JP2006282136A - Control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a vehicle which reduces at least uncomfortable feeling imposed on a driver at consecutive corners. <P>SOLUTION: This is a control device for a vehicle which conducts traveling auxiliary control in accordance with target speeds to be achieved when the vehicle enters corners. In addition, the target speeds are different at each corner depending on at least the radii of curvature of the corners. When corners having the same turning direction continue and differences among target speeds at the corners are within a prescribed range, the control device carries out the traveling auxiliary control based on a new target speed which is obtained by the integration of the target speeds. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a technical field in which travel assistance control such as alarm output is performed so that two or more corners can appropriately pass through a continuous corner.

  As a background technology in this field, a passing vehicle speed (target speed) that can pass through a curve (corner) is estimated, and if the current vehicle speed is higher than the target speed, a technology that decelerates to the target speed using the section before the corner. Is known (see, for example, Patent Document 1).

Further, when a plurality of corners are continuous, an appropriate speed (target speed) is obtained at each corner, the vehicle is decelerated to the minimum target speed, and the vehicle speed decelerated to the target speed is determined as the target speed. A technique for maintaining a corner that is a target of speed is known (for example, see Patent Document 2).
JP 11-2222055 A JP 2002-367098 A

  However, the technique according to Patent Document 1 described above is controlled based on a target speed for a single corner, and no special consideration is given to a continuous corner where the corner is continuous. There is an inadequate aspect of auxiliary control.

  On the other hand, although the technology according to Patent Document 2 described above is considered for continuous corners, deceleration control is performed based on the minimum target speed among the target speeds for each corner of the continuous corner, Since the minimum target speed is realized and maintained from the corner before the target of the minimum target speed, there is an insufficient aspect that the feeling of deceleration is large and the driver is likely to feel uncomfortable.

  Accordingly, an object of the present invention is to realize a driving assistance control capable of at least reducing the uncomfortable feeling given to the driver in a continuous corner.

In order to solve the above-described problem, according to one aspect of the present invention, there is provided a vehicle control device that performs driving assistance control according to a target speed that should be realized when entering a corner,
The target speed is a value that varies from corner to corner depending on at least the radius of curvature of the corner,
When corners in the same turning direction are continuous, if the difference in target speed for each corner is within a predetermined range, the driving assistance control is performed based on the new target speed derived by integrating the target speeds. A vehicular control device is provided.

According to another aspect of the present invention, there is provided a vehicle control device that performs travel assist control in accordance with a target speed that should be realized when entering a corner,
The target speed is a value that varies from corner to corner depending on at least the radius of curvature of the corner,
In a continuous corner in which two or more corners are continuous, if the target speed related to the preceding corner is larger than the target speed related to the far corner, the degree of deceleration allowed during traveling at the preceding corner is determined as a normal corner. A vehicular control device is provided that is larger than the degree of deceleration allowed during traveling.

  According to the present invention, in the continuous corner, there is an effect that it is possible to at least reduce a sense of discomfort given to the driver.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  FIG. 1 is a system configuration diagram showing an embodiment of a vehicle control apparatus according to the present invention. The vehicle control device of this embodiment includes an integrated manager 10. The integrated manager 10 is configured as a microcomputer including a CPU, a ROM, a RAM, and the like that are connected to each other via a bus (not shown), like a normal ECU (electronic control unit).

  As described in detail below, the integrated manager 10 grasps a corner approaching forward in the vehicle traveling direction based on corner information (described later) stored in the map database 20 so that the corner can be safely passed. The control device controls the vehicle by issuing control instructions to various control target devices as necessary.

  The devices to be controlled include not only devices that control the movement of the vehicle such as brakes, engines and transmissions, but also devices that can function as alarm devices such as displays and audio. Therefore, the control instructions transmitted from the integrated manager 10 to these devices to be controlled include an acceleration / deceleration instruction for the motion control device and an alarm output instruction for an alarm device for prompting the driver to perform a deceleration operation.

  In addition to the control device described above, various electronic components in the vehicle (various sensors such as a vehicle speed sensor and various ECUs) are connected to the integrated manager 10 through an appropriate bus such as a CAN (controller area network). The In particular, a navigation ECU 20 that realizes the main functions of the navigation device is connected to the integrated manager 10 of the present embodiment. The navigation ECU 20 is composed of a microcomputer and includes a CPU, a ROM, a RAM, an I / O, and the like.

  The navigation ECU 20 includes a map database 22 that stores map data on a recording medium such as a hard disk, a display device such as a liquid crystal display that outputs map display and route guidance display by video, a touch panel that serves as a user interface, and the like. An operation input unit or the like is connected.

  The navigation ECU 20 includes a vehicle position detection means 28. The own vehicle position detection means 28 includes various sensors such as a GPS (Global Positioning System) receiver, a beacon receiver, an FM multiplex receiver, a vehicle speed sensor, and a gyro sensor. For example, in the case of a GPS receiver, a satellite signal output from a GPS satellite may be received via a GPS antenna, and the current vehicle position may be measured by, for example, carrier phase phase positioning based on the phase integration value of the received satellite signal. .

  The map database 22 stores map data. In the map data, as usual, the coordinate information of each node corresponding to the junction / branch point of the intersection / highway, link information connecting adjacent nodes, road width information corresponding to each link In addition, road types such as national roads, prefectural roads, and highways corresponding to each link, traffic regulation information of each link, traffic regulation information between each link, and the like are included.

  The map database 22 of the present embodiment further includes corner information as information regarding the shape of the corner.

FIG. 2 is an explanatory view showing a typical corner. As shown in FIG. 2, the corner includes an entrance-side clothoid section X _C having a shape of a clothoid curve (relaxation curve), a constant curvature section X _F , and an exit-side clothoid section X _C. Note that straight section X _S is connected to the clothoid segment X _C of the clothoid segment X _C and outlet sides of the inlet side shown in FIG.

Curve information, as shown in FIG. 2, the starting point and end of each clothoid segment X _C (coordinate values), the start point and end point of each fixed curvature segment X _F, the radius of curvature R [m of the fixed curvature segment X _F ], Kant alpha [%], the turning angle theta [rad], including the section length _L F [m] or a kind of segment length _L C [m] and the fixed curvature segment _{X F} of the clothoid segment _{X C.} Such corner information is generated for each corner for a plurality of corners and stored in the map database 22.

Here, such corner information is not included in the map data of a general navigation apparatus. Typically, a corner is managed as a set of point information. For such map data, said corner information from these points information (radius of curvature R and the section length L _F, L _C, etc.) are pre-calculated and generated, and they are stored in the map database 22 as the corner information Also good.

  Alternatively, the corner information may be derived using detailed measured data instead of or in addition to the map data of a general navigation device, or obtained when the corner is actually traveled. It may be derived inversely based on the obtained lateral acceleration data (sensor output). Specifically, in the former case, curvature information may be derived from various available construction drawings, or from aerial photographs, shape point sequences are scored on the center line of the road, and the corresponding dot data is analyzed. Thus, curvature information may be derived.

  In the case where the corner information is added / updated later in the map database 22, the map database 22 is preferably constituted by a recordable recording medium such as a hard disk.

  Based on the above configuration, several embodiments in which the characteristic configuration of the present invention is embodied will be described below.

  FIG. 3 is an explanatory diagram illustrating a continuous corner to which the first embodiment is applied. In the example shown in FIG. 3, there is a continuous corner where two corners continue in front of the current vehicle position in the traveling direction, and the centers of curvature of these corners are on the same side (that is, the same turning direction). Is the corner).

  FIG. 4 is a flowchart illustrating main processes realized by the navigation ECU 20 and the integration manager 10 according to the first embodiment.

  First, as step 100, the navigation ECU 20 detects a continuous corner ahead in the vehicle traveling direction based on the current position of the vehicle and the map data.

  In the subsequent step 110, the navigation ECU 20 retrieves corner information relating to the detected continuous corner from the map database 22, and transmits the extracted corner information to the integrated manager 10.

  In subsequent step 120, the integrated manager 10 determines whether or not the continuous corner detected in step 100 includes corners having the same turning direction based on the corner information from the navigation ECU 20. When the continuous corner includes corners having the same turning direction, the process proceeds to step 130. When corners having the same turning direction are not continuous, a normal process (for example, the process of step 170 performed via step 160 described later) is executed and the process ends.

In step 130, integration manager 10, based on the curve information, a section length of the clothoid segment X _C between turning direction same two corners to determine whether or not a predetermined distance alpha [m] less. If the section length of the clothoid segment X _C is smaller than the predetermined distance alpha, the process proceeds to step 140, otherwise proceed to Step 160.

  In step 140, the target speed Vtg [m / s] related to each corner in the same turning direction is compared, and it is determined whether or not the absolute value of the difference is smaller than a predetermined value ΔV. That is, for example, when two corners having the same turning direction are consecutive, it is determined whether or not the target speeds Vtg1 and Vtg2 for each corner satisfy | Vtg1−Vtg2 | <ΔV.

  Here, the target speed Vtg is a target speed (target turning speed) at the time of entering the corner (at the time of cornering) determined from the lateral acceleration (turning lateral acceleration) generated in the vehicle at the time of cornering. This is the upper limit value of the turning speed range that does not exceed the allowable acceleration limit value.

For example, the target speed Vtg according to one corner, with a radius of curvature R and Kant alpha of the fixed curvature segment _{X F} relating to the corner, on the basis of ^{Gy = Vtg 2 / R + α} · g / 100 the relationship, Vtg = { R (Gy−α · g / 100)} ^{1/2, where} g is gravitational acceleration. Gy [m / s ² ] may be an upper limit value of allowable lateral acceleration (turning lateral acceleration) during cornering (turning). The allowable lateral acceleration Gy is a design value that is appropriately set according to the difference in traveling performance and the like that differs for each vehicle type, but may be a variable value, and is corrected downward for a user who places importance on safety, for example. May be. The target speed Vtg may be generated in advance for each corner. In this case, the target speed Vtg of each corner may be stored in an accessible memory of the integration manager 10, or the integration manager 10 may store the above-described target speed Vtg. It may be provided as part of the corner information at step 110.

  In this step 140, if the difference (absolute value) of the target speed Vtg related to each corner in the same turning direction is smaller than the predetermined value ΔV, the process proceeds to step 150. Otherwise, the process proceeds to step 160.

In step 150, each corner having the same turning direction determined in step 120 is regarded as one corner, and one target speed Vtg ′ is newly set for each corner having the same turning direction. That is, in this embodiment, although on data in the map database 22 is a 2 or more corners, including between the clothoid segment X _C, etc., have the same turning direction, and the difference of target speed Vtg according to each Two or more corners having a small value are treated as one corner as a whole. Therefore, a common target speed Vtg ′ is newly set for the two or more corners.

  The new target speed Vtg ′ may be an average value (= (Vtg1 + Vtg2) / 2) of the target speeds Vtg1 and Vtg2 related to each corner.

  On the other hand, in step 160, each corner is treated as a separate corner as usual. That is, as usual, a different target speed Vtg is set for each corner.

In step 170, the integrated manager 10 performs predetermined traveling assistance control based on the target speed Vtg (Vtg ′) set as described above. For example, the integrated manager 10 calculates the deceleration required to enter the first corner of the continuous corner at the target speed Vtg based on the traveling mode of the vehicle up to the present time. Specifically, integration manager 10, and the current vehicle speed V0 [m / s], to be decelerated to a target speed Vtg the first corner of the entrance point of the continuous corner (start point of the fixed curvature segment X _F) A necessary deceleration Gr [m / s ² ] is calculated. In this calculation, it may be assumed that the current vehicle speed V0 is simply maintained, or a subsequent acceleration / deceleration mode that can be estimated based on the vehicle speed history up to the present time may be added. At this time, affect the slope information to acceleration and deceleration of the vehicle, i.e. the slope information in the clothoid segment X _C and a straight section X _S of the fixed curvature segment X _F before may be considered. And the integrated manager 10 performs driving assistance control as needed based on the required deceleration Gr calculated | required in this way. The travel assist control may be a travel assist control such as various alarms for prompting deceleration or intervention braking. In this case, for example, when the necessary deceleration Gr becomes a predetermined value or more (that is, a deceleration exceeding a predetermined reference is performed). Various alarms and / or interventional braking may be performed (when needed). The present invention is not particularly limited by the details of the driving assistance control such as warning or intervention braking, and can be applied to any appropriate driving assistance control.

Incidentally, when the vehicle passes the first corner entrance point of the continuous corner, acceleration and deceleration limits are adapted to the first to exit the corner (to the end point of the fixed curvature segment X _F) the vehicle speed is substantially maintained . Therefore, thereafter, the vehicle passes through the corner so that the vehicle speed at the corner entry point is substantially maintained unless there is a pedal operation for acceleration / deceleration by the user. The reason why the vehicle speed is maintained during the turn is that a change in the vehicle speed during the turn (that is, acceleration / deceleration) may impair the stability of the vehicle. However, acceleration near the corner exit may be allowed.

  As described above, according to this embodiment, the common target speed Vtg ′ is set to two or more consecutive corners having the same turning direction as described above and having a small difference in target speed Vtg. Since it is set, it is possible to realize driving assistance control that does not cause a sudden change in deceleration and does not give a sense of incompatibility.

  FIG. 5 is a flowchart illustrating main processes realized by the navigation ECU 20 and the integration manager 10 according to the second embodiment. Referring to FIG. 4, the same processes as those in the first embodiment described above are denoted by the same step numbers and description thereof is omitted.

  Unlike the first embodiment, the second embodiment can be applied regardless of whether or not the continuous corner includes the same corner in the turning direction continuously. Therefore, the determination process in step 120 in FIG. 4 is omitted. .

In Example 2, at step 130, similarly to Example 1, the section length of the clothoid segment X _C between corners is determined that the predetermined distance alpha [m] less than the step 140 ', in front of the continuous corner It is determined whether or not the target speed Vtg1 of the corner on the side is larger than the target speed Vtg2 of the corner at the back. That is, it is determined whether or not Vtg2 <Vtg1 is satisfied. If the target speed Vtg1 of the front corner is larger than the target speed Vtg2 of the back corner, the process proceeds to step 150 ′, and if not, the process proceeds to step 160.

In step 150 ', the corner of the front side is regarded as the clothoid segment X _C. As a result, as described below, deceleration is permitted at the front corner.

In step 170, the integrated manager 10 performs predetermined driving assistance control based on the target speed Vtg set as described above. However, in this embodiment, the front corner is regarded as the clothoid section X _C and a part of the decelerable section with respect to the back corner. Therefore, the integrated manager 10 is set exclusively for the back corner. Based on the target speed Vtg2, the travel assist control is performed. Specifically, integration manager 10, the current vehicle speed and V0 [m / s], to be decelerated to a target speed Vtg2 at the inlet point of the inner corner of the continuous corner (start point of the fixed curvature segment X _F) A necessary deceleration Gr [m / s ² ] is calculated, and travel assist control is performed as necessary. At this time, the front corner is incorporated as a part of a decelerable section, that is, a section from the current vehicle position to the back corner entrance point.

  Therefore, in this step 170, traveling assist control such as a deceleration instruction and intervention deceleration control can be performed as necessary even during the front corner traveling. In addition, in the configuration in which the automatic speed adjustment is performed so as to maintain a constant vehicle speed during cornering, a change in the deceleration direction is allowed. For example, when the driver releases the accelerator pedal, the engine brake (in the case of an electric vehicle, regeneration is performed). (Including brake). Alternatively, in the configuration in which the deceleration generated in the accelerator-off state is more limited than during corner traveling, the deceleration limitation may be relaxed or prohibited during corner traveling on the near side (for example, during other corner traveling) It is also possible to make a strong engine brake work).

  As described above, according to the present embodiment, when the target speed Vtg1 of the front corner is larger than the target speed Vtg2 of the rear corner, the deceleration restriction during the corner traveling on the front side is relaxed. By using the front corner as the deceleration zone, it is possible to realize the driving assistance control without a sense of incongruity provided when entering the rear corner.

  In step 170, the deceleration allowed at the front corner may be variable depending on the radius of curvature of the front corner. For example, the deceleration allowed in the front corner may be larger as the curvature radius of the front corner is larger.

  The preferred embodiments of the present invention have been described in detail above. However, the present invention is not limited to the above-described embodiments, and various modifications and substitutions can be made to the above-described embodiments without departing from the scope of the present invention. Can be added.

For example, in each of the above-described embodiments, various comparisons (see step 140 and step 140 ′) are performed based on the target speed, but various comparisons may be performed based on the curvature radius. For example, for the first embodiment, when the absolute value of the difference between the radii of curvature of two consecutive corners is small, these two corners may be treated as one corner as described above. Also, for Example 2, the difference in the radius of curvature of each of the two consecutive corners is compared, and when the near side is larger than the far side, the near side corner, as described above, It may be used as a deceleration zone (clothoid zone X _C ) for the corner of

  Further, in the above-described second embodiment, the front corner is used as a deceleration zone on condition that the target speed Vtg1 of the front corner is larger than the target speed Vtg2 of the rear corner. Conditions may be added. For example, the target speed Vtg1 of the front corner is a gentle corner greater than a predetermined value, or the deceleration required to realize the target speed Vtg2 of the rear corner is the target speed Vtg1 of the front corner. It may be added as another condition that the value exceeds the allowable limit when is not used as a deceleration zone.

In the above description, it defines a corner entrance point and the start point of the fixed curvature segment X _F, but defines the front and deceleration possible section, defines a corner entrance point and the start point of the fixed curvature segment X _F, Alternatively, it is also possible to define a corner entrance point to the predetermined point in the fixed curvature segment X _F.

1 is a system configuration diagram showing an embodiment of a vehicle control device according to the present invention. It is explanatory drawing of a corner. It is explanatory drawing which shows the continuous corner to which Example 1 is applied. 3 is a flowchart illustrating main processing realized by the navigation ECU 20 and the integration manager 10 according to the first embodiment. 7 is a flowchart illustrating main processing realized by a navigation ECU 20 and an integration manager 10 according to a second embodiment.

Explanation of symbols

10 Integrated manager 20 Navigation ECU
22 Map database 28 Own vehicle position detection means

Claims (2)

A vehicle control device that performs driving assist control according to a target speed to be realized when entering a corner,
The target speed is a value that varies from corner to corner depending on at least the radius of curvature of the corner,
When corners in the same turning direction are continuous, if the difference in target speed for each corner is within a predetermined range, the driving assistance control is performed based on the new target speed derived by integrating the target speeds. A control device for a vehicle, characterized in that: A vehicle control device that performs driving assist control according to a target speed to be realized when entering a corner,
The target speed is a value that varies from corner to corner depending on at least the radius of curvature of the corner,
In a continuous corner in which two or more corners are continuous, if the target speed related to the preceding corner is larger than the target speed related to the far corner, the degree of deceleration allowed during traveling at the preceding corner is determined as a normal corner. A vehicular control device characterized in that it is greater than the degree of deceleration allowed during travel.

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