicle candidate X direction relative speed selection unit 52 determines that the preceding vehicle candidate X direction relative speed ΔV_1XIs set to 0, and if the preceding vehicle traveling in the right lane is a candidate for a preceding vehicle (OBJ_SELECT = 1), the relative speed ΔV in the X direction of the preceding vehicle candidate_1XTo the right lane preceding vehicle candidate X direction relative speed ΔV_{1X_R}If the preceding vehicle traveling in the left lane is a candidate for a preceding vehicle (OBJ_SELECT = 2), the relative speed ΔV in the X direction of the preceding vehicle candidate_1XIs the left lane preceding vehicle candidate X direction relative speed ΔV_{1X_L}To Thereby, the preceding vehicle candidate X direction relative speed selection unit 52 outputs the preceding vehicle candidate X direction relative speed ΔV._1XIs set to a value corresponding to the preceding vehicle candidate (finally selected preceding vehicle candidate). Then, the preceding vehicle candidate X direction relative speed selection unit 52 calculates the preceding vehicle candidate X direction relative speed ΔV._1XIs output to the gear ratio command value X-direction correction map unit 54 and the preceding vehicle candidate X-direction relative speed change amount calculation unit 55.
[0079]
The preceding vehicle candidate X-direction relative speed change amount calculation unit 55 calculates the preceding vehicle candidate selection value OBJ_SELECT and the preceding vehicle candidate X-direction relative speed ΔV._1XOf the preceding vehicle candidate in the X direction relative speed dΔV_1XIs calculated (see FIG. 9). Specifically, when there is no change in the preceding vehicle candidate (OBJ_SELECT (current value) = OBJ_SELECT (previous value)), the preceding vehicle candidate X direction relative speed change amount calculation unit 55 calculates the preceding vehicle candidate X according to the equation (12). Direction relative speed change dΔV_1XWill be updated. On the other hand, if the preceding vehicle candidate has changed, the preceding vehicle candidate X-direction relative speed change calculating unit 55 determines from the beginning the preceding vehicle candidate X-direction relative speed change amount dΔV._1XRedo the update. Then, the preceding vehicle candidate X-direction relative speed change amount calculation unit 55 calculates the preceding vehicle candidate X-direction relative speed change amount dΔV_1XIs output to the gear ratio command value X-direction change amount correction map unit 57.
[0080]
Further, the preceding vehicle candidate Y direction relative speed selection unit 53 outputs the preceding vehicle candidate selection value OBJ_SELECT, the left lane preceding vehicle candidate Y direction relative speed ΔV._{1Y_L}And right lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}Based on the preceding vehicle candidate Y direction relative speed ΔV_1YIs calculated (see FIG. 11). Specifically, when there is no preceding vehicle candidate (OBJ_SELECT = 0), the preceding vehicle candidate Y-direction relative speed selection unit 53 outputs the preceding vehicle candidate Y-direction relative speed ΔV._1YIs set to 0, and if the preceding vehicle traveling in the right lane is a candidate for a preceding vehicle (OBJ_SELECT = 1), the relative speed ΔV in the Y direction of the preceding vehicle candidate_1YTo the right lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_R}If the preceding vehicle running in the left lane is a candidate for a preceding vehicle (OBJ_SELECT = 2), the relative speed ΔV in the Y direction of the preceding vehicle candidate_1YIs the left lane preceding vehicle candidate Y direction relative speed ΔV_{1Y_L}To As a result, the preceding vehicle candidate Y direction relative speed selection unit 53 outputs the preceding vehicle candidate Y direction relative speed ΔV._1YIs set to a value corresponding to the preceding vehicle candidate (finally selected preceding vehicle candidate). Then, the preceding vehicle candidate Y direction relative speed selection unit 53 calculates the preceding vehicle candidate Y direction relative speed ΔV._1YIs output to the speed ratio command value Y direction correction map unit 56.
[0081]
By the above processing, the preceding vehicle candidate X-direction relative speed selector 52, the preceding vehicle candidate X-direction relative speed change amount calculator 55, and the preceding vehicle candidate Y-direction relative speed selector 53 provide the transmission ratio command value X-direction correction map unit 54. A value for obtaining a correction value is output to each of the gear ratio command value X direction change amount correction map unit 57 and the gear ratio command value Y direction correction map unit 56.
[0082]
As a result, in the gear ratio command value X-direction correction map unit 54, the preceding vehicle candidate X-direction relative speed ΔV_1XA gear ratio command value X-direction correction value DRATIO_HOSEI_X is determined based on the above (see FIG. 8). In the gear ratio command value X-direction change amount correction map unit 57, the preceding vehicle candidate X-direction relative speed change amount dΔV_1XA gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is determined based on (FIG. 10). Further, in the gear ratio command value Y direction correction map unit 56, the preceding vehicle candidate Y direction relative speed ΔV_1YA gear ratio command value Y direction correction value DRATIO_HOSEI_Y is determined based on the above (see FIG. 12).
[0083]
Then, in the gear ratio correction calculation unit 60, the gear ratio command value before correction based on the gear ratio command value X direction correction value DRATIO_HOSEL_X, the gear ratio command value Y direction correction value DRATIO_HOSEI_Y, and the gear ratio command value X direction change amount correction value DRATIO_HOSEI_dX. DRATIO₀To calculate the gear ratio command value DRATIO (see FIG. 13). Specifically, the gear ratio command value before correction DRATIO₀Is multiplied by the respective values of a gear ratio command value X-direction correction value DRATIO_HOSEL_X, a gear ratio command value Y-direction correction value DRATIO_HOSEI_Y, and a gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX. And finally obtains the gear ratio command value DRATIO. Then, the continuously variable transmission controller 21 controls the speed ratio of the transmission based on the speed ratio command value DRATIO.
[0084]
Here, in the gear ratio command value X direction correction map unit 54, when the own vehicle speed and the preceding vehicle candidate speed are equal or the preceding vehicle candidate speed is higher in the X direction, the gear ratio command value X direction correction value DRATIO_HOSEI_X is calculated. I am 1. On the other hand, in the gear ratio command value X direction correction map unit 54, when the own vehicle speed is higher than the preceding vehicle candidate speed in the X direction, the preceding vehicle candidate X direction relative speed ΔV_1XIncreases in the negative direction, the gear ratio command value X-direction correction value DRATIO_HOSEI_X is increased from 1, and the preceding vehicle candidate X-direction relative speed ΔV_1XAfter a certain negative value, the gear ratio command value X-direction correction value DRATIO_HOSEI_X is set to 1.5. On the other hand, as described above, the gear ratio command value before correction DRATIO₀Is multiplied by the gear ratio command value X-direction correction value DRATIO_HOSEI_X to obtain the gear ratio command value DRATIO. For this reason, when the own vehicle speed becomes larger than the preceding vehicle candidate speed by a certain value or more in the X direction. , The gear ratio command value DRATIO is the gear ratio command value DRATIO before correction.₀Becomes a value corrected in the larger direction. As a result, the gear ratio is corrected to the lower speed side.
[0085]
In the gear ratio command value X direction change amount correction map section 57, the preceding vehicle candidate X direction relative speed ΔV_1XWhen the vehicle speed does not change or changes in a large direction, that is, when the own vehicle is about to move away from the preceding vehicle, the gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is set to 1. On the other hand, in the gear ratio command value X direction change amount correction map section 57, the preceding vehicle candidate X direction relative speed ΔV_1XChanges in the direction of decreasing, that is, when the own vehicle is approaching the preceding vehicle, the preceding vehicle candidate X direction relative speed change amount dΔV_1XIncreases in the negative direction, the gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is increased from 1, and the preceding vehicle candidate X-direction relative speed change amount dΔV is further increased._1XAfter a certain negative value, the gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX is set to 1.5. On the other hand, as described above, the gear ratio command value before correction DRATIO₀Is multiplied by the speed ratio command value X-direction change amount correction value DRATIO_HOSEI_dX to obtain the speed ratio command value DRATIO. Therefore, the own vehicle increases the acceleration in the X direction to approach the preceding vehicle. In this case (especially when the degree of approach is large), the gear ratio command value DRATIO becomes the gear ratio command value DRATIO before correction.₀Becomes a value corrected in the larger direction. As a result, the gear ratio is corrected to the lower speed side.
[0086]
Further, the speed ratio command value Y direction correction map unit 56 sets the speed ratio command value Y direction correction value DRATIO_HOSEI_Y to 1 when the own vehicle speed and the preceding vehicle candidate speed are equal or the preceding vehicle candidate speed is higher in the Y direction. I have to. On the other hand, in the gear ratio command value Y direction correction map unit 56, when the own vehicle speed is higher than the preceding vehicle candidate speed in the Y direction, the preceding vehicle candidate Y direction relative speed ΔV_1YIncreases in the negative direction, the speed ratio command value Y-direction correction value DRATIO_HOSEI_Y is increased from 1, and the preceding vehicle candidate Y-direction relative speed ΔV_1YAfter a certain negative value, the speed ratio command value Y-direction correction value DRATIO_HOSEI_Y is set to 1.5. On the other hand, as described above, the gear ratio command value before correction DRATIO₀Is multiplied by the speed ratio command value Y-direction correction value DRATIO_HOSEI_Y to obtain the speed ratio command value DRATIO. Therefore, when the own vehicle speed becomes larger than the preceding vehicle candidate speed by a certain value or more in the Y direction. , The gear ratio command value DRATIO is the gear ratio command value DRATIO before correction.₀Becomes a value corrected in the larger direction. As a result, the gear ratio is corrected to the lower speed side.
[0087]
Next, the effects will be described.
As described above, a vehicle traveling in the adjacent lane and satisfying specific conditions is defined as a preceding vehicle candidate, and the Y direction (running direction) and the X direction (direction orthogonal to the running direction) between the own vehicle and the preceding vehicle candidate are set. ), The approach state between the host vehicle and the preceding vehicle is detected based on the relative speed in the X direction and the change amount of the relative speed in the X direction. Has changed. Specifically, as the relative speed in the Y direction (running direction) or X direction (direction orthogonal to the running direction) increases in the negative direction, and as the amount of change in the relative speed in the X direction increases in the negative direction, When the own vehicle is approaching the preceding vehicle candidate, or when the own vehicle is about to interrupt behind the preceding vehicle candidate, the gear ratio is changed to the reduction side in advance. That is, the state of the vehicle traveling in the left and right lanes of the own vehicle is detected, and when the preceding vehicle is expected to interrupt the own lane, the gear ratio is changed to the lower speed side.
[0088]
FIG. 14 shows an example of the operation. 14A shows a change in the actual inter-vehicle distance as a time change before and after the interruption, FIG. 14B shows a change in the own vehicle speed as a time change before and after the interruption, and FIG. 14C shows a change in the actual gear ratio. Is the time change before and after the interruption. The dotted line in the figure shows the result of changing the gear ratio by applying the present invention, and the solid line in the figure shows the result (conventional result) of the comparative example in which the gear ratio is not changed. In addition, a preceding vehicle candidate is found at time t1, and an interrupt occurs at time t2.
[0089]
As can be seen by comparing the result of applying the present invention with the result of the comparative example, by applying the present invention, a candidate for a preceding vehicle is detected at time t1, thereby increasing the gear ratio (toward the deceleration side). It has been changed in advance. This makes it possible to quickly decelerate even if an interrupt occurs at time t2. As a result, it is possible to prevent the host vehicle and the interrupting vehicle (vehicles that were candidate preceding vehicles) from being too close to each other.
[0090]
The embodiment of the invention has been described. However, the present invention is not limited to being realized as the above-described embodiment.
That is, in the above-described embodiment, the description has been made on the assumption that the vehicle interrupts in front of the own vehicle. However, the present invention is also applicable to the case where the own vehicle changes lanes to the lane where another vehicle is traveling. The effect can be obtained. In this case, a vehicle running on a lane in which the own vehicle will change lanes is a candidate for a preceding vehicle. For example, in such a case, the preceding vehicle candidate may be detected based on information belonging to the host vehicle such as the operating state of the steering wheel, the operating state of the turn signal, and the driver's line of sight.
[0091]
Further, in the above-described embodiment, the case where the correction value for changing the gear ratio is obtained based on the map (FIGS. 8, 10, and 12) made up of specific values has been described. Not something. For example, the correction value is not limited to the value of the map, and the correction value may be obtained by means other than the map, for example, a mathematical expression.
[0092]
The transmission whose speed ratio is controlled by the preceding vehicle following control device may be a continuously variable transmission or a multi-stage transmission.
Further, in the above-described embodiment, the case where the present invention is applied to the preceding vehicle following control device has been described, but the present invention is not limited to this. The present invention can be applied to a shift control device. That is, the transmission control device according to the present invention changes the transmission ratio of the host vehicle based on the approaching state between the host vehicle and the preceding vehicle candidate that will become the preceding vehicle in the future. Thus, when the driver recognizes the preceding vehicle, the driver can return the accelerator to obtain a quick and sufficient braking force.
[0093]
In the description of the above-described embodiment, the following distance control unit 32 implements a target vehicle speed calculation unit that calculates a target vehicle speed based on a positional relationship between the host vehicle and a preceding vehicle as a control target. The vehicle speed command value determination unit 33 implements a vehicle speed control unit that controls the own vehicle speed so as to match the target vehicle speed calculation unit, and the preceding vehicle candidate selection unit 51 outputs the preceding vehicle candidate to be controlled. Of the preceding vehicle candidate, a preceding vehicle candidate X direction relative speed selector 52, a preceding vehicle candidate Y direction relative degree selector 53, and a preceding vehicle candidate X direction relative speed change amount. The calculation unit 55 implements an approach state detection unit that detects an approach state between the preceding vehicle candidate detected by the preceding vehicle candidate detection unit and the host vehicle, and includes a gear ratio command value X-direction correction map unit 54, a gear ratio command Value Y direction correction map 56, the gear ratio command value X direction change amount correction map unit 57 and the gear ratio correction calculation unit 60 include a gear ratio changing unit that changes the gear ratio of the host vehicle based on the approach state detected by the approach state detection unit. Has been realized.
[Brief description of the drawings]
FIG. 1 is a block diagram illustrating a configuration of a traveling vehicle tracking control device and the like according to an embodiment of the present invention.
FIG. 2 is a diagram used to explain detection of an inter-vehicle distance and a relative speed performed by rotating the inter-vehicle distance sensor within a range of a predetermined angle α.
FIG. 3 is a block diagram showing a configuration of a drive torque command value distribution unit of the traveling vehicle following control device.
FIG. 4 is a map included in a gear ratio command value setting unit of the drive torque command value distribution unit, and is a diagram illustrating a map in which a relationship between a vehicle speed and a gear ratio is set using a drive torque as a parameter.
FIG. 5 is a block diagram showing a configuration of a gear ratio command value correction unit of the drive torque command value distribution unit.
FIG. 6 is a flowchart showing a procedure for setting a preceding vehicle candidate selection value OBJ_SELECT by a preceding vehicle candidate selection unit of the speed ratio command value correction unit.
FIG. 7 shows a preceding vehicle candidate X direction relative speed ΔV by a preceding vehicle candidate X direction relative speed selection unit of the speed ratio command value correction unit._1X6 is a flowchart showing a calculation procedure of the calculation.
FIG. 8 is a map included in a gear ratio command value X direction correction map unit of the gear ratio command value correction unit, and is a relative speed ΔV in a preceding vehicle candidate X direction._1XFIG. 9 is a diagram showing a map for determining a gear ratio command value X-direction correction value DRATIO_HOSEI_X based on the map.
FIG. 9 is a diagram showing a relative speed change dΔV of a preceding vehicle candidate in the X direction by a preceding vehicle candidate X direction relative speed change calculating unit of the speed ratio command value correcting unit;_1X6 is a flowchart showing a calculation procedure of the calculation.
FIG. 10 is a map included in a speed ratio command value X direction change amount correction map unit of the speed ratio command value correction unit, and is a relative speed change amount dΔV of a preceding vehicle candidate in the X direction._1XFIG. 9 is a diagram showing a map for determining a gear ratio command value X-direction change amount correction value DRATIO_HOSEI_dX based on the map.
FIG. 11 is a diagram showing a relative speed ΔV of a preceding vehicle candidate in a Y direction by a preceding vehicle candidate Y direction relative speed selecting unit of the speed ratio command value correcting unit;_1Y6 is a flowchart showing a calculation procedure of the calculation.
FIG. 12 is a map included in a speed ratio command value Y direction correction map section of the speed ratio command value correction section, and is a relative speed ΔV in a preceding vehicle candidate Y direction._1YFIG. 9 is a diagram showing a map for determining a gear ratio command value Y-direction correction value DRATIO_HOSEI_Y based on the above.
FIG. 13 is a block diagram showing a configuration of a gear ratio correction calculating unit of the gear ratio command value correcting unit.
FIG. 14 is a diagram used for describing the effect of the present invention.
[Explanation of symbols]
11 Set switch
12 Accurate switch
13 Coast switch
14 Vehicle speed sensor
15 Inter-vehicle time setting section
16 Inter-vehicle distance sensor
17 Engine sensor
21 Continuously variable transmission controller
22 Engine output controller
30 Leading vehicle follow-up control device
31 Speed command maximum value setting section
32 Inter-vehicle distance control unit
33 Vehicle speed command value determination unit
34 Drive torque command value calculation unit
35 Actual gear ratio calculator
40 Drive torque command value distribution unit
41 Speed ratio command value setting section
42 Engine torque command value calculation unit
50 Gear ratio command value correction unit
51 preceding car candidate selection section
52 preceding vehicle candidate X direction relative speed selector
53 preceding vehicle candidate Y direction relative speed selector
54 Speed ratio command value X direction correction map section
55 preceding vehicle candidate X-direction relative speed change amount calculation unit
56 Speed ratio command value Y direction correction map section
57 Speed ratio command value X direction change amount correction map section
60 Gear ratio correction calculation unit
61,62,63 Multiplier
64 Upper / lower limit filter processing unit
65 Filter processing section

Claims (12)

A speed ratio control device characterized by changing a speed ratio of a host vehicle based on an approaching state between a preceding vehicle candidate and a host vehicle that will become a preceding vehicle in the future. 2. The gear ratio control device according to claim 1, wherein the gear ratio is changed to a lower speed side when a preceding vehicle candidate approaches the host vehicle. 3. The gear ratio control device according to claim 1, wherein the approaching state is a state based on a relative speed in a lateral direction between the host vehicle and the preceding vehicle candidate. 4. 4. The gear ratio control device according to claim 1, wherein the approach state is a state based on an amount of change in a lateral position between the host vehicle and the preceding vehicle candidate. 5. . The gear ratio control device according to any one of claims 1 to 4, wherein the approaching state is a state based on a relative speed in the front-rear direction between the host vehicle and the preceding vehicle candidate. A preceding-vehicle follow-up control device that changes a gear ratio of a host vehicle based on an approaching state between the host vehicle and a preceding vehicle candidate that is to be controlled by traveling control. Target vehicle speed calculation means for calculating a target vehicle speed based on a positional relationship between the host vehicle and a preceding vehicle as a control target,
Vehicle speed control means for controlling the own vehicle speed to match the target vehicle speed calculation means,
Preceding vehicle candidate detecting means for detecting a preceding vehicle candidate that will be the control target;
Approaching state detecting means for detecting an approaching state between the preceding vehicle candidate and the own vehicle detected by the preceding vehicle candidate detecting means,
Speed ratio changing means for changing the speed ratio of the host vehicle based on the approach state detected by the approach state detection means,
A preceding vehicle following control device, comprising: The preceding vehicle following control device according to claim 6 or 7, wherein when the candidate of the preceding vehicle approaches the own vehicle, the speed ratio is changed to a low speed side. The preceding vehicle follow-up control device according to any one of claims 6 to 8, wherein the approaching state is a state based on a relative speed in a lateral direction between the own vehicle and the preceding vehicle candidate. The preceding vehicle following control according to any one of claims 6 to 9, wherein the approaching state is a state based on an amount of change in a lateral position between the host vehicle and the preceding vehicle candidate. apparatus. The preceding vehicle following control device according to any one of claims 6 to 10, wherein the approaching state is a state based on a relative speed between the host vehicle and the preceding vehicle candidate in the front-rear direction. The preceding vehicle following control device according to any one of claims 1 to 11, wherein the traveling control is performed by controlling only the driving device.

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