JP2006347531A - In-vehicle terminal equipment, traveling control system for automobile and method for controlling automobile - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To change traveling characteristics according to the taste of an operator by a simple method in a system for controlling the traveling of an automobile according to a road shape. <P>SOLUTION: An in-vehicle terminal 10 of an automobile is provided with a user interface 11 for recognizing a traveling environment ahead of an own vehicle according to map information or the like, and for identifying characteristics of an operator. Also, the in-vehicle terminal is configured to switch a first traveling(ACC) mode for controlling an engine, a transmission and a brake or the like according to a control parameter calculated according to the traveling environment and a second traveling(manual) mode for controlling the engine, the transmission and the brake or the like according to the operation of the operator. In the second traveling mode, a plurality of status parameters showing vehicle statuses are learnt and stored when permitted by a user. In the first traveling mode, the control parameter is corrected according to the identified characteristics of the operator and the stored status parameters when permitted by the user. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an in-vehicle terminal device, an automobile travel control system, and an automobile control method, and in particular, an automobile that controls at least one of an engine, a transmission, and a brake by a control parameter calculated according to a traveling environment ahead. This relates to the travel control of the vehicle.

  In Patent Document 1, a road shape (for example, a curved road) is extracted from map information of the navigation system, a target speed is set according to the road characteristics of the curved road, and the speed is lowered before entering the curved road. A system that realizes safe driving is described.

  However, in the above system, it is difficult to set the target speed set according to the road characteristics for everyone. For this reason, Patent Document 2 describes a method of learning driving characteristics and belongings of a driver under specific road conditions and feeding back to driving characteristics. Further, in the above publication, in consideration of the preferences of a plurality of drivers, a method for recognizing a specific driver from the driver's belongings such as an IC card, a dedicated key, a license, a clock with an oscillator, etc. A method for recognizing a specific driver based on a person's weight, body shape, face, voice, and seat position has been proposed.

Japanese Patent Laid-Open No. 04-236699 JP 05-58200 A

  However, in the driver recognition method described in Patent Document 2, there is a case where the driver cannot be specified due to sharing of belongings. In addition, IC cards, licenses, and watches with transmitters require tie-ups with card companies, license centers, and watch manufacturers, and enormous man-hours are required to construct new business models. Furthermore, in order to reliably recognize the weight, body shape, face, voice, etc. of the driver, a corresponding recognition sensor is required, resulting in an increase in system cost. In addition, the seat position changes depending on the driver's fatigue and surrounding environmental conditions, so there is a high possibility that a specific driver cannot be recognized.

  A first object of the present invention is to realize an automobile travel control system that changes travel characteristics so as to match the driver's intention.

  A second object of the present invention is to realize an automobile travel control system that changes the travel characteristics so as to match the driver's intention, in a low-cost and simple manner.

  In a preferred embodiment of the present invention, at least one of an engine, a transmission, and a brake is recognized based on control parameters calculated according to the traveling environment by recognizing the traveling environment ahead according to information such as roads input from the outside. A first traveling mode for controlling one, a second traveling mode for controlling at least one of the engine, the transmission, and the brake in accordance with a driver's operation, and a plurality of vehicle control states in the second traveling mode. At least one of the control parameters is stored (learned), and the control parameter in the first driving mode is corrected in accordance with the stored control parameter (reflecting the learning result). And enabling / disabling control state storage and / or learning correction.

  In a preferred embodiment of the present invention, the first driving mode control, the second driving mode control, the control state storage, and the learning correction are executed by the driving control device of the automobile, and the driving environment recognition and switching between valid / invalid are performed. Is executed in an in-vehicle terminal device.

  Furthermore, in a preferred embodiment of the present invention, user registration for registering a plurality of users is possible, and switching between valid / invalid is made to operate in response to the driver inputting user information. And

  According to a preferred embodiment of the present invention, when correcting (reflecting) the control parameter of the first traveling mode according to the control parameter stored (learned) corresponding to the driver, the storage and / or correction is performed. This can be executed according to the driver's intention.

  Other objects and features of the present invention will become apparent from the description of the embodiments described below.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram of an automobile travel control system according to an embodiment of the present invention.

  First, the configuration and processing contents of the in-vehicle terminal device 10 will be described.

  The in-vehicle terminal device 10 includes a user interface 11 and a curve curvature calculation unit 12, and the following processing contents are programmed in a computer (not shown) of the in-vehicle terminal device 10 and are repeatedly executed at a predetermined cycle.

  The user interface 11 calculates user information in accordance with a signal input by a driver's operation, and the calculated user information is output to the travel control device 20 using a communication means such as an in-vehicle LAN (Local Area Network). The Further, the curve curvature calculation unit 12 is arranged in front of the vehicle according to a signal of the vehicle position output from a GPS (Global Positioning System) receiver mounted on the vehicle and a map DB (Data Base). A curve is detected and the radius of curvature of the detected curve is calculated. The calculated curvature radius is output to the travel control device 20 using communication means such as an in-vehicle LAN.

  Next, the configuration and processing contents of the travel control device 20 will be described.

  The travel control device 20 includes a travel mode switching unit 21, a speed control unit 22, a target gear position calculation unit 23, a required torque calculation unit 24, a brake pressure calculation unit 25, a transmission control unit 26, an engine control unit 27, and a brake control unit. 28, the state storage means 29, and the contents of the processing shown below are programmed in a computer (not shown) of the travel control device 20 and are repeatedly executed at a predetermined cycle.

  The traveling mode switching means 21 is a first traveling mode that controls the speed of the host vehicle, and a second traveling that controls at least one of the engine, the transmission, and the brake in accordance with a signal generated by a driver's operation. Has a function to switch modes. In general, the first driving mode is called ACC (Adaptive Cruise Control), which is a conventional CC (Cruise) that controls the speed of the vehicle according to a target speed set by the driver. This is a system in which a function for controlling the inter-vehicle distance from the preceding vehicle is added to Control (speed control). The traveling mode switching means 21 performs switching between the first traveling mode and the second traveling mode in accordance with a signal from the ACC switch 30 operated by the driver.

  The speed control means 22 calculates the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK according to the set vehicle speed 31 set by the driver, the curvature radius calculated by the curve curvature calculation unit 12 and the vehicle speed. When the first travel mode is selected by the travel mode switching means 21, the transmission is configured so as to realize the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK calculated by the speed control means 22. The transmission, engine, and brake are controlled by the control means 26, the engine control means 27, and the brake control means 28.

  The target gear position calculation unit 23 calculates the target gear position TGP according to the accelerator pedal depression amount and the vehicle speed. The required torque calculator 24 calculates a target engine torque TTENG according to the accelerator pedal depression amount and the engine speed. The brake pressure calculation unit 25 calculates the target brake pressure 25 according to the brake depression force. When the second travel mode is selected by the travel mode switching means 21, the target gear position TGP calculated by the target gear position calculation unit 23, the target engine torque TTENG calculated by the required torque calculation unit 24, The transmission, engine, and brake are controlled by the transmission control means 26, the engine control means 27, and the brake control means 28 so as to realize the target brake pressure TPBRK calculated by the brake pressure calculation unit 25. That is, the second travel mode is a mode in which control according to a signal generated by a driver's operation (accelerator, brake operation) is performed and the driver's intention is faithfully reflected.

  The state storage means 29 includes a travel mode selected by the travel mode switching means 21, a curve curvature radius calculated by the curve curvature calculation unit 12, user information output from the user interface 11, and a current detected from a sensor (not shown). A speed learning value is calculated according to a parameter such as a vehicle speed. The detailed processing contents of the state storage unit 29 will be described later.

  Next, a control method when the first travel mode is selected will be described with reference to FIG.

  FIG. 2 is a schematic diagram in the case where the vehicle is decelerated in advance according to the information of the curve curvature radius.

  In FIG. 2, it is assumed that a vehicle 210 is traveling on a road 200 composed of a straight road 201 and a curved road 202.

  First, at the point G in the figure, when the in-vehicle terminal device 10 detects the forward curve road 202 according to the vehicle position information output from the GPS receiver and the map DB, the traveling control device 20 detects the curve reach distance D ( (Distance from the entrance of the curved road 202 indicated by point B in the figure to the vehicle position). In addition, when the forward curve road 202 is detected, the traveling control device 20 calculates the target speed Vin when entering the curve according to the value of the curvature radius Rk, and the deceleration distance X according to the calculated target speed Vin. (A distance required to decelerate from the speed set according to the current vehicle speed or the straight road 201 to the speed at the time of entering the curve) is calculated.

  Next, when the curve arrival distance D becomes equal to or less than the deceleration distance X at the point S (speed Vs) in the figure, as shown by the solid line 203 in the figure, the vehicle is decelerated according to the target speed calculated by the travel control device 20. Is started. In the deceleration before entering the curve, it is desirable to reduce the driver's uncomfortable feeling by performing a two-stage deceleration as described in JP-A-2004-142686. In the embodiment shown in FIG. 2, the vehicle is decelerated at a predetermined deceleration A1 until point A (speed Va) in the figure, and decelerated at a predetermined deceleration A2 from point A to point B (speed Vin) in the figure. The policy is to let them.

  Thereafter, at point B in the figure, after the vehicle 210 decelerates to the target speed Vin when entering the curve, the target speed Vin is maintained and the curve road 202 is driven at a constant speed.

  As described above, it is possible to improve comfort, convenience, and safety by detecting the curve with the in-vehicle terminal device 10 and decelerating the vehicle 210 to an appropriate speed before the curve by the traveling control device 20. .

  Next, a method for calculating the target speed when the vehicle is decelerated in advance according to the curve curvature radius information will be described with reference to FIG.

  FIG. 3 is a block diagram for calculating the target speed from the user information and the speed learning value.

  The in-vehicle terminal device 10 is provided with a user interface 11 including switches 11a and 11b that can be operated by a driver. When the in-vehicle terminal device 10 is activated, the user information NUM_USER is initialized (= 0), and when the driver presses the switch 11a, NUM_USER = 1 is output as user information. When the driver presses the switch 11b, NUM_USER = 2 is output as user information. Thus, by providing the user interface 11 in the in-vehicle terminal device 10, a plurality of drivers can be identified by a low-cost and simple method.

  In the chart described in the target speed setting means 300, the horizontal axis represents the vehicle position and the vertical axis represents the speed. In the target speed setting means 300, as shown by the solid line in the figure, control logic for calculating the target speed in accordance with the curvature radius of the curve is programmed in advance. For example, when a curve ahead of the host vehicle is detected at point S in the figure, the trajectory of the target speed gradually decreases so as to reach the target speed at the time of entering the curve at point B in the figure. The trajectory of the target speed is programmed to be a predetermined reference value at the time of shipment, and the target speed at the time of entering the curve is also defined as the reference value TVSPLO. However, since the target speed at the time of entering the curve varies depending on the preferences of a plurality of drivers, it is desirable to learn the target speed according to user information. In the block diagram shown in FIG. 3, a speed learning value is calculated in accordance with user information in the state storage unit 29, and the target speed setting unit 300 uses the speed learning value calculated by the state storage unit 29 to make a target when entering the curve. Since the speed is set, speed control corresponding to the preferences of a plurality of drivers is possible. For example, when the user A presses the switch 11a and the user information NUM_USER = 1 is output, the target speed at the time of entering the curve is set according to the speed learning value TVSPLA unique to the user A as shown by the dotted line in the figure. . Further, when the user B presses the switch 11b and the user information NUM_USER = 2 is output, the target speed at the time of entering the curve is set according to the speed learning value TVSPLB specific to the user B, as shown by a one-dot chain line in the figure. The

  As described above, the in-vehicle terminal device 10 is provided with the user interface 11, learns the speed when entering the curve according to the user information identified by the user interface 11, and sets the target speed according to the learned speed learning value. Thus, speed control that matches the preferences of a plurality of drivers is possible.

  Next, processing contents of the state storage unit 29 will be described with reference to FIG.

  FIG. 4 is a flowchart showing the processing contents of the state storage means 29.

  First, in process 401, parameters such as travel mode MODE, curve curvature radius Rk, user information NUM_USER, vehicle speed VSP, etc. are read, and in process 402, it is determined whether or not it is the second travel mode.

  If it is determined in the process 402 that the travel mode MODE = 2, it is determined that the vehicle is traveling in the second travel mode, and the process proceeds to the process 403. If it is determined that the travel mode MODE ≠ 2, the second mode is selected. It is determined that the vehicle is not traveling in the traveling mode, and the process is terminated.

  Next, in process 403, it is determined whether or not the curvature radius of the curve detected in front of the vehicle is in the vicinity of Rk. If it is determined, the process is terminated.

  Next, in step 404, user information is determined. If NUM_USER = 1, it is determined that the user A is driving and the process proceeds to step 405. In step 405, the speed learning value VSPLA [ The vehicle speed VSP is substituted into Rk], and the process proceeds to process 406. In process 406, the user A state storage flag fVSPL (#bA) is set (= 1), and the process ends.

  In process 404, if NUM_USER = 2, it is determined that the user B is driving and the process proceeds to process 407. In process 407, the vehicle speed VSP is substituted for the speed learning value VSPLB [Rk] of the user B at the curvature Rk. Then, the process proceeds to process 408. In process 408, the user B state storage flag fVSPL (#bB) is set (= 1), and the process ends.

  In the process 404, if NUM_USER ≠ 1, 2, it is determined that other than the users A and B are driving and the process is terminated.

  As described above, by using the state storage means 29, it is possible to store the vehicle speed in the second traveling mode and calculate the speed learning values corresponding to a plurality of drivers.

  Next, processing contents of the target speed setting unit 300 will be described with reference to FIGS.

  FIG. 5 is a flowchart showing the update processing content of the target speed when entering the curve.

  First, in process 501, parameters such as the travel mode MODE, state storage flag fVSPL, user A speed learning value VSPLA, user B speed learning value VSPLB are read, and the process proceeds to process 502.

  In process 502, it is determined whether or not the value of the travel mode MODE has been switched from 2 to 1, and if it is determined that the travel mode has been switched from the second travel mode to the first travel mode, the process proceeds to process 503. move on. If it is determined that there is no switching of the travel mode, the process ends.

  Next, in process 503, it is determined whether or not the operation states unique to the users A and B are stored according to the value of the state storage flag fVSPL.

  In the process 503, when the bit fVSPL (#bA) of the state storage flag is set (= 1), the process proceeds to the process 504, and in the process 504, the user A target speed TVSPLA [Rk] at the time of entering the curve at the curvature Rk. Perform update processing. Specifically, the update process is performed by a weighting process as shown in equation (1). Here, TVSPLA [Rk] (n−1) is the user A target speed before update, and TVSPLA [Rk] (n) is the user A target speed after update. It becomes possible to adjust the reflection degree of the speed learning value according to the value of the weight KA in the equation (1). After the target speed at the time of entering the curve is updated in the process 504, the bit fVSPL (#bA) of the state storage flag is cleared (= 0) in the process 505, and the process ends.

  If the state storage flag bit fVSPL (#bB) is set (= 1) in process 503, the process proceeds to process 506. In process 506, the user B target speed TVSPLB [Rk at the time of entering the curve at the curvature Rk. ] Is updated. Specifically, the updating process is performed by a weighting process as shown in equation (2). Here, TVSPLB [Rk] (n−1) is the user B target speed before update, and TVSPLB [Rk] (n) is the user B target speed after update. It becomes possible to adjust the reflection degree of the speed learning value according to the value of the weight KB in the equation (2). After updating the target speed at the time of entering the curve in the process 506, the bit fVSPL (#bB) of the state storage flag is cleared (= 0) in the process 507, and the process ends.

TVSPLA [Rk] (n) = TVSPLA [Rk] (n-1) * (1-KA) + VSPLA [Rk] * KA (1)
TVSPLB [Rk] (n) = TVSPLB [Rk] (n-1) x (1-KB) + VSPLB [Rk] x KB (2)
As described above, the target speed at the time of entering the curve can be calculated by the process shown in FIG. 5 so as to match the preferences of a plurality of drivers. In addition, since the weights KA and KB in the expressions (1) and (2) are set so that they can be changed by the driver's operation, the degree of reflection of the speed learning value can be adjusted. It becomes possible to satisfy more.

  FIG. 6 is a flowchart showing the processing contents of the target speed setting means 300 when the curvature radius Rk is detected in front of the host vehicle.

  First, in process 601, parameters such as user information NUM_USER, user A target speed TVSPLA [Rk], user B target speed TVSPLB [Rk] are read, and in process 602, user information is determined.

  In process 602, if NUM_USER = 1, it is determined that the user A is driving and the process proceeds to process 603. In process 603, the user A target speed TVSPLA [Rk] is substituted for the target speed Vin when entering the curve. Proceed to

  In the process 602, when the speed learning value NUM_USER = 2, it is determined that the user B is driving and the process proceeds to the process 604. In the process 604, the user B target speed TVSPLB [Rk] is substituted for the target speed Vin when entering the curve. Then, the process proceeds to process 606.

  In process 602, if NUM_USER ≠ 1, 2, it is determined that other than users A and B are driving, and the process proceeds to process 605. In process 605, the target speed Vin when entering the curve (reference) Value) TVSPLO [Rk] is substituted and the processing proceeds to step 606.

  Next, in process 606, the deceleration distance X is calculated according to the speed VSP and the target speed Vin when entering the curve. The deceleration distance X indicates the distance required when decelerating at a predetermined deceleration from the vehicle speed VSP to the target speed Vin when entering the curve. The deceleration distance X is obtained from the equation (3).

X = 1/2 * A1 * T2 + Vs * T + (Va2-Vin2) / (2 * A2) (3)
Here, A1 is a deceleration assuming an initial engine brake, and A2 is a deceleration assuming a foot brake. T is the time for which the deceleration A1 is continued, and is preferably set in consideration of the time for the driver to step from the accelerator pedal to the brake pedal. Vs indicates the speed at the start of deceleration, and Va is the speed when the initial deceleration is completed. The speed Va is expressed by equation (4) using the deceleration A1 and the time T.

Va = Vs−A1 · T (4)
After the deceleration distance X is calculated in the process 606, the process proceeds to the process 607, and the curve reach distance D is calculated in the process 607. The curve reach distance D indicates the distance between the entrance of the curve detected according to the GPS receiver signal and the map DB and the vehicle position, and the vehicle position calculated according to the GPS receiver signal. It is calculated according to the map DB.

  After the curve reach distance D is calculated in the process 607, the process proceeds to a process 608. In the process 608, the deceleration distance X and the curve reach distance D are compared to determine whether or not the deceleration start point has been reached.

  If it is determined in process 608 that the deceleration distance X is smaller than the curve arrival distance D and the vehicle has not reached the deceleration start point, the process proceeds to process 609, and in process 609, the control timer t is cleared (= 0). In step 610, the set vehicle speed VSPSET is substituted for the target speed TVSP, and the process ends.

  If it is determined in process 608 that the deceleration distance X is equal to or greater than the curve arrival distance D and the vehicle has reached the deceleration start point, the process proceeds to process 611. In process 611, the control timer t is incremented, and the process proceeds to process 612.

  In the process 612, when the control timer t is smaller than the time T, the process proceeds to the process 613. In the process 613, the target speed TVSP is calculated by the deceleration assuming the engine brake, and the process is terminated. The calculation of the target speed TVSP in the process 613 is executed by the equation (5). However, the lower limit of the target speed TVSP is limited by the speed Va when the initial deceleration is completed.

TVSP (n) = TVSP (n−1) −A1 · t (5)
In the process 612, when the control timer t becomes equal to or longer than the time T, the process proceeds to the process 614. In the process 614, the target speed is calculated based on the deceleration assuming the foot brake, and the process is terminated. The calculation of the target speed TVSP in the process 614 is executed by the equation (6). However, the lower limit of the target speed TVSP is limited by the target speed Vin when entering the curve.

TVSP (n) = TVSP (n-1) -A2.t (6)
As described above, the target speed can be set so as to match the preferences of a plurality of drivers by the processing shown in FIG.

  Next, a method of calculating target parameters such as the target gear position TGP, the target engine torque TTENG, the target brake pressure TPBRK from the target speed calculated by the target speed setting means 300 will be described using FIG.

  FIG. 7 is a block diagram illustrating a target parameter calculation method.

  The target parameter calculation means 700 receives the target speed and vehicle speed calculated by the target speed setting means 300, and the braking / driving torque calculation unit 701 drives the vehicle drive shaft required according to the deviation between the target speed and the vehicle speed. Calculate shaft demand torque (including braking torque). As for the drive shaft required torque, a positive value is a drive torque, and a negative value is a braking torque. The drive shaft required torque is preferably calculated using feedback control or the like so that the deviation between the target speed and the vehicle speed is small. The target parameter calculation unit 702 calculates the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK according to the drive shaft required torque calculated by the braking / driving torque calculation unit 701 and the current gear position of the transmission. For example, the target engine torque is calculated according to the drive shaft required torque and the gear ratio of the current gear position, and if the calculated target engine torque is inappropriate, the target gear position is set to realize an appropriate engine torque. change.

  As described above, in the first traveling mode, the transmission, the engine, and the brake are controlled according to the target gear position TGP, the target engine torque TTENG, and the target brake pressure TPBRK calculated by the target parameter calculation unit 700, respectively. Therefore, the vehicle speed can be made to follow the target speed set by the target speed setting means 300.

  Next, the effect of the present invention will be described with reference to FIG.

  FIG. 8 is a chart showing the trajectory of the target speed when a curve is detected in front of the host vehicle.

  As described with reference to FIGS. 2 and 3, before the target speed update process at the time of entering the curve is performed, the target speed at the time of entering the curve is set to the reference value TVSPL0 [Rk]. The target speed is set as indicated by a dotted line 810. First, the first deceleration is started at the point S0 in the figure, the second deceleration is started at the point A0 in the figure, and the target speed at the time of entering the curve becomes the reference value TVSPL0 [Rk] at the point B in the figure.

  Next, a method for setting a target trajectory when the user A is driving will be described.

  Assume that the user A presses the switch 11a and the user interface 11 sets NUM_USER = 1 as user information. When the ACC switch 30 is in an OFF state, that is, during normal operation (travel mode MODE = 2), when a curve having a radius of curvature near Rk travels on a speed trajectory as indicated by a solid line 801 in the figure, The storage means 29 stores the vehicle speed VSP at the time of running on the curve, and updates the user A target vehicle speed TVSPLA [Rk]. After that, when the ACC switch 30 is turned on, that is, when the speed control is performed (travel mode MODE = 1) and a curve having a radius of curvature in the vicinity of Rk is detected, the target speed setting means 300 indicates the broken line 811 in the figure. The target speed is set as follows. That is, the first deceleration is started at the point S1 in the figure, the process proceeds to the second deceleration at the point A1 in the figure, and the target speed when entering the curve becomes the reference value TVSPLA [Rk] at the point B in the figure. At this time, as indicated by the equation (1), the user A target vehicle speed TVSPLA [Rk] is updated in accordance with the weight KA, and therefore, during normal operation indicated by the solid line 801 in the figure (travel mode MODE = 2). ) Approaches the speed trajectory.

  Next, a method for setting a target trajectory when the user B drives will be described.

  Assume that the user B presses the switch 11b and the user interface 11 sets NUM_USER = 2 as user information. When the ACC switch 30 is in an off state, that is, during normal operation (travel mode MODE = 2), when a curve having a radius of curvature near Rk travels on a speed trajectory as indicated by the solid line 802 in the figure, The storage means 29 stores the vehicle speed VSP at the time of running on the curve, and updates the user B target vehicle speed TVSPLB [Rk]. Thereafter, when the ACC switch 30 is turned on, that is, when the speed control is performed (travel mode MODE = 1) and a curve having a radius of curvature in the vicinity of Rk is detected, the target speed setting means 300 indicates the broken line 812 in the figure. The target speed is set as follows. That is, the first deceleration is started at the point S2 in the figure, the process proceeds to the second deceleration at the point A2 in the figure, and the target speed at the time of entering the curve becomes the reference value TVSPLB [Rk] at the point B in the figure. At this time, as shown by the equation (2), the user B target vehicle speed TVSPLB [Rk] is updated in accordance with the weight KB, and therefore, during normal operation indicated by the solid line 802 (running mode MODE = 2) at a predetermined rate. ) Approaches the speed trajectory.

  As described above, a plurality of drivers can be identified by the user interface 11 in a simple manner, and the vehicle state parameter (vehicle speed VSP) during normal driving (driving mode MODE = 2) is stored. The target speed update process can be executed, and speed control according to the preferences of a plurality of drivers is possible.

  In addition to the method described with reference to FIG. 5, it is preferable that the update process not use the average value of the vehicle speed during curve traveling, or not perform the update process when entering or exiting a curve. This is because if the vehicle behavior becomes unstable during curve driving due to the driver's operation or surrounding conditions, the above update process may cause the driver to reflect characteristics that the driver does not want. This is because it becomes difficult to reflect it faithfully. Therefore, under the conditions that "the vehicle position is not near the entrance / exit of the curve", "acceleration / deceleration is below a predetermined value", or "accelerator pedal depression amount / brake pedal force variation is below a predetermined value" It is desirable to perform update processing.

  In this embodiment, as an example of a system for extracting the road shape from the map information and controlling the own vehicle according to the extracted road shape, a system for controlling the speed in advance before the curve is described. The present invention can also be applied to a system that extracts stop line, school zone, speed limit information, and the like from map information and controls the speed of the vehicle according to the extracted information. For example, in a system that performs deceleration / stop control according to stop line information, the stop line is recognized according to map information, and the target speed of the vehicle is set according to the recognized stop line. That is, the target speed at the time of entering the curve of this embodiment is set to the target speed of the stop line, that is, 0 km / h. By controlling the speed of the vehicle according to the set target speed, it is possible to perform deceleration / stop control according to the stop line. In this system, in the driving mode (MODE = 2) in which the vehicle is controlled during normal driving, that is, in accordance with a signal generated by the driver's operation, the speed of the vehicle at the time of deceleration / stop is determined. The driver's uncomfortable feeling can be reduced by performing the deceleration / stop control according to the above-described map information according to the stored speed.

  Next, referring back to FIG. 4 and FIG. 6, according to the driver's intention, (1) permission / denial of learning in the second driving mode and (2) the learning result in the second driving mode. A supplementary description will be given of a method for permitting / denying whether or not to reflect the above.

  First, FIG. 4 is a flowchart showing the processing contents of the state storage means 29. As described above, the state storage means 29 stores the vehicle speed in the second traveling mode and supports a plurality of drivers. It was possible to calculate the speed learning value.

  Here, when NUM_USER = 1 or 2 is not selected as the user information by the user interface 11, the determination result of the user information at step 404 in FIG. 4 is other than NUM_USER = 1,2. In this case, it is determined that a user other than the users A and B is driving or learning is rejected, and the process is terminated. This means that a driver having user information NUM_USER = 1 or 2 can refuse speed learning according to the driver's intention.

  Thus, the user interface 11 in the in-vehicle terminal device 10 is effective as a means for inputting the driver's intention. For example, when the driver is traveling undesirably due to surrounding traffic conditions such as traffic jams, speed learning can be rejected by not performing an input operation of the user information NUM_USER from the user interface 11.

  In FIG. 1, the in-vehicle terminal device 10 gives an instruction “learn” or “no learning” to the state storage means 29 in the vehicle travel control device 20 during the second travel mode. Will be.

  Next, FIG. 6 is a flowchart showing the processing contents of the target speed setting means 300 when the radius of curvature Rk is detected in front of the host vehicle. As described above, the target speed setting means 300 performs the first processing. In the traveling mode, it was possible to set the target speed so as to match the preferences of a plurality of learned drivers.

  Here, when NUM_USER = 1 or 2 is not selected as the user information by the user interface 11, the determination result of the user information in step 602 in FIG. 6 is other than NUM_USER = 1,2. Accordingly, the process proceeds to step 605 and the reference value TVSPL0 (FIG. 8) is adopted as the target speed Vin, and the correction of the target speed according to the user is not executed. This means that the driver having the user information NUM_USER = 1 or 2 can reject the correction of the target speed according to the driver's intention. That is, the correction of the target speed can be rejected by not operating the user interface 11 while traveling in the first traveling mode in which the speed is automatically controlled. Therefore, it is possible to reflect the driver's intention in the driving characteristics in more detail, and it is possible to realize automatic speed control without a sense of incongruity.

  With reference to FIGS. 1, 3 and 7, the form of instructions from the driver will be described as follows. That is, the speed control means 22 is provided in the travel control device 20 of the automobile, and further, the state storage means 29 and the target speed setting means 300 are present in the speed control means 22. Here, during the first driving mode, the vehicle-mounted terminal device 10 “reflects the learning result” or “reflecting the learning result is unnecessary” for the state storage unit 29 and the target speed setting unit 300 of the vehicle. "Is given.

  The above-described user interface 11 can be disposed other than the in-vehicle terminal device 10 and may be a switch provided on the steering wheel. When it is provided on the steering wheel, the driver can easily see it, and the operability can be improved.

  Furthermore, you may form the user interface 11 in the touchscreen displayed on the screen of navigation (vehicle-mounted terminal device 10). When the above-described switches 11a and 11b are used, the number of switches is limited by the size of the navigation (the in-vehicle terminal device 10), and thus the number of users who can use the system of the present invention is limited. When the touch panel is used, the number of users that can be used can be significantly increased by changing the software installed in the navigation 10.

  Next, another control method according to the present invention when the first travel mode is selected will be described with reference to FIG.

  FIG. 9 is a schematic diagram in the case where the vehicle is accelerated in the vicinity of the straight road after the vehicle has been decelerated in advance according to the information on the curve curvature radius, and is a road constituted by the curved road 902 and the straight road 901. It is assumed that the vehicle 210 is traveling 900.

  First, it is assumed that the in-vehicle terminal device 10 detects a forward straight road 901 in accordance with the vehicle position information output from the GPS receiver and the map DB at the point Y0 in the figure. When the forward straight road 901 is detected, the traveling control device 20 calculates the straight road arrival distance H, that is, the distance from the entrance of the straight road 901 indicated by the point Y2 in FIG.

  Next, when the straight road reach distance H falls within the predetermined range OFS at the Y1 point (speed Vin) in FIG. 9, the acceleration of the vehicle is started according to the target speed solid line 903 calculated by the travel control device 20. . In this embodiment, from the Y1 point (velocity Vin) to the Y3 point (velocity Vs), the acceleration is performed with a predetermined acceleration AX.

  Thereafter, after the point Y3 when the vehicle 210 has accelerated to the target speed Vs on the straight road, the target speed Vs is maintained and the straight road 901 is driven at a constant speed.

  Thus, in FIG. 1, the in-vehicle terminal device 10 detects a straight road, and the travel control device 20 accelerates the vehicle 210 to an appropriate speed. This makes it possible to improve comfort and convenience, but some drivers may feel uncomfortable with acceleration timing or the like. Therefore, it is desirable to learn the acceleration position Y1 in FIG. 9 for each driver.

  10 to 12 are process flow diagrams of a control method for learning, updating an acceleration position, and reflecting the result according to one embodiment of the present invention in the situation shown in FIG.

  First, a storage processing flowchart in the state storage unit 29 will be described with reference to FIG.

  First, in process 101, parameters such as straight road reach distance H, curve curvature radius Rk, user information NUM_USER, accelerator opening, and the like are read, and in process 102, it is determined whether the curve curvature is in the vicinity of Rk.

  If it is determined in process 102 that the curve curvature is in the vicinity of Rk, the process proceeds to process 103. If it is determined that the curve curvature is not in the vicinity of Rk, the process ends. This determination makes it possible to learn the acceleration timing for each curve curvature.

  Next, in process 103, it is determined whether or not the straight road reach distance H is within the learning range maximum value OFSMX. If it is determined that 0 ≦ H ≦ OFSMX, the process proceeds to process 104, where 0 ≦ If it is determined that H ≦ OFSMX is not satisfied, the process is terminated. The maximum value OFSMX is desirably set according to the position near the curve exit where safety is guaranteed even when acceleration is started.

  Next, in process 104, it is determined whether or not there is an override (accelerator on). Here, if there is an override before the acceleration start position Y1 in FIG. 9, it can be determined that the driver is dissatisfied with the setting of the acceleration position. Therefore, it is desirable to learn the straight road reach distance H when there is an override as the acceleration start position desired by the driver. If it is an override in process 104, the process proceeds to process 105, and if there is no override, the process is terminated.

  In process 105, the user information input in the user interface 11 is determined. If NUM_USER = 1, it is determined that the user A is driving and the process proceeds to process 106. In process 106, the straight road arrival distance H is substituted into the offset learning value OFSLA [Rk] of the user A at the curvature Rk, and the process proceeds to process 107. In the process 107, the user A state storage flag fOFSL (#bA) is set (= 1) and the process ends.

  In the process 105, if NUM_USER = 2, it is determined that the user B is driving and the process proceeds to the process 108. In the process 108, the offset learning value OFSLB [Rk] of the user B at the curvature Rk is reached to the straight road reach distance. Substitute H and proceed to processing 109. In the process 109, the user B state storage flag fOFSL (#bB) is set (= 1) and the process ends.

  In the process 105, when the user information NUM_USER is other than 1, 2, it is determined that the user A or B other than the user A or B is driving or the user A or B who is driving is denied the learning of the override. Exit.

  As described above, by using the state storage unit 29, the acceleration start position desired by the driver can be stored, and the acceleration start positions corresponding to a plurality of drivers can be calculated. In addition, a user who has registered user information NUM_USER can refuse learning of override.

  Next, update processing in the target speed setting unit 300 will be described with reference to FIG.

  FIG. 11 is a flowchart of an acceleration start position update process according to an embodiment of the present invention.

  First, in process 111, parameters such as the travel mode MODE, the state storage flag fOFSL, the user A offset learned value OFSLA, the user B offset learned value OFSLB are read, and the process proceeds to process 112.

  In process 112, it is determined whether or not the value of the travel mode MODE has been switched from 2 to 1, and if it is determined that the travel mode has been switched from the second travel mode to the first travel mode, the process proceeds to process 113. move on. If it is determined that there is no switching of the travel mode, the process ends.

  Next, in the process 113, it is determined whether or not the operation states unique to the users A and B are stored according to the value of the state storage flag fOFSL.

  In the process 113, when the bit fOFSL (#bA) of the state storage flag is set (= 1), the process proceeds to the process 114, and the process 114 updates the user A offset OFSA [Rk] at the curvature Rk. Specifically, the updating process is performed by a weighting process as shown in equation (7). Here, OFSA [Rk] (n−1) is the user A offset before update, and OFSA [Rk] (n) is the user A offset after update. It is possible to adjust the degree of reflection of the offset learning value according to the value of the weight KA in equation (7). After updating the user A offset in the process 114, the bit fOFSL (#bA) of the state storage flag is cleared (= 0) in the process 115, and the process ends.

  If the state storage flag bit fOFSL (#bB) is set (= 1) in processing 113, the processing proceeds to processing 116, and processing 116 updates the user B offset OFSB [Rk] at the curvature Rk. Do. Specifically, the updating process is performed by a weighting process as shown in equation (8). Here, OFSB [Rk] (n−1) is the user B offset before update, and OFSB [Rk] (n) is the user B offset after update. It is possible to adjust the degree of reflection of the offset learning value according to the value of the weight KB in equation (8). After updating the user B offset in the process 116, the bit fOFSL (#bB) of the state storage flag is cleared (= 0) in the process 117, and the process is terminated.

OFSA [Rk] (n) = OFSA [Rk] (n−1) × (1-KA) + OFSLA [Rk] × KA (7)
OFSB [Rk] (n) = OFSB [Rk] (n−1) × (1-KB) + OFSLB [Rk] × KB (8)
As described above, the process shown in FIG. 11 makes it possible to calculate the offset of the user A / B corresponding to the acceleration start position so as to match the preferences of a plurality of drivers. Further, the weights KA and KB in the expressions (7) and (8) can be changed by the driver's operation. If comprised in this way, the reflection degree of an offset learning value can be adjusted. For this reason, it is possible to satisfy the driver's preference more.

  Finally, the reflection process in the target speed setting means 300 will be described with reference to FIG.

  FIG. 12 is a reflection process flow diagram of the target speed setting means 300 according to an embodiment of the present invention when a straight road 901 is detected and accelerated while traveling on a curved road 902 having a radius of curvature Rk.

  First, in process 1201, parameters such as user information NUM_USER, user A offset OFSA [Rk], user B offset OFSB [Rk] are read, and in process 1202, user information is determined. In process 1202, if NUM_USER = 1, it is determined that the user A is driving and the process proceeds to process 1203. In process 1203, the user A offset OFSA [Rk] is assigned to the predetermined range OFS, and the process proceeds to process 1206. . In the process 1202, if the user information NUM_USER = 2, it is determined that the user B is driving and the process proceeds to a process 1204. The user B offset OFSB [Rk] is substituted for the predetermined range OFS, and the process proceeds to the process 1206.

  In the process 1202, if NUM_USER ≠ 1, 2, it is determined that the users other than the users A and B are driving or the reflection of the learning result is rejected by the driving users A and B. Proceed to In this case, in process 1205, the offset default value OFS0 [Rk], which is a scheduled reference value, is substituted as the predetermined range OFS, and the process proceeds to process 1206.

  Next, in processing 1206, a straight road reach distance H is calculated according to the information on the vehicle position and the map database. After the straight road arrival distance H is calculated in the process 1206, the process proceeds to the process 1207, and the magnitude relationship between the straight road arrival distance H and the predetermined range OFS is compared to determine whether or not the acceleration start point has been reached. In process 1207, when it is determined that the straight road reach distance H is larger than the predetermined range OFS and the acceleration start point has not been reached, the process proceeds to process 1208, and the control timer t is cleared (= 0). In process 1210, the current vehicle speed VSP is substituted into the target speed TVSP, and the process ends. When the acceleration start point has not been reached by this processing, the speed in the curve can be maintained.

  If it is determined in process 1207 that the straight road reach distance H is equal to or less than the predetermined range OFS and the acceleration start point has been reached, the process proceeds to process 1210, the control timer t is incremented, and the process proceeds to process 1211. In a process 1211, a process of gradually increasing the target speed TVSP with the acceleration AX using the control timer t is performed. The calculation of the target speed TVSP in the process 1211 is executed by the equation (9). However, the upper limit of the target speed TVSP is limited by the target speed Vs of the straight road.

  As described above, by learning the acceleration start position for each driver by the processing shown in FIGS. 10 to 12, it is possible to set the target speed so as to match the preferences of a plurality of drivers. Become. In addition, in the first traveling mode, if the user information NUM_USER is not input from the user interface 11, the reflection of the learning result can be rejected.

  In the above-described embodiment, the acceleration start position learning method has been described, but the deceleration start position learning can also be realized by the same method. For example, in the embodiment shown in FIG. 2, when the driver feels uncomfortable before point S in the figure and the vehicle is decelerated by brake-on, the vehicle position at that time is stored as the deceleration start position. Then, the deceleration start position in the case of the automatic deceleration before the curve in the vicinity of the curvature Rk is gradually updated to the near side. At this time, by performing storage / update processing of the deceleration start position according to the user information NUM_USER, it is possible to realize deceleration control that matches the preferences of a plurality of drivers.

1 is a schematic diagram of an automobile travel control system according to an embodiment of the present invention. It is the schematic in the case of decelerating a vehicle beforehand according to the information of a curve curvature radius. It is a block diagram which calculates target speed from user information and a speed learning value. It is a flowchart which shows the processing content of the state memory | storage means 29. FIG. It is a flowchart which shows the update process content of the target speed at the time of curve approach. 4 is a flowchart showing processing contents of a target speed setting means 300. The block diagram which shows the calculation method of a target parameter. It is a chart which shows the track of target speed at the time of detecting a curve ahead of the own vehicle. It is the schematic in the case of decelerating a vehicle beforehand according to the information of a curve curvature radius, and accelerating a vehicle in the vicinity of a straight road. It is a flowchart which shows the learning processing content of the state memory | storage means 29 at the time of learning an acceleration start position. It is a flowchart which shows the update process content of an acceleration start position. 5 is a flowchart showing the contents of a reflection process of learning results of target speed setting means 300.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Vehicle-mounted terminal device, 11 ... User interface, 11a, 11b ... Switch, 29 ... State memory | storage means, 300 ... Target speed setting means.

Claims (20)

  Control at least one of the engine, transmission, and brake based on driving environment recognition means for recognizing the driving environment ahead according to information such as roads input from the outside and control parameters calculated according to the driving environment First traveling mode control means for controlling, at least one of the engine, transmission, and brake according to the operation of the driver, and a plurality of vehicle control states in the second traveling mode. Control state storage means for storing at least one of the control parameters, and learning correction means for correcting the control parameter in the first travel mode according to the control parameter stored by the control state storage means In a vehicle driving control system, the control state storage means and / or the learning correction means can be operated by a driver. Motor vehicle operation control system, characterized in that it comprises a switching operation means for switching the enabled / disabled.   2. The vehicle travel control device according to claim 1, wherein the first travel mode control means, the second travel mode control means, the control state storage means, and the learning correction means are provided in a travel control device of an automobile, and the travel environment recognition means and the A vehicle travel control system comprising a switching operation means in an in-vehicle terminal device.   2. The vehicle according to claim 1, further comprising user registration means for registering a plurality of users, wherein the switching operation means is configured to operate in response to an input operation of user information by the driver. Travel control system.   4. The vehicle travel control system according to claim 3, further comprising switching means for switching between valid / invalid of the control state storage means and / or the learning correction means depending on whether or not the user information is input.   4. The vehicle travel control system according to claim 3, wherein the user registration means is provided in a user interface of the in-vehicle terminal device.   4. The control state storage unit according to claim 3, wherein the control parameter storage unit stores the control parameter corresponding to the input user information, and the learning correction unit stores the control parameter corresponding to the input user information. An automobile travel control system characterized in that the control parameter is corrected on the basis of the control parameter.   2. The travel control system for an automobile according to claim 1, wherein the switching operation means is a switch operable by a driver.   The vehicle travel control system according to claim 1, wherein the switching operation means is provided in a steering.   Control at least one of the engine, transmission, and brake based on driving environment recognition means for recognizing the driving environment ahead according to information such as roads input from the outside and control parameters calculated according to the driving environment First traveling mode control means for controlling, at least one of the engine, transmission, and brake according to the operation of the driver, and a plurality of vehicle control states in the second traveling mode. Control state storage means for storing at least one of the control parameters, and learning correction means for correcting the control parameter in the first travel mode according to the control parameter stored by the control state storage means An in-vehicle terminal device for use in an automobile travel control system, comprising the travel environment recognition means and a user interface. The user interface may be operated by a driver, the vehicle-mounted terminal device characterized by comprising a switching operation means for switching enabling / disabling of the control state storage means and / or the learning correction means.   10. The user interface according to claim 9, wherein the user interface includes user registration means for registering a plurality of users, and the switching operation means is configured to operate in response to an input operation of user information by the driver. In-vehicle terminal device characterized.   11. The control state storage unit and / or the learning correction unit is validated when the user information is input, and the control state storage unit and / or the learning correction unit is input when the user information is not input. A vehicle-mounted terminal device comprising valid / invalid command means for transmitting a valid / invalid command for invalidation to the travel control device of the automobile.   The in-vehicle terminal device according to claim 9, wherein the user interface is a touch panel operable by a driver.   Control at least one of the engine, transmission, and brake based on a driving environment recognition step for recognizing the driving environment ahead according to information such as roads input from the outside and control parameters calculated according to the driving environment A first traveling mode control step, a second traveling mode control step for controlling at least one of the engine, the transmission, and the brake according to a driver's operation, and a plurality of vehicle control states in the second traveling mode. A control state storage step for storing at least one of the control parameters, and a learning correction step for correcting the control parameter in the first traveling mode according to the control parameter stored in the control state storage step. In the vehicle control method, in response to the driver's input operation, the control state storing step and / or Control method for an automobile others, characterized in that it comprises a switching step of switching the valid / invalid of the learning correction step.   14. The vehicle travel control apparatus according to claim 13, wherein the first travel mode control step, the second travel mode control step, the control state storage step, and the learning correction step are executed in an in-vehicle terminal device. A method for controlling an automobile, wherein the driving environment recognition step and the switching step are executed.   14. The vehicle control method according to claim 13, further comprising a user registration step of registering a plurality of users, wherein the switching step operates in response to an input operation of user information by a driver.   16. The vehicle control method according to claim 15, further comprising a switching step of switching between enabling / disabling of the control state storing step and / or the learning correction step depending on whether or not the user information is input.   16. The vehicle control method according to claim 15, wherein the user registration step operates in response to a driver input operation to a user interface of the in-vehicle terminal device.   14. The control state storing step of storing a control parameter during traveling in the second traveling mode when there is a driver learning permission input in the second traveling mode, and learning of the driver in the first traveling mode according to claim 13. A learning correction step for correcting the control parameter based on a control parameter stored corresponding to the driver when there is a permission input for reflecting the result, and a permission input for reflecting the learning result of the driver in the first travel mode. A vehicle control method comprising a first travel mode control step of using a predetermined reference value as the control parameter in the first travel mode when there is not.   19. The vehicle control method according to claim 18, further comprising a user registration step of registering a plurality of users, wherein the presence / absence of two permission inputs is based on the presence / absence of input of the registered user information.   14. The vehicle control method according to claim 13, wherein the control parameter includes a control parameter relating to deceleration before the curve and / or acceleration immediately after the curve.

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