JP2006285731A - Control device of automobile system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To improve fuel economy while fitting into a feeling of a driver without damaging driveability in controlling a speed of an automobile of a hybrid vehicle on the basis of road information. <P>SOLUTION: This control device of the automobile system comprises: an internal combustion engine 12; a motor/generator 15 for performing regenerative braking; a means 1 for detecting the road information around one's own vehicle; and a vehicle speed control means 5 for determining a target speed on the basis of the detected road information and controlling the speed of the vehicle. The vehicle speed control means 5 is provided with a normal mode 6 for controlling the speed of the vehicle on the basis of control characteristics suiting a driver's taste, and an economy mode 7 for controlling the speed of the vehicle so as to effectively recover regenerative energy by the motor/generator depending on a charged state of a battery. The normal mode 6 and economy mode 7 are switched by manual operation of the driver. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to vehicle speed control means such as a constant speed traveling control device (hereinafter referred to as CC) and an inter-vehicle distance control type constant speed traveling control device (hereinafter referred to as ACC), and regenerative control of a hybrid vehicle. More particularly, the present invention relates to a control device that can detect road information on which a vehicle travels and use them as control information.

  Conventionally, by detecting road information around the vehicle and electronically controlling the driving state of the vehicle based on the information, the driver's driving operation is supported and the amount of driving operation is reduced. Regardless, a vehicle control method has been proposed that enables safe driving, and further improves fuel efficiency and reduces exhaust gas.

  For example, a constant speed traveling control device (cruise control, cruise control, CC) that controls the driving force so as to maintain the set speed set by the driver, or a vehicle that travels in front of the host vehicle (hereinafter referred to as a preceding vehicle). An inter-vehicle distance control type constant speed traveling control device (Adaptive Cruise Control, Adaptive Cruise Control, ACC) that appropriately maintains the inter-vehicle distance between the vehicle and the host vehicle has been developed.

  Furthermore, in addition to the above-described CC and ACC, an apparatus for assisting the driver based on road information ahead of the own vehicle course included in the map information of the automobile navigation system for guiding the driving route of the automobile is disclosed. Yes. Specifically, in the vehicle speed control means disclosed in Patent Document 1, the reference speed is stored in advance in the map information of the navigation system, and the ACC function is used so that the actual vehicle speed of the automobile matches the reference speed. To control the driving force.

  Further, in the vehicle control device disclosed in Patent Document 2, a downhill road ahead of the own vehicle path is detected from the navigation system, and the power generation efficiency of the generator that performs regenerative braking is detected on other road conditions on the downhill road. It will be larger than the case.

Japanese Patent Application Laid-Open No. 9-287797 JP 2000-217203 A

  In the prior art described in Patent Document 1, a reference speed is stored in advance in the map information of the navigation system, and speed control is performed so that the actual vehicle speed of the automobile matches the reference speed. However, in this method, the travel speed pattern is uniquely determined, and it is difficult to satisfy everyone's preference. Therefore, there is a need for an automobile system control device that allows a driver to select a mode in consideration of the driver's preference as in the present invention.

  Further, in the prior art described in Patent Document 2, the downhill road ahead of the host vehicle course is detected from the navigation system, and the power generation efficiency of the generator that performs regenerative braking on the downhill road is higher than when other road conditions are detected. This is to increase the power generation efficiency and to improve the regeneration efficiency compared to the case where the power generation efficiency is kept constant. However, it is normal that the conditions of the traveling road change in various ways, and there are many situations where braking is required other than downhill roads. For example, when entering a curve, near a fork road on a highway or near a toll booth, when following a preceding vehicle while using the ACC function, or when interrupting when following a preceding vehicle. Even in such a case, it is necessary to grasp the above situation in advance using the map information of the navigation system, the camera, etc., and to control the speed of the automobile.

  In view of the above-mentioned problems of the prior art, the object of the present invention is that the driver feels uncomfortable when the vehicle speed control is performed by acquiring road information ahead of the vehicle using a navigation system, camera, radar, or the like. The purpose is to improve the fuel efficiency of the hybrid vehicle without giving a sense of anxiety.

  The object is to set a target speed of the vehicle according to at least the road shape, and to change any of the parameters of the torque of the internal combustion engine, the generated torque or regenerative torque of the motor / generator, and the braking torque of the braking device In the control apparatus for an automobile system having vehicle speed control means for controlling the speed of the vehicle by the normal speed mode, the vehicle speed control means controls the speed of the vehicle based on a preset acceleration / deceleration characteristic, and An economy mode for controlling the speed of the vehicle so that the generated torque or regenerative torque of the motor / generator is larger than that in the normal mode, and switching between the normal mode and the economy mode according to the state of the vehicle A vehicle system characterized by having mode switching means for performing It is solved by the control device.

  Preferably, the vehicle speed control means, when the economy mode is selected by the mode switching means, the motor according to a charge amount of a battery for storing electric power generated by regenerative braking of the motor / generator. Any control device for an automobile system that changes the regenerative torque of the generator may be used.

  Preferably, the vehicle speed control means controls the speed of the vehicle based on a target deceleration calculated from the regenerative torque of the motor / generator when the economy mode is selected by the mode switching means. The control device of the automobile system characterized by the above may be used.

  Preferably, the mode switching unit may be a control device for an automobile system that performs switching between the normal mode and the economy mode by a driver's manual operation.

  According to the present invention, in a hybrid vehicle having an ACC function, the energy balance when traveling on the road is optimized based on the road shape of the planned travel route ahead of the host vehicle obtained from detailed road information. The target speed is calculated by controlling the internal combustion engine and the motor / generator to control the speed of the automobile. As a result, the fuel consumption is improved, and the speed of the vehicle is automatically controlled without the driver's accelerator operation or brake operation.

  In addition, by making it possible to select a mode that takes into account the driver's preference, a control device for an automobile system capable of running control that matches the driver's feeling without giving the driver a sense of incongruity or anxiety is realized. can do.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 1 denotes own vehicle position detection means for detecting the position of the own vehicle, 2 denotes map information acquisition means for acquiring map information including road attribute information and road structure information, and 3 denotes an output of the own vehicle position detection means 1. The road information detecting means detects the road information in the vicinity of the own vehicle and in the course direction by the map information acquiring means 2 based on the above. Reference numeral 4 denotes traveling environment recognition means for recognizing the traveling environment in the vicinity of the vehicle and in the course direction based on the output of the road information detecting means 3 and environment recognition using a camera, a radar, or the like. 5 is a vehicle speed control means for controlling the speed of the host vehicle, 6 is a normal mode for controlling the speed of the host vehicle based on pre-stored control characteristics, and 7 is a host vehicle based on the regenerative output of the motor / generator 15. Economy mode for controlling the speed of the vehicle, and 8 is a mode switching means for switching between the normal mode and the economy mode. 9 is a mode input means for the driver to manually switch between the normal mode and the economy mode, 10 is a vehicle speed detecting means 10 for detecting the speed of the host vehicle, and 11 is an internal combustion engine 12 based on the output of the vehicle speed control means 5. The vehicle has means for calculating the braking / driving force distributed to the braking device 13, the inverter 14, the transmission 18, etc., and actually distributing the braking / driving force. 12 is an internal combustion engine that generates power by burning fuel inside the engine, 13 is a braking device that controls the braking force of the automobile by mechanical frictional force, and 14 is a motor that controls input / output current and its frequency An inverter 15 is a motor / generator for performing regenerative braking. Reference numeral 16 denotes a battery for storing electric power generated by regenerative braking of the motor / generator, 17 denotes battery state detection means for detecting the charge state of the battery 16, and 18 denotes a transmission such as an automatic transmission or a manual transmission.

  The vehicle position detection means 1 includes a detection method using an artificial satellite such as GPS (Global Positioning System) and a method of detecting the vehicle position by communication with an infrastructure or the like.

  Although the map information acquisition means 2 may have a map database in itself, there may be a storage means for storing separate map information. The storage medium is a computer-readable CD-ROM, DVD, hard disk, or the like. Further, the map data may be mounted on the vehicle as a database in the storage medium, but may be implemented in such a manner that it is obtained from the information center by communication.

  For example, a car navigation system that informs the occupant of the route to the destination can be used as the road information detection means 3 that combines the vehicle position detection means 1 and the map information acquisition means 2.

  When the vehicle position information is detected by the vehicle position detection means 1 in the road information detection means 3, map information corresponding to the vehicle position information is acquired by the map information acquisition means 2. That is, road information within a predetermined distance in the vicinity of the host vehicle and in the course direction is acquired and output to the traveling environment recognition unit 4.

  The driving environment recognition means 4 performs driving control of the vehicle from the road information detected by the environment recognition device such as a camera, a radar, etc., and road information within a predetermined distance in the vicinity of the vehicle and in the course direction output from the road information detection means 3. After extracting and organizing necessary information, the information is output in a format suitable for the vehicle speed control means 5. The road information to be acquired includes, for example, weather (sunny weather, rainfall, snowfall, fog, etc. and its degree), visibility, and road surface conditions including past history in sections that may affect the progress of the vehicle. Natural conditions such as (coefficient of friction of road surface), temperature, and humidity. Also, information on curve roads and slope roads (curve radius, curve road crossing gradient, slope inclination angle, etc.), regulation speed, speed regulation implementation information (due to construction, accidents, etc.), and traffic jam information. In addition, the presence of toll booths, presence / absence of branch / junction channels, season, time, etc., information on their positions (start and end positions or section length depending on the type of information), leading vehicles obtained from cameras and radar It consists of information such as distance between vehicles and relative speed.

  The normal mode 6 changes parameters representing the driving state of the vehicle, for example, acceleration, deceleration, acceleration start position, deceleration start position, speed in the curve, etc., which are acceleration / deceleration characteristics, It can be adapted to your preference. The economy mode 7 monitors the charge amount of the battery 16 detected by the battery state detection means 17, and sets the parameter indicating the driving state of the automobile so as to efficiently recover the regenerative energy by the motor / generator 15. Change to improve fuel economy.

  For example, the mode input means 9 can be configured to select a mode desired by the driver (normal mode 6 or economy mode 7) by an input device such as a button, a switch, or a panel. Based on this input result, the mode switching means 8 switches between the normal mode 6 and the economy mode 7.

  The vehicle speed control means 5 outputs the outputs of the traveling environment recognition means 4, the vehicle speed detection means 10 and the inverter 14 according to the control characteristics of either the normal mode 6 or the economy mode 7 selected by the mode switching means 8. Is calculated and output to the vehicle 11.

  The vehicle 11 has means for distributing braking / driving force to each of the internal combustion engine 12, the braking device 13, the motor / generator 15, and the transmission 18 to control the speed of the automobile, and further includes mode input means 9 and vehicle speed detection means. 10 is included.

  The road information detecting means 3, the traveling environment recognizing means 4, and the vehicle speed control means 5 are each composed of, for example, an in-vehicle arithmetic processing device, but two or more of them can be configured as one arithmetic processing device.

  The internal combustion engine 12 includes, for example, a gasoline engine, a diesel engine, and the like, and an engine control unit that controls them. However, since the details of the internal combustion engine 12 are not the essence of the present invention, the internal combustion engine 12 is representative of the above-described configuration.

  The braking device 13 is a device that controls the braking force of the automobile by mechanical frictional force, and includes, for example, a hydraulic brake, an electric brake, and a brake control unit that controls these.

  The motor / generator 15 is a permanent magnet type three-phase synchronous motor / generator as an example, and generates a torque when energized, and generates an electromotive force when the rotor is rotated by an external force. Yes.

  The inverter 14 is provided to control the current supplied to the motor / generator 15 or output from the motor / generator 15 and its frequency, and the battery 16 is connected to the motor / generator 15 via the inverter 14. Has been. The vehicle 11 includes control means for controlling the inverter 14 and the battery 16 to control driving and regeneration of the motor / generator 15.

  The transmission 18 is a device that appropriately changes the ratio between the input rotational speed and the output rotational speed. For example, a stepped manual transmission or automatic transmission, or a continuous belt-type continuous transmission or toroidal system. It consists of a transmission without permission and a transmission control unit for controlling them.

  The basic procedure of the process in the control apparatus for the automobile system of the present invention will be described with reference to FIG. First, in S101, the road information detecting means 1 detects the road information in the vicinity of the own vehicle and in the course direction, and in S102, the surroundings necessary for driving control of the vehicle based on the road information detected in S101 by the driving environment recognition means 4 Extract information. In S103, the mode selected by the mode switching means 8 is acquired, and in S104, the current speed Vo of the host vehicle is detected by the vehicle speed detecting means 10.

  Next, in S105, the target speed Vt at a predetermined position ahead of the course is calculated based on the vehicle surrounding information acquired in S102 and the mode acquired in S103, and in S106, the vehicle speed control means 5 performs S104 and S105. The current speed Vo calculated and detected in each step is compared with the target speed Vt to determine whether deceleration is necessary. If the target speed Vt is smaller than the current speed Vo in S106, that is, if a positive determination is made that Vt <Vo, a deceleration process is performed in S200 described later. On the other hand, if a negative determination is made, this process is temporarily terminated because deceleration is not necessary. The series of processes from S101 to S106 is a process common to the normal mode 6 and the economy mode 7, and is repeatedly performed at a predetermined interval.

  Next, a method for calculating the target speed Vt will be described below with a specific example. Basically, the regulated speed of the currently traveling road is set as the target speed Vt.

When a curved road is detected in front of the course and the radius of curvature of the curved road is acquired as the vehicle periphery information, a target speed at which the vehicle can safely pass the curved road is calculated. As an example of a specific calculation method, when the curvature radius R of the curved road is acquired as the vehicle surrounding information, it is conceivable that the result calculated by the equation (1) is set as the target speed Vt.
Vt = (GLt · R) ^1/2 (1)
Here, GLt in Equation (1) is a lateral acceleration that works in a direction perpendicular to the traveling direction of the host vehicle when traveling on the curved road, and the optimum lateral acceleration that can safely pass through the curved road. It is assumed that a value is set in advance.

  When a branch road is detected in front of the course and the radius of curvature of the branch road, the regulated speed, etc. are acquired as the vehicle periphery information, the smaller of the target speed and the regulated speed obtained by equation (1) is used. The target speed Vt can be considered.

  When a combined flow path is detected in front of the course and a restriction speed or the like of the combined flow path is acquired as the vehicle surrounding information, it is conceivable that the restriction speed is set to the target speed Vt.

  When a toll booth is detected in front of the route, the type of toll booth, lane information, etc. are acquired as the surrounding information of the own vehicle, and the own vehicle enters an ETC (Electronic Toll Collection System) lane, It is conceivable that the speed limit of the ETC lane is the target speed Vt. In addition, when a toll booth is detected in front of the route, the type of toll booth or lane information is acquired as the surrounding information of the vehicle, and the vehicle enters a general lane and requires a stop at the toll booth. It is conceivable that the target speed Vt is zero.

  If an intersection is detected in front of the course and the shape and type of the intersection, the presence or absence of traffic lights, etc. are acquired as the surrounding information of the vehicle, depending on the situation, for example, if it is an intersection that requires a temporary stop, the stop line The target speed Vt at zero may be set to zero. Further, when making a right or left turn at an intersection, it is conceivable that the speed at which the vehicle can travel safely is set as the target speed Vt.

  If a railroad crossing or a temporary stop line is detected in front of the course, and the distance to the position to be stopped is acquired as the vehicle periphery information, the target speed Vt at the position to be stopped may be set to zero. It is done. In addition, it is conceivable that the target speed Vt is similarly set to zero when information that requires a stop other than the railroad crossing or the temporary stop line is acquired.

  When the regulated speed change position is detected in front of the course and the regulated speed before and after the regulated speed change position is acquired as the vehicle surrounding information, the regulated speed after the change may be set as the target speed Vt.

  When a speed regulation execution section is detected in front of the course and a regulation speed, a section length, or the like in the speed regulation implementation section is acquired as the vehicle periphery information, the regulation speed may be set as the target speed Vt.

  When a traffic jam is detected in front of the route and the position and speed of the last vehicle in the traffic jam, the distance between the own vehicle and the last vehicle, etc. are acquired as the vehicle surrounding information, the speed of the last vehicle in the traffic jam is set as the target speed Vt. It is possible to do. At this time, the distance from the traffic jam end vehicle is set to a predetermined value.

  When a preceding vehicle is detected in front of the course and the speed of the preceding vehicle or the distance between the preceding vehicle and the own vehicle is acquired as the surrounding information of the own vehicle, that is, when the ACC function is used, The target speed Vt is calculated so that the inter-vehicle distance becomes a predetermined value that is considered safe for traveling. Since this calculation method is known as an ACC function, details are omitted. Also, since the calculation method of the target speed Vt when the preceding vehicle b has interrupted between the preceding vehicle a and the host vehicle when following the preceding vehicle a is also known as the ACC function, details are omitted.

  Next, the deceleration process of the present invention will be described with reference to FIGS. FIG. 4 shows that when the vehicle is traveling at a speed Vo, there is a section (hereinafter referred to as a speed limit section) that can safely pass at a speed Vt ahead of the vehicle by a predetermined value. It is a figure showing the speed change, the change of braking force, and the change of battery charge amount when a control apparatus is applied. In FIG. 4, the horizontal axis represents time T when the current time is 0, and the vertical axis represents the traveling speed V, braking force P, and battery charge amount C of the host vehicle.

  In this case, the vehicle speed control means 5 determines the target deceleration At and the deceleration start position Xs based on the current speed Vo, the target speed Vt, the current battery charge amount Co, and the mode, as will be described later. When the host vehicle reaches the position Xs, the internal combustion engine 12 is braked so as to start deceleration at the target deceleration At and control the speed of the host vehicle so that the target speed Vt is reached at the start point of the speed limit section. Commands are output to the device 13, the motor / generator 15, and the transmission 18. In FIG. 4, two types of examples, economy mode (indicated by a solid line) and normal mode (indicated by a broken line), are given. The time required to reach the start point of the speed limit section is represented by Tc and economy mode. The time required to reach the deceleration start position is Ta, and the time required to reach the normal mode deceleration start position is Tb.

  An example of the deceleration process for realizing the operation of FIG. 4 is shown in the flowchart of FIG. FIG. 3 shows details of the deceleration processing S200 of FIG. The flow of processing in the economy mode in FIG. 3 is S201⇒S203⇒S204⇒S206⇒S207 or S201⇒S203⇒S204⇒S206⇒S207⇒S209. The flow of processing in the normal mode is S201⇒S205⇒S206⇒S207, or S201⇒S205⇒S206⇒S207⇒S210.

First, in S201, a speed difference Vd between the current speed Vo detected in S104 and the target speed Vt obtained in S105 is calculated by the following equation (2).
Vd = Vo−Vt (2)
Next, in S202, it is determined whether or not the current mode is the economy mode 7. If a positive determination is made here, the process proceeds to S203, where the current charge amount Co of the battery 16 is detected, and the target deceleration Ate is calculated in S204. On the other hand, if a negative determination is made (in this example, the normal mode 6), the process proceeds to S205, and the target deceleration Atn is calculated.

  The calculation method of Ate is shown below. First, assuming that the rotational speed when the power generation efficiency at the time of regeneration of the motor / generator 15 shows the highest value is Nm, the regeneration torque Rm of the motor / generator 15 at that time can be obtained from the specifications of the motor / generator 15. . Further, if the regenerative torque of the motor / generator 15 is Rm, the braking force Pm acting on the vehicle at that time can be obtained at the same time. Therefore, in order to efficiently recover the regenerative energy from the motor / generator 15, the target deceleration Ate is determined so that the braking force is within Pm, and the desired braking force is realized only by the motor / generator 15.

  However, if the minimum value Atmin is set in advance for the target deceleration Ate and the deceleration of Atmin cannot be satisfied by the braking force of Pm due to a steep downhill or the like, the braking force of Pm or more is applied to the motor generator 15 or the braking force. This is realized by the device 13 or the like. Since Atn is in the normal mode, the deceleration start position and the deceleration are set in advance to the driver's preference, and the deceleration is set as the target deceleration Atn.

  Note that Pn in FIG. 4 is a braking force required in the normal mode, a region A is a region in which the regenerative energy of the motor / generator 15 can be efficiently recovered, and a region B is regenerative energy in the regenerative braking only of the motor / generator 15. This represents an area that cannot be collected.

  In S206, the deceleration start position Xs is calculated. The deceleration start position Xs is set to a position away from the start position of the speed limit section (hereinafter referred to as the deceleration end position Xt) by the distance traveled while decelerating from the current speed Vo to the target speed Vt at the target deceleration At. To do.

  Subsequently, in S207, it is determined whether or not the vehicle has reached the deceleration start position Xs. If a negative determination is made here, this processing is temporarily terminated. On the other hand, if an affirmative determination is made, the process proceeds to S208 to determine whether or not the current mode is the economy mode 7. If an affirmative determination is made here, the process proceeds to S209, where deceleration of the vehicle is started at the target deceleration Ate. On the other hand, if a negative determination is made, the process proceeds to S210, and deceleration of the vehicle is started at the target deceleration Atn.

  The target deceleration Ate in the economy mode does not have to be a constant value, and can be set according to the driver's preference within a range where the braking force does not exceed Pm. For example, the change in deceleration near the start of deceleration or near the end of deceleration is smoothed to reduce the impact at the change position.

  Here, the situation where the above deceleration processing is performed will be described. FIG. 5 shows a case where there is a curved road ahead of the course. The host vehicle K is at the position Xo, a curved road is detected in front of the course, the target speed Vt on the curved road is compared with the current speed Vo, and deceleration processing is started when Vo> Vt is established. Specifically, if the deceleration end position Xt is set near the entrance of the curve road (the position of Xt can be changed, the same applies hereinafter), the deceleration start position Xs can be obtained by the process of S206. And if the own vehicle K reaches | attains the deceleration start position Xs, the deceleration of a vehicle will be started by the process of S209 or S210. Thereafter, when the host vehicle K reaches the deceleration end position Xt, the speed of the host vehicle K changes to the target speed Vt.

  FIG. 6 shows a case in which there is a restriction speed change position or a speed restriction execution section in front of the course, and the same situation can be considered in both cases, so that only one drawing is shown. Also in this case, if Vo> Vt is satisfied, the deceleration process is performed as in FIG. Note that the deceleration end position Xt is set near the change position of the restriction speed or the start position of the speed restriction execution section.

  FIG. 7 shows a case where a branch road exists in front of the course and the own vehicle K enters the branch road from the main line. Also in this case, if Vo> Vt is satisfied, the deceleration process is performed as in FIG. The deceleration end position Xt is determined and set based on the shape of the branch path. For example, when the vicinity of the entrance to the branch road can be determined in the same way as the curved road, the same processing as in FIG. 5 is performed, and when the regulation speed is provided in the branch road, the same processing as in FIG. It is only necessary to give priority to the smaller one of the target speeds Vt.

  FIG. 8 shows a case where there is a toll gate ahead and enters the ETC lane and the general lane according to route 1 and route 2, respectively. In the case of the route 1 entering the ETC lane, if the speed limit of the ETC lane is the target speed Vt1 and Vo> Vt1 is established, the deceleration process is performed as in FIG. The deceleration end position Xt1 is set near the entrance of the ETC lane. Further, in the case of the route 2 entering the general lane, it is necessary to temporarily stop at the toll gate of the general lane, so the target speed Vt2 is set to zero and the deceleration process is performed in the same manner as in FIG. The deceleration end position Xt2 is set to a position inside the toll gate, although it depends on the toll gate configuration.

FIG. 9 shows a case where an intersection exists in front of the course. As an example, the following conditions (a) to (c) will be described as a representative example when entering a crossroad.
(A) When stopping at the temporary stop line before the intersection There is a traffic light installed at the intersection, the signal color of the traffic light is red, and it is necessary to stop at the temporary stop line before the intersection. At this time, the target speed Vt is set to zero, the deceleration end position Xt is set near the temporary stop line before the intersection, and deceleration processing is performed in the same manner as in FIG.
(B) When turning left and right at the intersection When turning left, the target speed Vt is set to a speed at which the vehicle can turn sufficiently (slowing speed, etc.), and the deceleration end position Xt is set near the temporary stop line before the intersection. Similarly, deceleration processing is performed. Further, when making a right turn, when there is a vehicle that obstructs the course of the host vehicle such as an oncoming vehicle, the target speed Vt is set to zero, and the deceleration end position Xt is set to a predetermined position such as in an intersection. Deceleration processing is performed in the same manner as. In other cases, the deceleration process is performed in the same manner as when making a left turn.
(C) When stopping at the temporary stop line before the intersection without traffic lights When there is no traffic light at the intersection and there is a stop sign, and it is necessary to stop at the temporary stop line before the intersection, ) Decelerate as in the case of

  Various types and situations can be considered at the above intersections, and the necessity for deceleration is determined according to the situation and appropriate deceleration processing is performed each time.

  The situation in which deceleration is performed and the processing thereof have been described with reference to FIGS. In addition, when there is a level crossing in front of the course, when there is a temporary stop line, when there is a pedestrian crossing, when there is an obstacle such as a parked or parked vehicle or a pedestrian, There are many cases where deceleration is required according to the situation, such as when it exists. Also at these times, it is necessary to determine the necessity of deceleration and perform appropriate deceleration processing.

  As described above, when the own vehicle decelerates without the driver's brake operation according to the situation in the direction of the own vehicle, the charge amount of the battery 16 is effectively reduced in the economy mode as shown in FIG. Since it can be raised from Ce to Ce, fuel efficiency is improved. Also, in either economy mode or normal mode, the deceleration start position, deceleration, etc. can be changed according to the driver's preference, thus realizing driving control that matches the driver's feeling. Can do.

  Further, if the Vd calculated by the expression (2) and the braking force Pm in FIG. 4 are known, it is possible to estimate the change in the charge amount of the battery 16, so that the battery 16 is sufficiently charged. In other words, the regenerative braking by the motor / generator 15 is not performed, but the braking by the braking device 13 or the like can be performed to prevent the battery 16 from being overcharged.

  As mentioned above, although one Embodiment of this invention was described, you may implement this invention in the various aspects as shown below.

  For example, in the configuration of the above-described embodiment, a configuration such as an electric vehicle in which the vehicle is driven only by the motor / generator 15 that does not include the internal combustion engine 12 may be employed. Even in this case, energy can be used efficiently by controlling the speed of the vehicle based on the regenerative output of the motor / generator.

  In the above-described embodiment, the driver selects from two modes of the normal mode and the economy mode. However, a mode that shows a characteristic intermediate between the two modes may be newly added. Furthermore, a mode in which the mode showing the intermediate characteristics is shifted to either the normal mode or the economy mode may be added, and various patterns and numbers of modes can be considered. In the above description, the normal mode and the economy mode have been described. However, the naming method is not limited to this. For example, the normal mode may be the normal mode and the economy mode may be the fuel saving mode. Can be considered.

  In the configuration of the embodiment, the normal mode does not consider the state of charge of the battery 16. However, if the state of charge of the battery 16 becomes insufficient, a configuration may be adopted in which the vehicle 16 transitions to the economy mode even while traveling in the normal mode.

  As described above, the present invention can be implemented in various modes without departing from the spirit of the present invention.

The block diagram which shows the control apparatus of the motor vehicle system which makes one Embodiment of this invention. The flowchart which shows the process of the control apparatus of the motor vehicle system of this invention. The flowchart of the deceleration process which implement | achieves the deceleration method of this invention. The characteristic view which shows the speed change at the time of deceleration. Explanatory drawing which shows an example of the deceleration process in a curve entrance. Explanatory drawing which shows an example of the deceleration process in the change position of a regulation speed, or a speed regulation implementation area. Explanatory drawing which shows an example of the deceleration process in a fork road. Explanatory drawing which shows an example of the deceleration process in a toll booth. Explanatory drawing which shows an example of the deceleration process in an intersection.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 ... Own vehicle position detection means, 2 ... Map information acquisition means, 3 ... Road information detection means, 4 ... Driving environment recognition means, 5 ... Vehicle speed control means, 6 ... Normal mode, 7 ... Economy mode, 8 ... Mode switching Means 9 ... Mode input means 10 ... Vehicle speed detecting means 11 ... Vehicle 12 ... Internal combustion engine 13 ... Braking device 14 ... Inverter 15 ... Motor / generator 16 ... Battery 17 ... Battery state detecting means 18 …transmission.

Claims (4)

By setting a target speed of the vehicle according to at least the road shape, and changing any of the parameters of the torque of the internal combustion engine, the generated or regenerated torque of the motor / generator, and the braking torque of the braking device, In a control device for an automobile system having vehicle speed control means for controlling speed,
The vehicle speed control means is configured so that a normal mode for controlling the speed of the vehicle based on preset acceleration / deceleration characteristics, and a generated torque or a regenerative torque of the motor / generator is larger than that in the normal mode. An automobile system control device comprising: an economy mode for controlling the speed of the vehicle; and mode switching means for switching between the normal mode and the economy mode according to the state of the vehicle. The control apparatus for an automobile system according to claim 1,
When the economy mode is selected by the mode switching means, the vehicle speed control means is configured to control the motor / generator according to a charge amount of a battery for storing electric power generated by regenerative braking of the motor / generator. A control device for an automobile system, characterized by changing a regenerative torque. In the control device of the automobile system according to claim 1 or 2,
The vehicle speed control means controls the speed of the vehicle based on a target deceleration calculated from the regenerative torque of the motor / generator when the economy mode is selected by the mode switching means. Control device for automobile system. In the control apparatus of the motor vehicle system as described in any one of Claims 1-3,
The control device for an automobile system, wherein the mode switching means switches between the normal mode and the economy mode by a driver's manual operation.

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