JP2007046525A - Vehicle running controller and vehicle running control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle running controller capable of performing proper vehicle behavior control while avoiding occurrence of useless interference when both of vehicle behavior control for controlling behavior of a vehicle by, for example, relying on yawing moment and over speed suppressing control are performed together. <P>SOLUTION: When both of vehicle behavior control for controlling behavior of the vehicle by relying on yawing moment and over speed suppressing control for suppressing over speed are performed together, deceleration by the over speed suppressing control is maintained under a specific condition to suppress vehicle speed accurately while taking measures to avoid the interference by both of the control. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a travel control device for realizing stable travel of a vehicle, and more particularly to a travel control device and a vehicle travel control method for realizing stable travel of a vehicle when traveling at a corner.

The safe vehicle speed is calculated from the motion state (coefficient of friction of the road surface, lateral acceleration, vehicle speed, etc.) and driving operation of the vehicle that is turning, and when the vehicle tries to exceed this safe vehicle speed, the automatic braking system is activated and automatically In addition, a technique has been proposed in which the vehicle is decelerated to a safe vehicle speed or less to prevent spin and drift-out or rollover (for example, Patent Document 1). According to this proposal, it is possible not only to secure an appropriate tire grip according to the road surface condition, but also to suppress the excessive roll of the vehicle body and to always stabilize the turning behavior of the vehicle. Therefore, even when applied to a large vehicle having a high center of gravity, an automatic deceleration control device is realized in which the roll of the vehicle body does not undesirably increase during turning.
Japanese Patent Laid-Open No. 10-278762 (paragraphs 0002 to 0008, FIGS. 3, 4, and 5)

  According to the above-described conventional technology, since the control is performed so that the vehicle is automatically decelerated below the safe vehicle speed, the effect of suppressing the overspeed is great. On the other hand, when steering is performed while this control is being performed, there is a high probability that a system (subsystem) for controlling the yaw moment in the control system installed in the vehicle will also operate. When the system that suppresses overspeed and the system that controls the yaw moment operate in this way, there is a concern that control interference will occur unless a different measure is taken.

  On the other hand, when one of the systems (subsystems) is operating to avoid such interference, if the other system is prohibited, the control by the prohibited system is There is still a problem that it will not be executed and its effect will be lost. The above-described conventional technology is not intended to eliminate the above-mentioned concerns that cause control interference as a matter of course, and accordingly, technical issues and solutions for avoiding such interference as described above. No other proposal has been made for.

  The present invention has been made in view of the above situation, and its purpose is to maintain a required deceleration even when a system for suppressing overspeed and a system for controlling a yaw moment are operated together. It is an object of the present invention to provide a vehicle travel control device and a vehicle travel control method capable of appropriately controlling the behavior of a vehicle and ensuring the stability of the vehicle.

In order to solve the above problems, the present application proposes the following technique as one.
For example, a vehicle behavior control device that controls the behavior of the vehicle in a manner that controls the behavior of the vehicle with respect to the yaw moment in order to prevent spin or improve the turnability, and estimate the overspeed amount at the corner. An overspeed suppression device that suppresses the speed of the vehicle; and a system controller that comprehensively controls a plurality of control devices of the vehicle including both the vehicle behavior control device and the overspeed suppression device. When the vehicle behavior control device and the overspeed suppression device are operated together, when the control mode by the vehicle behavior control device is a predetermined mode and when the vehicle environment and behavior are in a specific state by a predetermined recognition means Unless it is recognized that there is a It is that controls to hold the deceleration of the.

  According to the present invention, when both the vehicle behavior control device and the overspeed suppression device are operated, the control is performed so as to maintain the deceleration related to the speed suppression by the overspeed suppression device, except when the predetermined condition is met. Therefore, since the vehicle behavior can be controlled while maintaining a constant deceleration, the vehicle can be decelerated while ensuring the stability of the vehicle.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the drawings to be referred to below, for the sake of convenience, the main part that is the subject of the description is exaggerated as appropriate, and other than the main part is appropriately simplified or omitted.
FIG. 1 is a schematic diagram showing an outline of a configuration of a vehicle equipped with the apparatus of the present invention. Reference numeral 100 represents the entire vehicle, and the vehicle 100 is provided with a control controller 110 including a functional unit as a system controller that comprehensively controls various control devices equipped. The controller 110 is mainly composed of a microprocessor. The brake control unit 120 is configured to brake the front left and right wheels 10FL and 10FR and the rear left and right wheels 10RL and 10RR. Note that the brake control unit 120 is configured such that the wheels 10FL, 10FR, 10RL, and 10RR can be braked and the amount of adjustment can be adjusted independently of the operation by the driver of the vehicle 100.

  A yaw rate sensor 130 for detecting the yaw rate acting on the vehicle 100 is provided, and a detection output from the yaw rate sensor 130 is supplied to the controller 110. Wheel speed pulse transmitters 141 and 142 for generating pulse signals corresponding to the rotation of the wheels corresponding to the front left and right wheels 10FL and 10FR and transmitting the signals to the outside are provided. Corresponding to the wheels 10RL and 10RR, wheel speed pulse transmitters 143 and 144 are similarly provided. Outputs of these wheel speed pulse transmitters 141, 142, 143, and 144 are all supplied to the controller 110.

  A steering angle sensor 150 that detects the steering angle of the steering wheel SW is provided, and the output of the steering angle sensor 150 is also supplied to the controller 110. An engine throttle control unit 160 that adjusts the throttle of the engine is provided. The engine throttle control unit 160 exchanges signals with the control controller 110, and adjusts the throttle independently of the operation of the driver of the vehicle 100. It is also possible to carry out.

Further, a lateral acceleration sensor 170 that detects a lateral acceleration acting on the vehicle 100 is provided, and a detection output by the lateral acceleration sensor 170 is also supplied to the control controller 110.
The vehicle speed at the current time point is recognized based on the current values of the outputs of the wheel speed pulse transmitters 141, 142, 143, and 144 described above, and the behavior of the vehicle 100 based on the detected values by the yaw rate sensor 130 and the lateral acceleration sensor 170. Further, based on the engine throttle state recognized by the engine throttle control unit 160, the braking state recognized by the brake control unit 120, the rudder angle detected by the rudder angle sensor 150, etc. Are predicted and the behavior of the vehicle 100 after the current time point is predicted.

  Although not shown in the drawings, even if one or more visual sensors using a solid-state image sensor are used, for example, considering that a lane keeping operation based on a white line detection output is performed, or It may be configured to estimate the behavior of the vehicle 100 under various conditions, for example, by determining the road surface condition. As shown in the above representative examples, the means for detecting or estimating the behavior of the vehicle 100 may be appropriately designed to meet the assumed specifications.

  FIG. 2 is a flowchart for explaining the outline of the operation in the embodiment of the present invention. Note that the processing procedure shown in this flowchart is consistent with the situation when a certain point in time is taken as the starting point of time, but this chart itself refers to it and is the main configuration in the present embodiment. It is drawn for the purpose of explaining the elements (its functions), and when the starting point of time is different from the above, the processing order does not necessarily follow the order shown in the figure. Appropriate operation is timed under overall control by

Step S201 is an overspeed suppression control process, and a functional unit for executing this process in the controller 110 (system controller), a detection unit for performing this function, and a braking control that responds to a command based on this function. Each part of the corresponding device according to the above constitutes an overspeed suppressing device as a component of the present embodiment.
In the overspeed suppression control process in step S201, the behavior of the vehicle 100 is detected or estimated by the method as described above, and the virtual line of the driver of the vehicle 100 is predicted (for example, the steering angle or Based on the tendency of the operation by the driver and the movement trajectory of the vehicle up to the current time point estimated from the speed of the vehicle, the driving state of the vehicle after the current time point is estimated) and a certain predetermined value or more When it is estimated that the lateral acceleration occurs, it is determined that the overspeed amount is excessive, and the vehicle is decelerated or the acceleration is suppressed.

  Next, in step S202, vehicle behavior control processing is executed. The function unit for executing this process in the control controller 110 (system controller), the detection unit for performing this function, and each unit of the corresponding device related to the braking control that responds to a command based on this function are described in this embodiment. This constitutes a vehicle behavior control device as a component of the above. In step S202, the yaw rate of the vehicle 100 is controlled based on a target yaw rate described later and an actual yaw rate detected by the yaw rate sensor 130.

  Next, in step S203, various signals are output for performing appropriate control in connection with the behavior of the vehicle 100 or overspeed suppression. That is, the control target value supplied to the engine throttle control unit 160 and the control target value supplied to the brake control unit 120 are output based on the control target values calculated in the above-described overspeed suppression control process and vehicle behavior control. The process for this is executed. The processing in step S203 is also mainly provided by a functional unit for executing this processing in the control controller 110 (system controller).

  FIG. 3 is a flowchart showing details of the overspeed suppression control process (step S201) described with reference to FIG. In other words, this flowchart represents the function performed by the above-described overspeed suppressing device. In FIG. 3, the first step S301 is a yaw rate calculation process. This processing function is also provided by a functional unit (yaw rate calculation unit) for executing this processing in the controller 110 (system controller). The form of processing in step S301 will be described later with reference to FIG.

  Next, in step S302, a lateral acceleration limit value calculation process is executed. The function related to the lateral acceleration limit value calculation process is also provided by a function unit (lateral acceleration limit value calculation unit) for executing this process in the controller 110 (system controller). In step S302, the initial lateral acceleration limit value Y is set as Yg * = Yga. Here, Yga is a target lateral acceleration set to a certain predetermined value. For example, a value of 0.45 G can be selected. Yga can be selected as an appropriate value according to the behavior state of the vehicle 100, the driver's accelerator operation state, or the road shape such as the slope.

In the next step S303, processing for calculating the target vehicle speed v * is executed. The function related to the target vehicle speed calculation process is also provided by a functional unit (target vehicle speed calculation unit) for executing this process in the controller 110 (system controller). The form of the process in step S303 is shown in FIG. Will be described later with reference to FIG.
In step S304, a target deceleration calculation process is executed. Functions related to the target vehicle speed calculation process are also provided by a function unit (target deceleration calculation unit) for executing this process in the controller 110 (system controller).

  FIG. 4 is a conceptual diagram for explaining the yaw rate calculation process in step S301 of FIG. In step S301, in order to obtain the target vehicle speed in step S303, the yaw rate value is calculated by the functional unit as the overspeed suppressing device. First, the yaw rate intended by the driver is estimated from the vehicle speed calculated based on the value of the steering angle detected by the steering angle sensor 150 and the output of the wheel speed pulse transmitters 141, 142, 143, 144 (yaw rate estimation). Processing unit YRP).

  Next, a select high process is executed for each absolute value of the yaw rate value obtained from the yaw rate sensor 130 and the estimated value of the yaw rate described above (absolute value select high processing unit SHA). The select high processing (processing in the absolute value select high processing unit SHA) here is the yaw rate estimated value calculated in consideration of both the steering angle and the vehicle speed, which is one of the data provided for this processing. (Yaw rate estimation processing unit YRP) matches the yaw rate in the vehicle operation intended by the driver earlier than the detection value by the yaw rate sensor 130 which is the other data subjected to this select high processing, and after the current time point It will be detected as well reflecting the situation of the vehicle. The output of the absolute value select high processing unit SHA is obtained as the yaw rate select value ψ *.

  On the other hand, on a so-called low μ road having a small road surface friction coefficient, the vehicle behavior may occur in a direction in which the yaw rate increases in a state where the steering wheel STW is not fully turned and the steering angle is small. This is a phenomenon commonly called slow spin mode. In such a situation, the vehicle 100 can be decelerated by intervening the control by the controller 110 based on the detection value of the yaw rate sensor 130.

  FIG. 5 is a conceptual diagram for explaining the target vehicle speed calculation process in step S303 of FIG. The target vehicle speed v * is obtained from the yaw rate select value ψ * calculated in the yaw rate calculation process in step S301, the lateral acceleration limit value Yg * calculated in the lateral acceleration limit value calculation process in step S302, and the road surface μ estimated value μ. , V * = μ × Yg * / ψ *. As can be seen from this calculation formula, the target vehicle speed v * decreases as the road surface μ decreases. Further, the smaller the lateral acceleration limit value Yg *, the smaller the target vehicle speed v *. Furthermore, the target vehicle speed v * takes a smaller value as the yaw rate select value ψ * takes a larger value.

The contents of the processing in step S304 described above are as follows.
Xg * = K × Δv / Δt (1) (Xg * is the target deceleration, and when this value is positive, deceleration is applied)
Here, Δv = v−v *, v is the vehicle speed, v * is the target vehicle speed, Δt is a certain finite time until the deviation related to the speed is zero, and K is a gain that takes a predetermined value. is there. As shown in the calculation formula (1), the target deceleration Xg * is a certain finite amount until the difference Δv between the vehicle speed v and the target vehicle speed v * calculated in step S303 is zero. This is a value obtained by multiplying the value divided by the time Δt by a certain gain K. Therefore, the target deceleration Xg * increases in the positive direction as the difference (deviation) Δv between the vehicle speed v and the target vehicle speed v * increases in the positive direction.

Instead of the above arithmetic expression (1), the following arithmetic expression (2) may be applied. That is:
Xg * = (K1 × Δv + K2 × dΔv) / Δt (2)
Here, Δv = v−v *, dΔv = Δv−Δvz (if Δv> 0), v is a vehicle speed, v * is a target vehicle speed, Δvz is a past value of Δv, and Δt is a deviation related to the speed. A certain finite time until reaching zero, K1 and K2 are gains taking respective predetermined values. As shown in the calculation formula (2), the target deceleration Xg * here is calculated in consideration of the difference in speed deviation. As a result, even when fast steering is performed, the target deceleration Xg * is calculated in the direction of quick deceleration, so that a control system with excellent responsiveness related to the deceleration operation is realized.

  As described above, with regard to the overspeed suppressing device (the function that it operates) described with reference to FIGS. 3, 4, and 5, calculation of the target vehicle speed v * is detected by the steering angle sensor 150. The yaw rate estimated value ψ * obtained from the vehicle speed calculated based on the steering angle and the output of the wheel speed pulse transmitters 141, 142, 143, and 144 depends on the yaw rate estimated value ψ *. It can be said that it is a yaw rate that reflects the driver's intention.

  Therefore, the value of the yaw rate that must be generated when the vehicle bends its route is the vehicle's travel trajectory intended by the driver, or the course method (virtual line) estimated according to the driving tendency. It will be reflected. In the above-described overspeed suppressing device, it becomes possible to predict the virtual line of the vehicle after the current time point by focusing on such a relationship, and it is possible to estimate the future overspeed amount and perform appropriate deceleration. It becomes possible.

  FIG. 6 is a flowchart showing the contents of the vehicle output control (function of the vehicle output control unit, step S203) of FIG. First, the target deceleration Xg * calculated in step S304 in FIG. 3, which is a variable necessary for vehicle output control, and the throttle opening Acc_bs corresponding to the driver's accelerator operation are read (step S601). The throttle opening Acc_bs is automatically changed by a system (known as Adaptive Cruise Control or ASCD) for carrying out inter-vehicle control and speed control in place of the driver's operation as described above. You may apply the throttle opening in the system which controls an accelerator.

  In the following description, this throttle opening Acc_bs is referred to as a base throttle opening. The target deceleration correction process executed in the next step S602 is one of the features in this embodiment. This process will be described in detail with reference to FIG. In step S603 following step S602, it is determined whether or not the target deceleration Xg * calculated in step S304 in FIG. 3 takes a positive value. If it is determined to be positive, the overspeed suppressing device intervenes. A flag representing this is turned ON (step S604).

  Thus, when the target deceleration Xg * takes a positive value, throttle control and brake control are executed to decelerate the vehicle. That is, after step S604, throttle control is executed as step S605, and at the same time, brake control is executed as step S606. In the throttle control in step S605, the target throttle opening degree Acc is decreased by ΔAdn every sampling cycle.

  After step S605, it is determined every time whether the target throttle opening degree Acc has become negative (step S607). When it is determined that the target throttle opening degree Acc has become negative, the target throttle opening degree Acc is set to 0 (step S608). That is, the target throttle opening degree Acc is decreased by ΔAdn every sampling cycle, and the lower limit value is set to zero. The lower limit value is not necessarily limited to 0, and an appropriate certain predetermined value may be applied.

On the other hand, when it is determined in step S603 described above that the target deceleration Xg * calculated in step S304 in FIG. 3 is 0 or negative, the process proceeds to step S650 to determine whether or not a flag is set. . Initially, that is, since the initial value of the flag is OFF, the process proceeds to step S651, and the target throttle opening Acc is set as the base throttle opening Acc_bs.
In the operation up to step S651 described above, the overspeed suppressing device does not intervene, and the vehicle output unit outputs the above-described base throttle opening Acc_bs as the target value.

  Next, the case where the target deceleration Xg * changes from a positive (deceleration side) state to a negative state (acceleration side) will be described. The fact that the flag is set (ON) in step S650 means that the target deceleration Xg * is once positive (deceleration side). In this case, the process proceeds to the next step S661. In step S661, brake control (vehicle speed decreasing side) is performed, and in the next step S662, it is determined whether the brake control is finished. If it is determined in step S662 that the brake control has been completed, the process proceeds to step S663 to perform throttle recovery.

  In step S663, the target throttle opening is increased by ΔAup from the target throttle opening Acc every sampling cycle. When the brake control is not finished in step S662 and when the process of step S663 is performed, the process proceeds to step S664. In step S664, it is determined whether or not the throttle recovery has ended. When it is determined that the recovery has ended, the flag is turned OFF. When it is determined that the throttle recovery has not ended yet, Continue to recover.

  As described above, according to the embodiment described with reference to FIG. 6, when the target deceleration Xg * changes from the positive (deceleration side) state to the negative state (acceleration side), the brake control and the throttle control are appropriately performed. The throttle recovery can be performed. Further, even when the driver is performing the accelerator operation, smooth acceleration control without causing a sudden feeling can be performed by gradually increasing the throttle in increments of ΔAup.

  FIG. 7 is a flowchart regarding the target deceleration correction operation. A reverse flag R_flag (step S701), an emergency determination flag Emg_f (step S702), a bank determination flag Bank_f (step S703), a yaw moment control flag Esp_on (step S704), and a lane maintenance control flag Lkp_on (step S705) are described later. The target deceleration Xg * is corrected (step S706) based on the state of each flag that is read or recognized.

  Here, the reverse flag R_flag is a flag set so as to be set (turned “ON”) when it is detected that the vehicle is moving backward, and the emergency avoidance determination flag Emg_f is the difference between the target yaw rate and the actual yaw rate. This flag is determined based on the deviation, and when the actual yaw rate is larger (that is, when the vehicle behavior appears in the spin direction), this flag is “ON”. The bank determination flag Bank_f is set to “ON” when it is detected that the road shape is a bank.

  The yaw moment control flag Esp_on (step S704) is set (turned to “ON”) when the turning performance improvement control mode for improving the turning performance of the vehicle is executed by controlling the yaw moment, and on the other hand, When the anti-spin control mode for preventing the vehicle from being spun by the moment control is executed, the flag is not raised, and the yaw moment control is performed either in the turning improvement control mode or in the anti-spin control mode. This is a flag indicating whether or not it is being executed (the technology previously proposed by the present applicant is also disclosed in Japanese Patent Laid-Open No. 2005-153716 for the control for improving the turning ability).

In addition, the lane maintenance control flag Lkp_on (step S705) is, for example, maintained by the vehicle behavior control device on the road based on the white line detection output by one or more visual sensors using a body image sensor (not shown). This flag is set when the control in the lane maintenance mode for executing the control is executed.
FIGS. 8 and 9 are flowcharts showing details of the processing in the correction processing (step S706) of the target deceleration Xg * in FIG. First, in step S801 in FIG. 8, it is determined whether or not the emergency avoidance determination flag Emg_f read in step S702 in FIG. 7 is set. If it is determined that the flag is not set, then step S703 in FIG. It is determined whether or not the bank determination flag Bank_f read in is set (step S802).

  If it is determined in step S802 that the flag is not set, it is further determined whether or not the reverse flag R_flag read in step S701 in FIG. 7 is set (step S803). If it is determined in step S803 that the flag is not set, it is determined whether the yaw moment control flag Esp_on read in step S704 in FIG. 7 is set (step S804).

  As described above, the fact that the yaw moment control flag Esp_on is set means that the turning performance improvement control mode for improving the turning performance of the vehicle is executed by controlling the yaw moment. If the moment control flag Esp_on is not set, it means that the anti-spin control mode for preventing the vehicle from spinning is being executed.

  If it is determined in step S804 that the flag is not set, it is further determined whether or not the lane maintenance control flag Lkp_on read in step S705 in FIG. 7 is set (step S805). If it is determined in step S805 that the flag is not set, it is determined whether the vehicle speed v is less than a predetermined minimum speed VMIN (step S806). If the determination result in step S805 is negative, the process proceeds to step S901 in FIG.

  On the other hand, the emergency avoidance determination flag Emg_f in step S801 described above, the bank determination flag Bank_f in step S802, the reverse flag R_flag in step S803, the yaw moment control flag Esp_on in step S804, and the lane maintenance control in step S805 When it is determined that any one of the flags Lkp_on is set, or when the determination result in step S806 is affirmative, the process proceeds to step S807. To do. This step S807 is processing for prohibiting deceleration by the overspeed suppressing device.

  That is, the target deceleration Xg * is set to zero, the flag F_corn_STP set to indicate that the deceleration by the overspeed suppressing device is once prohibited is set, and the count to the predetermined value is set. The value of the counter Cnt_STP is set to the count value HOJI_STP that is selected to be suitable for preventing hunting. Next, the target deceleration previous value Xg * _zl, which is the value of the target deceleration already applied, is set as the target deceleration Xg * (step S806), and the process is terminated.

  The processes after “A” in the flowchart of FIG. 8 are shown in FIG. In FIG. 9, it is determined whether or not a flag F_corn_STP that is set to indicate that the deceleration by the overspeed suppressing device has been once prohibited is set (step S901). If it is determined in step S901 that the flag F_corn_STP is set, it is then determined whether or not the yaw moment control flag Esp_on (step S704) indicating that the yaw moment control is continuing is set (step S704). S902) When it is determined in step S902 that the flag is set, the process proceeds to the next step S903.

  In step S903, similar to step S805 in FIG. 8 described above, this is processing for prohibiting deceleration by the overspeed suppressing device. That is, the target deceleration Xg * is set to zero, the flag F_corn_STP that is set to indicate that the deceleration by the overspeed suppressing device is once prohibited is set, and the count to the predetermined value is set. The value of the counter Cnt_STP is set to a count value HOJI_STP that is selected to be suitable for preventing hunting.

Next, the process proceeds to step S806 in FIG. 8 connected in the notation of “B” in FIG. 9, and then the process ends.
On the other hand, if it is determined in step S901 that the flag F_corn_STP set as indicating that the deceleration by the overspeed suppressing device has been once prohibited is not set, then the yaw moment indicating that the yaw moment control is being continued. It is determined whether or not the control flag Esp_on is set (step S904). When it is determined that the flag is set in step S904, the process proceeds to the next step S905.

  In step S905, it is determined whether or not the target deceleration Xg * exceeds the target deceleration previous value Xg * _zl, and it is determined that the target deceleration Xg * exceeds the target deceleration previous value Xg * _zl. Sometimes, the process proceeds to the next step S906. The processing in step S906 is to maintain the deceleration by the overspeed suppressing device. That is, the target deceleration Xg * is maintained at the target deceleration previous value Xg * _zl.

  By the above steps S904 to S906, the yaw moment control can be performed while maintaining the deceleration for suppressing the overspeed. Further, by maintaining the deceleration in this way, the stability on the rear side of the vehicle can be ensured, and interference with the yaw moment control can be prevented. After step S906, the process proceeds to step S806 in FIG. 8 connected in the notation “B” in FIG. 9, and then the process ends.

On the other hand, when it is determined in step S905 that the target deceleration Xg * does not exceed the target deceleration previous value Xg * _zl, the process proceeds to step S806 in FIG. 8 connected with the notation “B”. Then, the process ends.
On the other hand, when it is determined that the yaw moment control flag Esp_on indicating that the yaw moment control is being continued in step S904 and the above-described step S902, the deceleration by the overspeed suppressing device is once performed. It is determined whether or not the flag F_corn_STP that is set to indicate prohibition is set (step S907). If it is determined in step S907 that the flag is set, the process proceeds to the next step S908.

  In step S908, the value of the counter Cnt_STP set as described above, that is, the (initial) count value HOJI_STP selected so as to be suitable for preventing hunting is counted by one for each sampling period. Subtract. This subtraction is repeated until it is determined in the next step S909 that the value of the counter Cnt_STP has become negative, and during this repetition, the deceleration by the overspeed suppressing device is maintained as in step S906. That is, the target deceleration Xg * is maintained at the target deceleration previous value Xg * _zl (step S910).

When it is determined in step S909 that the value of the counter Cnt_STP has become negative, the flag F_corn_STP, which has been set to indicate that deceleration by the overspeed suppressing device has been once prohibited, is turned OFF and “B” is set. The process moves to step S806 in FIG. 8 connected in the notation, and then the process ends.
In the apparatus according to the embodiment of the present invention, as a basic idea, intervention and termination of the vehicle behavior control device based on a target yaw rate deviation that is a deviation between the target yaw rate and the actual yaw rate and a target yaw rate deviation threshold value. Is done.

FIG. 10 compares the target yaw rate ψ ′ *, the actual yaw rate ψ ′, and the target yaw rate deviation absolute value | Δψ ′ * | FIG.
FIG. 11 is a characteristic diagram showing an example of a value set (set) corresponding to the vehicle speed of the target yaw rate deviation threshold reference value | Δψ′0 |. In this example, the target yaw rate deviation threshold reference value | Δψ′0 | becomes smaller as the vehicle speed is higher. As a result, the target yaw rate deviation is allowed to appear more frequently in the region where the vehicle speed is relatively low, and the vehicle behavior control device intervention tends to be suppressed in the relatively low speed region. Therefore, there is an effect that it is difficult for the driver to feel uncomfortable feeling that the vehicle behavior is restricted against his / her will.

  FIG. 12 is a characteristic diagram showing a value corresponding to the vehicle speed of the target yaw rate deviation threshold value | Δψ ′ | corrected after the overspeed suppressing device intervenes. As shown in the figure, the target yaw rate deviation threshold value | Δψ'0 | is relatively smaller than the target yaw rate deviation threshold reference value | Δψ'0 | Is corrected so that it becomes relatively large in the low speed range. In the example of FIG. 12, after the overspeed suppressing device intervenes, it is possible to correct the vehicle behavior control device in the direction in which it intervenes early, and it is possible to decelerate while maintaining stability.

  FIG. 13 is a flowchart showing a process when the target yaw rate deviation threshold value is corrected in relation to the intervention of the overspeed suppressing device. The above-described target yaw rate deviation threshold reference value | Δψ′0 | and a flag state (overspeed suppression device intervention flag) indicating that the overspeed suppression device has intervened are acquired (step S1301). Next, it is determined whether or not the flag is set (ON) or not (step S1302). If the flag is set, the target yaw rate deviation threshold reference value is set at a predetermined value α (where α> 1). A value obtained by dividing the value | Δψ′0 | (ie, multiplied by a gain of 1 / α) is set as a target yaw rate deviation threshold value | Δψ ′ | (step S1303).

  On the other hand, when it is determined in step S1302 that the flag is not raised, the target yaw rate deviation threshold reference value | Δψ′0 | is set as the target yaw rate deviation threshold value | Δψ ′ | (step S1304). As described with reference to FIG. 13, in the device of this example, when the overspeed suppression device is activated, the operation threshold value of the vehicle behavior control device is changed in a direction in which the system can easily intervene (that is, the threshold value). By reducing the value, the target yaw rate deviation threshold value | Δψ ′ | can be corrected in the direction in which the vehicle behavior control device intervenes early, and the vehicle speed can be reduced while maintaining stability. As a method of correcting the target yaw rate deviation threshold value | Δψ ′ |, in addition to multiplication by a certain gain as described above, the target yaw rate deviation threshold value | Δψ ′ | .

  FIG. 14 is a flowchart showing the operation of the vehicle behavior control device. The target yaw rate deviation absolute value | Δψ ′ * | and the target yaw rate deviation threshold value | Δψ ′ | are acquired (step S1401), and the values of | Δψ ′ * | and | Δψ ′ | are compared (step S1402). ). If the target yaw rate deviation absolute value | Δψ ′ * | exceeds the target yaw rate deviation threshold value | Δψ ′ |, the vehicle behavior control device intervenes (step S1403). On the other hand, the target yaw rate deviation absolute value | Δψ ′ * If | is less than or equal to the target yaw rate deviation threshold value | Δψ ′ |, the vehicle behavior control device ends the control (intervention) by the vehicle behavior control device (step S1404).

The configuration and operation of the technical idea proposed in the present application will be listed below together with reference numerals or drawing numbers (representative) for representing the correspondence with the embodiments.
(1) A vehicle behavior control device that controls the behavior of the vehicle (corresponding functional portion of the control controller 110 as a system controller that comprehensively controls a plurality of control devices of the vehicle, and other related portions), An overspeed suppressing device that estimates the amount of overspeed and suppresses the speed of the vehicle (corresponding functional unit as a system controller that comprehensively controls a plurality of control devices of the vehicle, and other related units), and the vehicle behavior A system controller (control controller 110) for comprehensively controlling a plurality of control devices for the vehicle including both a control device and the overspeed suppression device, the system controller including the vehicle behavior control device and the overspeed suppression When the device is operated together, a control mode by the vehicle behavior control device is Control is performed so as to maintain the deceleration related to speed suppression by the overspeed suppression device (except when the mode is recognized and when the vehicle environment or behavior is recognized to be in a specific state by a predetermined recognition means) FIG. 8 to FIG. 9 are flowcharts).

  According to the vehicle travel control device of the above (1), the control is performed so as to maintain the deceleration related to the speed suppression by the overspeed suppression device, except when the predetermined condition is met. Since the behavior control of the vehicle can be performed while the vehicle is maintained, the vehicle can be decelerated while ensuring the stability of the vehicle.

(2) The vehicle running control device according to (1), wherein the vehicle behavior control device is configured to have a control mode (FIG. 7, step S704) for controlling the behavior of the vehicle with respect to the yaw moment of the vehicle. Control device.
According to the vehicle travel control device of the above (2), the vehicle behavior control device controls the behavior of the vehicle with respect to the yaw moment of the vehicle, but the yaw moment control that is the control mode of the vehicle behavior control device and the overspeed suppression device are When operated simultaneously, as described in (1) above, the deceleration by the overspeed suppressing device is maintained, so that the vehicle yaw moment can be controlled while maintaining the deceleration for suppressing the overspeed, and the vehicle It is possible to slow down while ensuring the safety.

(3) The vehicle behavior control device controls the behavior of the vehicle with respect to the yaw moment of the vehicle, thereby preventing the spin of the vehicle (FIG. 7, step S704; No in FIG. 8, step S805). (1). The vehicle travel control device according to (1), wherein
According to the vehicle travel control device of (3) above, the yaw moment control, which is the control mode of the vehicle behavior control device, is a control for preventing spin, so the yaw moment control and the overspeed suppression device are activated simultaneously. In this case, as described in (1) above, since the deceleration by the overspeed suppressing device is maintained, the vehicle yaw moment can be controlled while maintaining the deceleration for suppressing the overspeed, thereby ensuring the stability of the vehicle. However, it becomes possible to decelerate.

(4) The vehicle behavior control device is configured to have a turning performance improvement control mode (FIG. 7, step S704) for improving the turning performance of the vehicle by controlling the behavior of the vehicle with respect to the yaw moment of the vehicle. When the vehicle behavior control related to the yaw moment in the vehicle behavior control device is executed in the turning performance improvement control mode and the vehicle speed suppression control in the overspeed suppression device is executed together, the system controller is The vehicle travel control device according to (1), characterized in that control is performed so as not to maintain the deceleration associated with speed suppression by the overspeed suppression device (step S807 in FIG. 8).

  According to the vehicle travel control device of (4) above, when the yaw moment control that is the control mode of the vehicle behavior control device is executed in the turning performance improvement control mode that improves the turning performance, the yaw moment control and the overspeed When the suppression device is operated simultaneously, the deceleration of the overspeed suppression device is not maintained, so that the target deceleration can be achieved while improving the turning ability of the vehicle.

(5) The overspeed suppressing device determines that the deceleration calculated at the current time point in relation to the vehicle speed suppression control is smaller than the held deceleration (in step S905 of FIG. 9, the determination is No). The vehicle travel control device according to (1), wherein a deceleration value applied to the vehicle speed suppression control by the overspeed suppression device is decreased (step S808 in FIG. 8).
According to the vehicle travel control device of (5) above, when the deceleration by the overspeed suppression device is smaller than the held deceleration, the deceleration by the overspeed suppression device is reduced, so the driver feels uncomfortable such as a sense of stall. It is possible to decelerate without giving.

(6) The overspeed suppressing device (FIG. 3) may occur at a time later than the current time based on vehicle behavior detection means for detecting the behavior of the vehicle and detection output by the vehicle behavior detection means. Target yaw rate calculating means (step S301) for estimating a certain yaw rate and calculating a target yaw rate value based on the estimated yaw rate; and lateral acceleration limit value calculating means for calculating a lateral acceleration limit value for limiting the vehicle speed of the vehicle (step S301). Step S302), a target deceleration for calculating a target deceleration for the vehicle based on the lateral acceleration limit value calculated by the lateral acceleration limit value calculating means and the target yaw rate value calculated by the target yaw rate calculating means In order to achieve the target deceleration calculated by the calculation means (step S304) and the target deceleration calculation means, the driver The vehicle running control system for operating reduction adjusting device for regulating operation for decelerating the vehicle apart automatically (Fig. 2, step S202) and, characterized in that it comprises a (1).
According to the vehicle travel control device of (6) above, it becomes possible to predict the driver's virtual line (how to take a course estimated according to the driving tendency), and to estimate the amount of overspeed that may occur in the future. It becomes possible to perform moderate appropriateness.

(7) In the overspeed suppressing device, a deviation (FIG. 8, step S801) between the target yaw rate value calculated by the target yaw rate calculating means and the actual yaw rate value at the current time point of the vehicle is a predetermined value or more. When this occurs (ON in step S801), at least the vehicle speed reduction operation of the vehicle by the overspeed suppression device is prohibited (step S807).
According to the vehicle travel control device of the above (7), when the deviation between the target yaw rate and the actual yaw rate occurs more than a predetermined value after the deceleration is maintained, at least the deceleration by the overspeed suppressing device is prohibited. It becomes possible to ensure the stability of the vehicle.

(8) When the deceleration operation of the vehicle by the overspeed suppressing device is prohibited (FIG. 8, step S807), the vehicle behavior control operation by the vehicle behavior control device is changed (step S808). (7) The vehicle travel control device.
According to the vehicle travel control device of (8) above, when the control by the overspeed suppressing device is prohibited, the vehicle behavior control device is changed, so that the stability of the vehicle can be ensured.

(9) When the overspeed suppressing device operates, the system controller changes the operation threshold value of the vehicle behavior control device so that the system performing the vehicle behavior control can easily intervene (FIGS. 10 to 14). (1) The vehicle travel control apparatus characterized by the above-mentioned.
According to the vehicle travel control device of (9) above, when the overspeed suppression device is activated, the operation threshold value of the vehicle behavior control device is changed in a direction in which the system can easily intervene, so that the stability of the vehicle is ensured. It becomes possible to decelerate.

(10) When the control by the vehicle behavior control device is once ended, the system controller holds the control amount constant for a predetermined time and then the control by the overspeed suppressing device is performed. The vehicle travel control apparatus according to (1), wherein switching of the control mode is controlled so as to return.
According to the vehicle travel control device of (10) above, after the vehicle behavior control device is finished, the overspeed suppression device is returned after being held for a predetermined time (FIG. 9, step S902 → step S907 → step S908 to step S908). S911), it is possible to prevent hunting of the target deceleration of the overspeed suppressing device, and it is possible to decelerate without causing the driver to feel uncomfortable.

(11) When the system controller determines that the road shape is a bank (FIG. 8, step S802), the system controller prohibits the activation of control by the overspeed suppressing device (step S807). (1) The vehicle travel control apparatus characterized by the above-mentioned.
According to the vehicle travel control device of (11) above, when it is determined that the road shape is a bank, the overspeed suppressing device is prohibited, so that the relationship between the steering angle and the yaw rate is broken, that is, the steering angle. The yaw rate gain with respect to the vehicle is deviating in a large direction, and there is no deceleration on the road shape that turns at a small steering angle (road shape where the yaw rate appears), which makes the driver feel uncomfortable. Disappears.

(12) When it is determined by the predetermined recognition means that the vehicle is moving backward (Yes in FIG. 8, step S803), the system controller prohibits the activation of the control by the overspeed suppressing device ( (S807) The vehicle travel control device according to (1).
According to the vehicle travel control device of (12) above, when it is determined that the vehicle is moving backward, the overspeed suppression device is prohibited, so that the relationship between the steering angle and the yaw rate is broken (the phase between the steering angle and the yaw rate). Is assumed to be yaw rate when the front wheel is steered, and when the vehicle is reversing, it will not decelerate in the rear wheel steering state that is unexpected) The driver does not feel uncomfortable.

(13) The vehicle behavior control device is configured to control the behavior of the vehicle based on the yaw moment of the vehicle, and the system controller is for the vehicle behavior control device to maintain the lane on the road. When the control in the lane maintenance mode (FIG. 7, step S705) is being executed (FIG. 8, step S805: Yes), control is performed so as not to maintain the deceleration related to the speed suppression by the overspeed suppression device. (Step S807) The vehicle travel control device according to (1).
According to the vehicle travel control device of (13) above, when the vehicle behavior control device for controlling the yaw moment is control for maintaining the lane with respect to the lane, the deceleration control by the overspeed suppressing device is maintained. Therefore, overspeed can be suppressed while maintaining the lane.

(14) Travel control of the vehicle is performed in both a vehicle behavior control mode for controlling the behavior of the vehicle with respect to the yaw moment of the vehicle and an overspeed suppression mode for estimating the amount of overspeed at the corner and suppressing the speed of the vehicle. When both the vehicle behavior control mode and the overspeed suppression mode are executed, the vehicle behavior control mode is executed in a predetermined mode of the vehicle and the environment or behavior of the vehicle is determined by a predetermined recognition unit. Except when it is recognized that the vehicle is in a specific state, the vehicle travel is controlled so as to maintain the deceleration related to the speed suppression in the overspeed suppression mode (flowcharts of FIGS. 8 to 9). Control method.
According to the vehicle travel control device of the above (14), the control is performed so as to maintain the deceleration related to the speed suppression by the overspeed suppression device, except when the predetermined condition is met. Since the behavior control of the vehicle can be performed while the vehicle is maintained, the vehicle can be decelerated while ensuring the stability of the vehicle.

It is a schematic diagram showing the outline | summary of the structure in the vehicle carrying the apparatus of this invention. It is a flowchart for demonstrating the outline | summary of the effect | action in embodiment of this invention. It is a flowchart showing the detail of the overspeed suppression control process of FIG. It is a conceptual diagram for demonstrating the step of the yaw rate calculation process in the flowchart of FIG. FIG. 4 is a conceptual diagram for explaining steps of target vehicle speed calculation processing in the flowchart of FIG. 3. It is a flowchart showing the content of the vehicle output control of FIG. It is a flowchart regarding correction | amendment operation | movement of target deceleration. It is a flowchart (part) showing the detail of the correction process of the target deceleration in the flowchart of FIG. It is a flowchart (part) showing the detail of the correction process of the target deceleration in the flowchart of FIG. Characteristic diagram showing the target yaw rate ψ '*, actual yaw rate ψ', and target yaw rate deviation absolute value | Δψ '* | It is. FIG. 6 is a characteristic diagram showing an example of a value (corresponding to a vehicle speed) of a target yaw rate deviation threshold reference value | Δψ′0 |. FIG. 6 is a characteristic diagram showing a value corresponding to a vehicle speed of a target yaw rate deviation threshold value | Δψ ′ | corrected after the overspeed suppressing device intervenes. It is a flowchart showing the process in the case of correct | amending a target yaw rate deviation threshold value in relation to intervention of an overspeed suppression apparatus. It is a flowchart showing the action | operation of a vehicle behavior control apparatus.

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Vehicle 110 ... Control controller (system controller) 120 ... Brake control unit 130 ... Yaw rate sensor 141, 142, 143, 144, ... Wheel speed pulse transmitter 150 ... Steering angle sensor 160 ... Engine control unit 170 ... Lateral acceleration sensor

Claims (14)

  The vehicle behavior control device that controls the behavior of the vehicle, the overspeed suppression device that estimates the amount of overspeed at a corner and suppresses the speed of the vehicle, and includes both the vehicle behavior control device and the overspeed suppression device. A system controller that comprehensively controls a plurality of control devices of the vehicle, and when the vehicle behavior control device and the overspeed suppressing device are operated together, the system controller has a predetermined control mode by the vehicle behavior control device. Control to maintain the deceleration related to the speed suppression by the overspeed suppression device, except in the case of the above mode and when it is recognized that the environment or behavior of the vehicle is in a specific state by the predetermined recognition means The vehicle travel control apparatus characterized by the above-mentioned.   The vehicle travel control device according to claim 1, wherein the vehicle behavior control device is configured to have a control mode for controlling the behavior of the vehicle with respect to a yaw moment of the vehicle.   2. The vehicle behavior control device according to claim 1, wherein the vehicle behavior control device is configured to have an anti-spin control mode for preventing spin of the vehicle by controlling the behavior of the vehicle with respect to the yaw moment of the vehicle. The vehicle travel control device described.   The vehicle behavior control device is configured to have a turning performance improvement control mode for improving the turning performance of the vehicle by controlling the behavior of the vehicle with respect to the yaw moment of the vehicle, and the yaw moment in the vehicle behavior control device When the behavior control of the vehicle is executed in the turning speed improvement control mode and the speed suppression control of the vehicle in the overspeed suppression device is executed together, the system controller relates to the speed suppression by the overspeed suppression device 2. The vehicle travel control device according to claim 1, wherein control is performed so as not to maintain the deceleration.   The overspeed suppression device is applied to the vehicle speed suppression control by the overspeed suppression device when the deceleration calculated at the current time point in relation to the speed suppression control of the vehicle is smaller than the held deceleration. The vehicle travel control device according to claim 1, wherein a value of the deceleration to be reduced is reduced.   The overspeed suppressing device estimates a yaw rate that may occur at a time later than the current time based on a vehicle behavior detecting means for detecting the behavior of the vehicle, and a detection output by the vehicle behavior detecting means. Calculated by a target yaw rate calculating means for calculating a target yaw rate value based on the estimation, a lateral acceleration limit value calculating means for calculating a lateral acceleration limit value for limiting the vehicle speed of the vehicle, and a lateral acceleration limit value calculating means. Target deceleration calculation means for calculating a target deceleration related to the vehicle based on the lateral acceleration limit value and the target yaw rate value calculated by the target yaw rate calculation means, and a target calculated by the target deceleration calculation means A deceleration adjusting device for performing an adjusting operation for automatically decelerating the vehicle separately from an operation by a driver to achieve deceleration; Vehicle travel control apparatus according to claim 1, characterized in that it comprises.   When the deviation between the target yaw rate value calculated by the target yaw rate calculation means and the actual yaw rate value at the current time point of the vehicle exceeds a predetermined value, the overspeed suppressing device is at least the overspeed suppressing device. The vehicle travel control device according to claim 6, wherein a deceleration operation of the vehicle is prohibited.   The vehicle travel control device according to claim 7, wherein when the vehicle speed reduction operation by the overspeed suppressing device is prohibited, the vehicle behavior control operation by the vehicle behavior control device is changed.   2. The system controller according to claim 1, wherein when the overspeed suppressing device operates, the system controller changes an operation threshold value of the vehicle behavior control device in a direction in which the system that performs the vehicle behavior control easily intervenes. Vehicle travel control device. When the control by the vehicle behavior control device is once ended, the system controller holds the control amount constant for a predetermined time and then returns to the state in which the control by the overspeed suppressing device is performed. The vehicle travel control device according to claim 1, wherein switching of the control mode is controlled. 2. The vehicle travel control device according to claim 1, wherein the system controller prohibits activation of control by the overspeed suppressing device when the road shape is determined to be a bank by a predetermined recognition unit. 3. 2. The vehicle travel control device according to claim 1, wherein the system controller prohibits activation of control by the overspeed suppressing device when it is determined by a predetermined recognition means that the vehicle is moving backward. 3. . The vehicle behavior control device is configured to control a vehicle behavior based on a yaw moment of the vehicle, and the system controller is configured to maintain a lane maintenance mode for the vehicle behavior control device to maintain a lane on a road. 2. The vehicle travel control device according to claim 1, wherein control is performed so as not to maintain a deceleration related to speed suppression by the overspeed suppression device when the control is executed. The vehicle travel control is performed in both a vehicle behavior control mode for controlling the behavior of the vehicle with respect to the yaw moment of the vehicle and an overspeed suppression mode for suppressing the speed of the vehicle by estimating an overspeed amount at a corner, When both the vehicle behavior control mode and the overspeed suppression mode are executed together, when the vehicle behavior control mode is executed in a predetermined mode, and when the vehicle environment and behavior are in a specific state by the predetermined recognition means The vehicle travel control method is characterized in that control is performed so as to maintain the deceleration related to speed suppression in the overspeed suppression mode, except when it is recognized that the vehicle is in the overspeed suppression mode.

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