JP2005285135A - Vehicle control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle control apparatus capable of controlling the action of a present vehicle based upon states of other vehicles near a crossing that the present vehicle may enter. <P>SOLUTION: A vehicle control apparatus which comprises an action control device for controlling the action of a present vehicle and an external information detector for detecting information of other vehicles via detectors loaded on the other vehicles, and in which the action control device is controlled based upon the information detected by the external information detector, includes a crossing information detection means (steps S10-S12) for detecting traveling states of other vehicles that enter a crossing that the present vehicle may enter, using the external information detector, and an action control means (steps S13-S17) for controlling the action control device based upon the traveling states of the other vehicles detected by the crossing information detection means. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention detects information on other vehicles located around the own vehicle by the own vehicle via a detection device mounted on the other vehicle, and controls the behavior of the own vehicle based on the detected information. The present invention relates to a vehicle control apparatus capable of performing the following.

  In general, a vehicle is equipped with a behavior control device such as a prime mover or a transmission, and these behavior control devices are controlled by a driver's operation and based on traveling states detected by various sensors. It may be automatically controlled.

  However, since all of the above controls are executed after encountering a specific road condition, the control of the behavior control device with respect to the road condition can easily be performed later, and drivability may be reduced.

  On the other hand, in recent years, with the development of a navigation system, an invention for controlling the behavior of a vehicle to an intended state by detecting the situation around the host vehicle in advance and controlling the prime mover and the automatic transmission based on the detection result. Has been made.

  An example of such a vehicle control device is described in Patent Document 1. The vehicle control device described in Patent Document 1 includes means for receiving information from another vehicle existing ahead, and traveling information processing means connected to various controllers existing in the host vehicle. .

According to the vehicle control device described above, position information of the preceding vehicle, information on sudden braking, presence information on the slip road surface, and the like are communicated between the own vehicle and other vehicles, and the controller of the own vehicle is based on various information. It will be controlled and will be able to run according to the surrounding conditions such as road conditions.
JP-A-5-266399

  However, in the vehicle control device described in Patent Document 1, a specific state of another vehicle, for example, the state of the other vehicle in the vicinity of an intersection where the own vehicle may enter is not considered. In this state, the relative relationship between the host vehicle and the other vehicle becomes inappropriate, and drivability may be reduced.

  The present invention has been made paying attention to the above technical problem, and it is possible to control the behavior of the own vehicle based on the state of the other vehicle in the vicinity of the intersection where the own vehicle may enter. An object of the present invention is to provide a vehicle control device.

  In order to achieve the above object, the invention according to claim 1 is a behavior control device that controls the behavior of the host vehicle, and external information that detects information on the other vehicle via a detection device mounted on the other vehicle. A vehicle control device that controls the behavior control device based on information detected by the external information detection device, and enters the intersection where the host vehicle enters by the external information detection device. Intersection information detecting means for detecting a traveling state of another vehicle, and behavior control means for controlling the behavior control device based on the traveling state of the other vehicle detected by the intersection information detecting means. This is a vehicle control device.

  According to a second aspect of the present invention, in the first aspect of the invention, the intersection information detecting means includes means for detecting another vehicle traveling on a road different from the own vehicle. It is.

  Further, the invention according to claim 3 is the means according to claim 1 or 2, wherein the intersection information detecting means detects a plurality of other vehicles that may reach the intersection almost simultaneously with the host vehicle as a group. A vehicle control device comprising:

  Still further, the invention according to claim 4 is the invention according to any one of claims 1 to 3, wherein the other vehicle detected by the intersection information detection means is used as the intersection information detection means and the behavior control means of the host vehicle. It further includes mounting detection means for detecting whether or not the corresponding device is mounted and whether or not the device is operating, and the behavior control means controls the behavior based on the detection result by the mounting detection means. A vehicle control apparatus comprising means for controlling the apparatus.

  According to a fifth aspect of the present invention, in the fourth aspect of the present invention, the other vehicle has the device corresponding to the intersection information detecting means and the behavior control means of the host vehicle mounted by the mounting detection means, and the apparatus. When it is detected that the vehicle is operating, it further includes priority determination means for determining which of the host vehicle or the other vehicle is prioritized, and the behavior control means is determined by the priority determination means. The vehicle control device includes means for controlling the behavior control device based on the control.

  According to the first aspect of the present invention, when the traveling state of another vehicle entering the intersection where the own vehicle enters is detected, the behavior of the own vehicle is controlled based on this detection information, and the own vehicle and the other vehicle are Before reaching the intersection, the behavior of the host vehicle can be made to correspond to the traveling state of the other vehicle. Therefore, the distance between the host vehicle and the other vehicle when the host vehicle and the other vehicle reach the intersection can be maintained in an intended state, and drivability can be improved.

  According to the second aspect of the present invention, other vehicles traveling on the same road as the own vehicle that do not need to consider the position and distance from the own vehicle at the intersection are excluded from detection targets. Before another vehicle traveling on a road different from the vehicle reaches the intersection, the behavior of the host vehicle can correspond to the traveling state of the other vehicle, and drivability can be improved.

  Furthermore, according to the invention of claim 3, since a plurality of other vehicles that can reach the intersection almost simultaneously with the host vehicle are regarded as a group and detected, the calculation load of the control device can be reduced. .

  Furthermore, according to the invention of claim 4, whether or not the other vehicle approaching the intersection is equipped with a device corresponding to the intersection information detection means or behavior control means of the own vehicle, and the device operates. Whether or not the vehicle is moving is determined and detected, and the behavior of the host vehicle is controlled based on the detection result. Therefore, for example, when a device corresponding to the intersection information detecting means or behavior control means of the own vehicle is mounted on the other vehicle and the device is operating, the behavior is detected when the own vehicle is detected on the other vehicle side. By controlling the device corresponding to the control means, it is possible to avoid a situation in which both the own vehicle and the other vehicle give way to each other at the intersection and the smooth flow of the vehicle is obstructed.

  And according to invention of Claim 5, the other vehicle which is approaching the intersection is equipped with the apparatus equivalent to the intersection information detection means and behavior control means of the own vehicle, and the apparatus is operating. Is detected, it is determined which of the host vehicle or the other vehicle is prioritized, and the behavior of the host vehicle is controlled based on the determination result. Therefore, when the host vehicle reaches the intersection, it can be avoided that the host vehicle and the other vehicle give way to each other, and the smooth flow of the vehicle can be maintained.

  Next, the present invention will be described more specifically with reference to the drawings. FIG. 7 is a block diagram showing a vehicle system to which the present invention is applied. The vehicle is equipped with an engine 1 as a driving force source, and an automatic transmission 2 is connected to the output side of the engine 1. An operation signal of the accelerator pedal 3 operated by the driver is input to the engine electronic control unit 4.

  The intake pipe 5 of the engine 1 is provided with an electronic throttle valve 7 that is driven by a throttle actuator 6. A control signal is output from the engine electronic control unit 4 to the throttle actuator 6 in accordance with the depression amount of the accelerator pedal 3, and the opening of the electronic throttle valve 7 is controlled in accordance with the control amount. .

  The engine electronic control unit 4 for controlling the engine 1 is composed of a central processing unit (CPU), a storage unit (RAM, ROM), and a microcomputer mainly including an input / output interface.

  In addition to the signal corresponding to the depression amount of the accelerator pedal 3, the engine electronic control unit 4 includes an output signal of the engine speed sensor 8, an output signal of the intake air amount sensor (air flow meter) 9, an intake An output signal of the air temperature sensor 10, an output signal of the throttle opening sensor 11 for detecting the opening of the electronic throttle valve 7, an output signal of the output shaft speed of the automatic transmission 2, in other words, an output signal of the vehicle speed sensor 12 for detecting the vehicle speed, An output signal of the coolant temperature sensor 13, an output signal of the brake switch 14 for detecting on / off of the brake pedal, and the like are input as control data.

  Further, in addition to the control of the throttle actuator 6 described above, the engine electronic control device 4 is configured to output a signal to the fuel injection device 15 and the igniter 16 that changes the ignition timing when the automatic transmission 2 is shifted. Has been. Furthermore, the engine electronic control device 4 also receives signals from a navigation system and cruise control device, which will be described later, and outputs control signals to the throttle actuator 6, the fuel injection device 15, the igniter 16, and the like based on these input signals. Is configured to do.

  On the other hand, the step-variable automatic transmission 2 has a known structure such as a torque converter, a lock-up clutch, a gear transmission mechanism, and a friction engagement device. The hydraulic pressure acting on each friction engagement device and the lockup clutch of the automatic transmission 2 is electrically controlled by a hydraulic pressure control circuit 17. The hydraulic control circuit 17 includes a shift solenoid valve and a linear solenoid valve.

  An automatic transmission electronic control unit 18 is provided for outputting a control signal to each solenoid valve of the hydraulic control circuit 17. Similar to the engine electronic control unit 4, the automatic transmission electronic control unit 18 mainly includes a central processing unit (CPU), a storage unit (RAM, ROM), and an input / output interface. Therefore, the engine electronic control unit 4 and the automatic transmission electronic control unit 18 can be integrated and integrated as necessary.

  This automatic transmission electronic control unit 18 performs a calculation based on input data in accordance with a shift map and calculation formula stored in advance, outputs a control signal based on the calculation result to each solenoid valve, and sets the shift stage. Further, it is configured to execute control of engagement / release of the friction engagement device at the time of shifting, control of engagement / release of the lock-up clutch, control of transient hydraulic pressure at the time of shifting, and the like. Furthermore, the automatic transmission electronic control unit 18 is configured to output a signal for controlling the automatic transmission 2 based on data detected by a navigation system described later.

  The engine electronic control unit 4 and the automatic transmission electronic control unit 18 are connected to each other so that data communication is possible. The automatic transmission electronic control unit 18 includes the accelerator pedal 3 as control data. Operation signal, throttle opening sensor 11 output signal, vehicle speed sensor 12 output signal, cooling water temperature sensor 13 output signal, brake switch 14 output signal, and the like. In addition, the automatic transmission electronic control unit 18 transmits a signal for setting each gear position to the engine electronic control unit 4.

  On the other hand, the brake device 19 is electrically supplied with a brake pedal operated by the driver, a master cylinder for converting the depression force of the brake pedal into hydraulic pressure, a wheel cylinder on which the hydraulic pressure of the master cylinder acts, and hydraulic pressure on the wheel cylinder. A solenoid valve to be controlled, a rotation speed sensor for detecting the rotation speed of each wheel, and the like are included. The brake device 19 has a function of generating a braking force by supplying hydraulic pressure to the wheel cylinder by operating a brake pedal, and a signal transferred from the rotation speed sensor, the automatic transmission electronic control device 18 or the engine electronic control device 4. And a function of supplying hydraulic pressure to the wheel cylinder.

  The cruise control device 20 is for controlling the engine 4 and the automatic transmission 2 to drive the vehicle at a constant speed, and controls vehicle speed setting, release, return, and the like. The signal of the cruise control device 20 is input to the engine electronic control device 4 and the automatic transmission electronic control device 18 so that the opening of the electronic throttle valve 7 is controlled without the accelerator pedal 3 being depressed, and the vehicle speed is automatically adjusted. It can be kept constant. Note that the constant speed traveling control is also released when the accelerator pedal 3, the brake pedal, the shift lever of the automatic transmission 2 and the parking lever are operated during the execution of the constant speed traveling control.

  The suspension device 21 supports the vehicle body and controls the behavior of the vehicle body such as vibration and steering stability. The suspension device 21 is an actuator that controls the damping force of the shock absorber, air spring, and shock absorber, air An actuator that controls the spring constant and damping force of the spring is included. In the suspension device 21, the damping force of the shock absorber, the damping force of the air spring, and the spring constant are controlled by a computer in accordance with the running condition of the vehicle, and the handling stability and the riding comfort are improved.

  Furthermore, the auxiliary equipment 22 includes an air conditioner, a fog lamp, a wiper, a horn, and the like. The steering device 23 that controls the traveling direction of the vehicle includes a steering wheel operated by the driver, a gear box that transmits the rotation of the steering wheel to the steering link mechanism, a vane pump that supplies hydraulic pressure to the gear box, and this hydraulic pressure. An electrically controlled solenoid valve is included. And steering force is controlled according to vehicle speed, and the operativity is improved.

  On the other hand, a navigation system 24 is connected to the electronic control unit 18 for automatic transmission, the brake device 19, the cruise control device 20, the suspension device 21, the auxiliary device 22, and the steering device 23 so that data communication is possible. A signal based on the data detected by 24 is input to the engine electronic control device 4, the automatic transmission electronic control device 18, the brake device 19, the cruise control device 20, the suspension device 21, the auxiliary device 22, and the steering device 23. Thus, the control content of each device can be corrected and changed based on the information detected by the navigation system 24.

  The navigation system 24 includes an electronic control device 25, a player 26, an output device 27, a first information detection device 28, and a second information detection device 29. The player 26, the output device 27, the first information detection device 28, and the second information detection device 29 are controlled by the electronic control device 25.

  The electronic control unit 25 is composed of a central processing unit (CPU), a storage device (RAM, ROM), and a microcomputer mainly including an input / output interface. The player 26 is for reading information stored in an information recording medium such as an optical disk or a magnetic disk, and for performing an input operation of a road on which the vehicle is scheduled to travel and a destination.

  The information recording medium stores information necessary for driving the vehicle, such as maps, place names, roads, main buildings around the road, and specific road conditions such as straight roads, curves, uphills, Downhills, urban areas, mountainous areas, ordinary roads, highways, road signs on each road, traffic regulations, etc. are stored.

  Further, the output device 27 displays information read by the player 26, the planned road to the destination, the road condition of the planned road, the current position of the host vehicle, the presence and position of other vehicles, the presence or absence of obstacles, The output device 27 includes a multi-display, a speaker, a buzzer, a chime, and the like.

  Further, the first information detection device 28 is for detecting the current position of the host vehicle, the road condition, the inter-vehicle distance from other vehicles, and the like by self-contained navigation. The first information detection device 28 includes a direction in which the vehicle travels. A geomagnetic sensor for detecting the steering wheel, a steering sensor for detecting the steering wheel steering angle, a gradient sensor for detecting the gradient of the road, a video camera for detecting the preceding vehicle and detecting a distance between the vehicles, a laser cruise device, a distance sensor, and the like.

  Furthermore, the second information detection unit 29 is for detecting the current position of the host vehicle, road conditions, other vehicles, obstacles, weather, and the like by radio wave navigation. GPS antennas that receive radio waves from satellites, radio waves transmitted from navigation system transmitters as detection devices installed in other vehicles, radio waves transmitted from beacons and sign posts installed on the roadside, An antenna for receiving radio waves from VICS (Vehicle Information & Communication System) and SSVS (Super Smart Vehicle System) is included.

  In addition, as a method of receiving the radio wave transmitted from the transmitter of the navigation system mounted on the other vehicle by the navigation system 24 of the own vehicle, a method of directly receiving from the other vehicle, or indirectly through VICS or SSVS. There is a method to receive automatically.

  The engine 1, the automatic transmission 2, the engine electronic control device 4, the automatic transmission electronic control device 18, the hydraulic control circuit 17, the brake device 19, the cruise control device 20, the suspension device 21, the steering device 23, etc. The navigation system 24 corresponds to the external information detection device of the present invention.

  Next, a specific control example of the present invention will be described. In each control example, in order to detect the traveling state of the other vehicle, the surrounding road conditions, the surrounding weather, the surrounding obstacles, and the like, the various vehicles and the detection device that is substantially the same as the navigation system 24 in each control example. And a transmitter that transmits information detected by various sensors and detection devices to the outside.

(First control example)
If there is another vehicle around the intersection where the host vehicle is scheduled to enter, and the other vehicle enters the same intersection, the host vehicle and the other vehicle reach the intersection almost simultaneously, and the host vehicle and the other vehicle May be too close to each other, or the own vehicle and another vehicle may transfer to each other at an intersection and hinder the smooth flow of the vehicle. The first control example is for solving the above problem.

  A first control example will be described based on the flowchart of FIG. First, the navigation system 24 detects the traveling state of other vehicles existing around the host vehicle, for example, the current location, vehicle speed, acceleration, traveling direction, traveling road information, and the like (step S10). Next, the number N of other vehicles that may reach the nearest intersection on the planned travel route of the host vehicle almost simultaneously with the host vehicle is detected (step S11).

  In this step S11, when a plurality of other vehicles are detected, it is regarded as a group and the calculation load of the electronic control unit 25 is reduced. Other vehicles that are more than a predetermined distance from the intersection, other vehicles that are traveling on the same road as the own vehicle, other vehicles that are traveling in the direction away from the intersection, other vehicles that are stopped, etc. Since it is not necessary to consider the position and distance of the sensor, it is excluded from the detection target.

  Then, the distance, vehicle speed, acceleration, and the like from the N other vehicles detected in step S11 to the intersection are detected, and a scheduled time at which the other vehicle reaches the intersection is calculated (step S12). Further, the distance from the host vehicle to the intersection, the vehicle speed, the acceleration, and the like are detected, and the scheduled time at which the host vehicle reaches the intersection is calculated (step S13).

  Next, based on the calculation results of steps S12 and S13, it is determined whether or not the difference between the scheduled time when the host vehicle reaches the intersection and the scheduled time when the other vehicle reaches the intersection is less than a predetermined value ( Step S14). In this determination, it is also possible to add conditions such as the predicted vehicle speed or the predicted acceleration of the host vehicle or another vehicle near the intersection.

  If the determination in step S14 is negative, the host vehicle and the other vehicle are less likely to approach within a certain distance at the intersection, and the process is returned. That is, when the host vehicle reaches the intersection, the host vehicle can pass through the intersection with a sufficient distance from other vehicles.

  If the determination in step S14 is affirmative, the navigation system 24 of the host vehicle warns the driver of the presence of another vehicle that may approach the host vehicle near the intersection (step S15). This warning is performed by at least one of an image output from the display of the output device 27 and an audio output from the speaker.

  Next, the navigation system 24 determines whether another vehicle approaching the intersection is equipped with a system corresponding to the navigation system or behavior control device of the host vehicle and whether this system is operating. (Step S16). If the above system is installed in another vehicle, if the behavior control device is controlled when the other vehicle detects the own vehicle, both the own vehicle and the other vehicle will give way at the intersection. This is because the smooth vehicle flow may be hindered.

  If an affirmative determination is made in step S16, it is determined which of the own vehicle or the other vehicle is legally prioritized based on the road sign at the intersection ahead and the road traffic law (step S17). If it is determined in step S18 that the host vehicle is prioritized, control is performed such that the automatic transmission 2 of the host vehicle is downshifted and decelerated and slowed down by the engine braking force (step S19). The

  In other words, it is considered that the navigation system determines that the other vehicle is in the non-priority state, and the behavior control device performs control to stop the other vehicle. Since other vehicles may not be able to avoid the host vehicle depending on the situation, the driver of the host vehicle is warned by decelerating and slowing down the host vehicle in advance.

  If it is determined negative in step S16 described above, or if it is determined in step S18 that the host vehicle is not in a priority state, the other vehicle side will respond to the situation where the host vehicle and the other vehicle approach at an intersection. Therefore, there is little possibility that any response will be made, so that the automatic transmission 2 of the own vehicle is downshifted and decelerated by the engine braking force, and behavior control on the own vehicle side is urged (step S20). . In this case, there is a possibility that the other vehicle may approach the other vehicle at the intersection or the other vehicle may not recognize the existence of the own vehicle. Furthermore, since there is a possibility that the host vehicle will enter the intersection based on the prediction that the host vehicle will perform an avoidance operation against the approach, in this step S20, control is performed to cause the horn to ring by the auxiliary device 22 of the host vehicle. It is also possible to notify other vehicles of the existence of the own vehicle.

  If it is determined in step S18 that the host vehicle is not in the priority state, control is performed such that the host vehicle and other vehicles are stopped before the intersection, and the subsequent driving operation is left to the determination of both drivers. It is also possible to perform.

  Thus, according to the first control example, when it is detected that there is another vehicle around the intersection where the host vehicle is scheduled to enter, and that the other vehicle enters the same intersection. The behavior of the host vehicle is controlled in advance before the host vehicle reaches the intersection. Accordingly, when the host vehicle reaches the intersection, the relative position and distance between the host vehicle and the other vehicle can be maintained in an intended state, and the host vehicle and the other vehicle can also avoid having to give way to each other. The smooth flow can be maintained.

(Second control example)
When the host vehicle follows the back of another vehicle and travels, the brake device of the other vehicle operates to decelerate or accelerates by depressing the accelerator pedal, increasing the distance between the host vehicle and the other vehicle. It may become impossible to maintain the state of the period. The second control example is for solving the above problem.

  FIG. 2 is a flowchart showing a second control example. The navigation system 24 detects the traveling state of another vehicle traveling in front of the host vehicle, specifically the operation of the brake device and the operation information of the accelerator pedal. (Step S21). Then, it is determined whether or not the brake device is operating in the other vehicle. If the brake device is operated, it is determined whether or not the brake hydraulic pressure acting on the wheel cylinder of the other vehicle exceeds a predetermined value 1 (step S22). ). In addition to the brake hydraulic pressure, it is also possible to use on / off of a brake pedal switch or a stop lamp switch as a judgment criterion.

  If the determination in step S22 is affirmative, the other vehicle may reach a predetermined deceleration and the distance between the other vehicle and the host vehicle may be reduced, so that the automatic transmission 2 is downshifted. Is performed, the engine braking force is strengthened, the vehicle is decelerated, and the driver of the own vehicle is warned of the deceleration of the other vehicle (step S23).

  Next, it is determined whether or not the brake hydraulic pressure of the other vehicle exceeds a predetermined value 2 (step S24). This predetermined value 2 is set to a value larger than the predetermined value 1. That is, this step S24 is performed in order to reliably determine whether or not the inter-vehicle distance between the host vehicle and the other vehicle can be maintained in the intended state only by the engine braking force by the downshift control performed in step S23. .

  If the determination in step S24 is affirmative, the deceleration due to the engine braking force of the host vehicle is not sufficient, and there is a possibility that the inter-vehicle distance from other vehicles may be reduced. The deceleration of the vehicle is increased (step S25) and the process returns. In addition, when the brake device 19 has already been operated by the driver, control for increasing the brake hydraulic pressure acting on the wheel cylinder is performed. In step S25, the hydraulic pressure acting on the wheel cylinder of the brake device 19 is based on conditions such as the brake hydraulic pressure of the other vehicle, the deceleration of the other vehicle, the deceleration of the own vehicle, and the inter-vehicle distance between the own vehicle and the other vehicle. Controlled.

  On the other hand, if a negative determination is made in step S24, the routine returns because the inter-vehicle distance can be maintained in the intended state by the engine braking force generated by the downshift of the automatic transmission 3.

  Further, when a negative determination is made in step S22 described above, the navigation system 24 determines whether or not the accelerator pedal depression amount and throttle valve opening of the other vehicle exceed a predetermined value 3. (Step S26). If the determination in step S26 is affirmative, there is a possibility that the other vehicle may be accelerated rapidly. Therefore, control for downshifting the automatic transmission 2 of the host vehicle is performed (step S27), and the accelerator pedal 3 It becomes possible to improve the acceleration performance of the vehicle by stepping on the vehicle. Therefore, the follow-up running can be continued while the inter-vehicle distance between the other vehicle and the host vehicle is maintained in an intended state.

  If the negative determination is made in step S26, there is no possibility that the other vehicle will be accelerated rapidly, and if the control state of the behavior control device of the own vehicle is maintained as it is, the inter-vehicle distance between the other vehicle and the own vehicle. Is returned because it is possible to keep the desired state.

  As described above, according to the control example of FIG. 2, when the operation of the brake device of the other vehicle is detected while the own vehicle is following the other vehicle, the automatic transmission of the own vehicle is automatically performed. The downshift control 2 or the brake hydraulic pressure control of the brake device 19 is executed to improve the deceleration performance of the host vehicle.

  On the other hand, when the accelerator pedal of another vehicle is depressed, the automatic transmission 2 is automatically downshift controlled, and the acceleration performance is enhanced by depressing the accelerator pedal 3. Therefore, regardless of whether the other vehicle in front of the host vehicle is decelerating or accelerating, it is possible to automatically continue the follow-up while maintaining the distance between the host vehicle and the other vehicle in an intended state. And drivability is improved.

(Third control example)
When the host vehicle is following the other vehicle and the brake device of the other vehicle operates and decelerates or is accelerated by depressing the accelerator pedal, the distance between the host vehicle and the other vehicle is the expected state. Cannot be maintained. The third control example is for solving the above problem. In the second control example described above, the behavior of the host vehicle is controlled on the basis of the operation of the brake device of the other vehicle or the operation state of the accelerator pedal, whereas in the third control example, the acceleration of the other vehicle is controlled. The difference is that the behavior of the host vehicle is controlled based on the deceleration.

  FIG. 3 is a flowchart showing a third control example. The acceleration and deceleration of the other vehicle, in other words, the vehicle speed is detected by the navigation system 24 (step S31), and the deceleration of the other vehicle exceeds a predetermined value 1. It is determined whether or not (step S32). If the determination in step S32 is affirmative, there is a possibility that the inter-vehicle distance between the other vehicle and the host vehicle may be reduced. Therefore, control for automatically downshifting the automatic transmission 2 is performed, and the engine braking force As a result, the host vehicle decelerates, and the driver of the host vehicle is warned of the deceleration of the other vehicle. (Step S33).

  Next, it is determined whether or not the deceleration of the other vehicle exceeds a predetermined value 2 (step S34). This predetermined value 2 is set to a value larger than the predetermined value 1. That is, this step S34 is performed in order to reliably determine whether or not the inter-vehicle distance between the host vehicle and the other vehicle can be maintained in the intended state only by the engine braking force by the downshift control performed in step S33. .

  If the determination in step S34 is affirmative, the deceleration due to the engine braking force of the host vehicle is not sufficient, and the inter-vehicle distance from another vehicle may be further reduced, so that the brake device 19 is controlled. Thus, the deceleration of the host vehicle is increased (step S35), and the process returns. In addition, when the brake device 19 has already been operated by the driver, control for increasing the brake hydraulic pressure acting on the wheel cylinder is performed.

  On the other hand, if a negative determination is made in step S34, the routine returns because the desired inter-vehicle distance can be maintained by the engine braking force generated by the downshift of the automatic transmission 3.

  Further, when a negative determination is made in step S32 described above, the navigation system 24 determines whether or not the acceleration of the other vehicle exceeds a predetermined value 3 (step S36). If the determination in step S36 is affirmative, there is a possibility that the inter-vehicle distance between the other vehicle and the own vehicle may increase beyond a predetermined value, so that the automatic transmission 2 of the own vehicle is automatically downshifted. In step S37, if the accelerator pedal 3 of the host vehicle is depressed, the acceleration performance of the host vehicle is enhanced. For this reason, it is possible to continue the follow-up running while maintaining the inter-vehicle distance between the other vehicle and the host vehicle in an intended state.

  If a negative determination is made in step S36, there is no possibility that the other vehicle will be accelerated rapidly, and the inter-vehicle distance between the other vehicle and the own vehicle is maintained by maintaining the control state of the behavior control device of the own vehicle. Since it is possible to keep the expected state, it is returned as it is.

  As described above, according to the control example of FIG. 3, when a predetermined deceleration is detected in the other vehicle while the own vehicle is following the other vehicle, the automatic transmission of the own vehicle is automatically performed. The downshift control 2 or the brake hydraulic pressure control of the brake device 19 is executed to improve the deceleration performance of the host vehicle.

  On the other hand, when an acceleration exceeding a predetermined value is detected in another vehicle, the automatic transmission 2 is automatically downshift controlled to improve acceleration performance. Therefore, regardless of whether the other vehicle in front of the host vehicle is decelerating or accelerating, it is possible to automatically continue the follow-up while maintaining the distance between the host vehicle and the other vehicle in an intended state. It becomes possible and drivability improves.

(Fourth embodiment)
When the vehicle is traveling on the road, if there is a place with a low coefficient of friction due to freezing of the road surface, snow accumulation, etc., the wheels may slip and the steering stability may be reduced. On the other hand, in the case of a vehicle having an ABS (anti-lock brake system) function, when traveling on a low friction coefficient road, a braking force based on a difference in rotational speed of each wheel is applied to each wheel, and the wheel slips. Therefore, it is relatively easy to maintain steering stability.

  However, since the ABS function does not work until the vehicle actually reaches the low friction coefficient road and the wheel slips to some extent, it has not been possible to perform control to prevent the slip itself. The fourth embodiment is for solving the above problem.

  FIG. 4 is a flowchart showing a fourth control example. Information on the friction coefficient μ of the road surface detected by the other vehicle is detected by the navigation system 24 (step S41), and the detected friction coefficient μ is less than the predetermined value α. It is determined whether or not there is (step S42). If a negative determination is made in step S42, the process returns because there is little possibility of wheel slippage with the driving force of the host vehicle.

  If the determination in step S42 is affirmative, if the vehicle travels with the driving force of the host vehicle maintained, wheel slip may occur on the front low friction coefficient road, so the vehicle speed of the host vehicle is predetermined. It is determined whether it is less than the value β (step S43).

  If the determination in step S43 is affirmative, it is prohibited to downshift the gear position of the automatic transmission 2 to the first speed when the host vehicle travels on a low friction coefficient road, and the host vehicle is low. When the vehicle stops on the friction coefficient road, control is performed to set the gear position of the automatic transmission 2 to the second speed at the next start (step S44), and the process returns.

  If the determination in step S43 is negative, the automatic transmission 2 is downshifted to control deceleration before the host vehicle reaches the low friction coefficient road (step S45), and the process returns. .

  As described above, according to the fourth control example, the automatic transmission 2 of the host vehicle is automatically controlled based on the information on the low friction coefficient road detected by the other vehicle, The vehicle speed is suppressed as much as possible. Therefore, before the host vehicle reaches the low friction coefficient road, the driving force of the host vehicle is suppressed as much as possible to prevent the wheels from slipping, and the steering stability is improved. Further, when the vehicle starts from a state where the vehicle stops on a low friction coefficient road, the driving force is controlled as much as possible to prevent the wheels from slipping, and the steering stability is improved.

(Fifth control example)
While the vehicle is running, steering stability and visibility ahead are greatly affected by the weather. In other words, the road surface gets wet and the wheels easily slip when it rains, and the front windshield gets wet and the front visibility decreases. In addition, when fog occurs, not only the visibility of the surroundings of the own vehicle is lowered, but the own vehicle is also difficult to be recognized by other vehicles and pedestrians existing around the own vehicle. , Pedestrians and obstacles may be too close.

  Furthermore, when a gust is generated while the vehicle is traveling and this gust is blown against the side of the vehicle, a turning moment is generated in the vehicle by the wind pressure. Thus, in any case, the steering stability, visibility, or drivability may be reduced. In particular, when the vehicle is traveling in a tunnel, the weather at the exit side of the tunnel cannot be predicted, and thus the above problem becomes more prominent. The fifth control example is for solving the above problem.

  FIG. 5 is a flowchart showing a fifth control example. This control example is based on the premise that the other vehicle includes a sensor for detecting raindrops and a yaw rate sensor for detecting vehicle behavior due to crosswind. First, weather information detected by another vehicle traveling in front of the host vehicle is detected by the navigation system 24 (step S51).

  Here, the target other vehicle is located at a location where a predetermined time is required for the vehicle traveling at a predetermined distance from the vehicle positioned in the immediate vicinity of the other vehicle or the host vehicle to arrive. It is desirable to target the vehicles that are present. The reason is that weather information ahead of the planned travel route that cannot be confirmed from the travel position of the host vehicle is obtained.

  If the determination in step S52 is affirmative, the automatic transmission 2 is automatically downshift controlled in advance because the road surface is wet, the friction coefficient is low, and the windshield may get wet. Deceleration is promoted, and the wiper of the auxiliary device 22 is operated (step S53), and the process returns. Therefore, wheel slippage is prevented and steering stability is maintained, and the windshield water is removed and visibility is maintained, making it easy to recognize other vehicles, pedestrians and obstacles in the vicinity. Become.

  If a negative determination is made in step S52, it is determined whether or not fog has occurred around the other vehicle (step S54). If the determination in step S54 is positive, The automatic transmission 2 is automatically downshift controlled to promote deceleration, and the fog lamp of the auxiliary device 22 is turned on (step S55), and the process returns. Therefore, it becomes easy to recognize other vehicles, pedestrians, and obstacles around the host vehicle, and the distance and relative position with these objects can be maintained in an intended state.

  Further, if a negative determination is made in step S54, it is determined whether or not the other vehicle is receiving a gust of wind (step S56). If a positive determination is made in step S56, the automatic transmission is determined in advance. 2 is automatically downshift controlled to promote deceleration, and the damping force of the shock absorber of the suspension device 21 or the damping force and spring constant of the air spring is increased, in other words, the control to make it hardware is performed (step S57). ), Returned. Therefore, when the host vehicle receives a crosswind, it is possible to suppress a turning moment from being generated in the vehicle due to the wind pressure, thereby improving steering stability and drivability.

  Note that the control contents of steps S53, S55, and S57 do not need to be executed immediately when the weather is detected, and each control is executed after the host vehicle reaches a predetermined position with respect to the detected weather. This is effective. In this control example, the steering force of the steering handle of the steering device 23 can be controlled.

  Thus, according to the fifth control example, since the navigation system 24 detects the weather information detected by the other vehicle traveling in front of the host vehicle, the weather that cannot be recognized at the traveling position of the host vehicle is detected. It can be detected in advance, and the behavior control device of the host vehicle can be controlled based on the weather information. Accordingly, the behavior of the host vehicle can be set to match the weather before the host vehicle encounters the local weather, and the steering stability, visibility, and drivability of the host vehicle can be improved. In particular, it is more effective for improving the handling stability and drivability at tunnel exits and sudden changes in weather in mountainous areas.

(Sixth control example)
When the other vehicle reaches a winding road or a low friction coefficient road while the own vehicle is following the other vehicle, the behavior is controlled after the own vehicle reaches each road condition. Then, a difference arises in the behavior of the other vehicle and the own vehicle, and there is a possibility that the inter-vehicle distance between the own vehicle and the other vehicle cannot be maintained in an intended state. The sixth control example has been made to solve this problem.

  FIG. 6 is a flowchart showing a sixth control example. First, road information detected by another vehicle is detected by the navigation system 24 (step S61). Then, it is determined whether or not the control for prohibiting the fourth speed of the automatic transmission is performed in the other vehicle (step S62). If the determination in step S62 is affirmative, the other vehicle has approached the winding road. Since there is a possibility, control for automatically prohibiting the fourth speed of the automatic transmission 2 and urging deceleration is performed (step S63), and the process returns.

  Further, when a negative determination is made in step S62, it is determined whether or not the control for prohibiting the first speed of the automatic transmission is being performed in the other vehicle (step S64). If the determination in step S64 is affirmative, there is a possibility that a low friction coefficient road exists ahead, so the first speed of the automatic transmission 2 is automatically prohibited and the driving force of the vehicle is reduced. Control to suppress is performed (step S65), and the process returns. If a negative determination is made in step S64, the process returns as it is.

  As described above, according to the sixth control example, the navigation system 24 can detect the road information detected by the other vehicle traveling in front of the host vehicle and the behavior control content of the other vehicle in advance. Is possible. Therefore, the behavior control performed by the other vehicle by neural network control or fuzzy control is received before the own vehicle reaches the place where the road condition changes, and the behavior of the own vehicle is almost the same as the control content of the other vehicle. Therefore, drivability is improved.

  The first to sixth control examples can be performed in combination with a plurality of control examples. Further, in the fourth control example, the fifth control example, and the sixth control example, any vehicle other than the nearest other vehicle can be targeted as long as the vehicle is located in front of the planned travel route of the host vehicle. Then, based on the occurrence time of the detected information, if the own vehicle's behavior control device is controlled when the own vehicle reaches the road condition, substantially the same effect can be obtained.

  Further, in each of the above control examples, since the configuration in which the information detected by the other vehicle is received by the own vehicle is adopted, information that cannot be detected by the system installed in the own vehicle, for example, the friction coefficient And the conditions for controlling the behavior control device of the host vehicle are expanded, and more appropriate behavior control becomes possible. Furthermore, since the third control example detects the acceleration / deceleration of the other vehicle and controls the behavior control device of the own vehicle based on the detection result, the laser cruise that can detect the acceleration / deceleration of the other vehicle at a minimum. Yes, if you have equipped.

  The present invention is also applicable to a vehicle equipped with an automatic transmission having a known continuously variable transmission mechanism. The present invention is also applicable to an electric vehicle equipped with an electric motor instead of an engine, or a hybrid vehicle equipped with an electric motor and an engine. When an electric motor is used, the driving force is reduced by the regenerative braking force of the electric motor. When an electric motor is used, the output torque can be increased or decreased by controlling the current supplied to the electric motor.

It is a flowchart which shows the 1st example of control of this invention. It is a flowchart which shows the 2nd control example of this invention. It is a flowchart which shows the 3rd control example of this invention. It is a flowchart which shows the 4th control example of this invention. It is a flowchart which shows the 5th example of control of this invention. It is a flowchart which shows the 6th control example of this invention. 1 is a block diagram showing a vehicle system to which the present invention is applied.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Automatic transmission, 3 ... Accelerator pedal, 4 ... Electronic control device for engines, 17 ... Hydraulic control circuit, 18 ... Electronic control device for automatic transmissions, 19 ... Brake device, 20 ... Cruise control device, 21 ... Suspension device 23 ... Steering device 24 ... Navigation system

Claims (5)

Information provided by a behavior control device that controls the behavior of the host vehicle and an external information detection device that detects information of another vehicle via a detection device mounted on the other vehicle. In the vehicle control device in which the behavior control device is controlled based on
Intersection information detecting means for detecting a traveling state of another vehicle entering the intersection where the host vehicle enters by the external information detecting device, and the behavior based on the traveling state of the other vehicle detected by the intersection information detecting means. A vehicle control device comprising behavior control means for controlling the control device.   The vehicle control device according to claim 1, wherein the intersection information detection means includes means for detecting another vehicle traveling on a road different from the own vehicle.   The vehicle control according to claim 1, wherein the intersection information detection unit includes a unit that detects a plurality of other vehicles that may reach the intersection almost simultaneously with the host vehicle as a group. apparatus. Whether or not the other vehicle detected by the intersection information detection means is equipped with devices corresponding to the intersection information detection means and the behavior control means of the host vehicle, and whether or not the device is operating. It further comprises mounting detection means for detecting,
4. The vehicle control device according to claim 1, wherein the behavior control unit includes a unit that controls the behavior control device based on a detection result of the mounting detection unit. 5. When the other vehicle mounts a device corresponding to the intersection information detection unit and the behavior control unit of the host vehicle and detects that the device is operating by the mounting detection unit, the host vehicle Or a priority determination means for determining which of the other vehicles has priority,
5. The vehicle control apparatus according to claim 4, wherein the behavior control means includes means for controlling the behavior control apparatus based on a determination result by the priority determination means.

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