JP2007145294A - Vehicle traveling control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle traveling control device, which controls a vehicle to suppress the overturning tendency of the vehicle when the vehicle deviates from a traveling road. <P>SOLUTION: The vehicle traveling control device 1 comprises a vehicle traveling state detection means 10 detecting a traveling state of the vehicle, a deviation determination means 11 determining whether the vehicle deviates from the traveling road or not, a gradient detection means 12 detecting gradient θ of the ground on which the vehicle whose deviation is detected by the determination means 11 is located, an overturn determination means 13 determining, based on the gradient θ of the ground detected by the detection means 12 and the traveling state of the vehicle detected by the detection means 10, whether the vehicle tends to overturn or not; and traveling control means 14 controlling the traveling of the vehicle when the overturning tendency is determined by the determination means 13. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicular travel control device that controls a vehicle so as to suppress the tendency of the vehicle to roll over when the vehicle deviates from a travel path.

  When a vehicle traveling on a curve increases the steering wheel or performs a sudden steering operation to avoid an obstacle, the vehicle may show a tendency to roll over. A vehicle rollover occurs when the resultant force of the vertical force due to gravity and the horizontal force due to centrifugal force is applied to the center of gravity of the vehicle, and the resultant force direction is outside the ground contact point of the wheel outside the turn. appear.

  In order to suppress such a tendency of the vehicle to roll over, a vehicle motion control device that automatically stabilizes traveling by a braking device that can brake the wheels of the same axle independently of each other is known (see, for example, Patent Document 1). .)

  When the lateral acceleration indicating the vehicle rollover tendency around the vehicle longitudinal axis exceeds a predetermined rollover prevention threshold, the vehicle operation control device described in Patent Document 1 brakes the wheels on the outside during turning to suppress the vehicle rollover tendency. To do.

There is also known a vehicle operation control device that controls the steering force of the vehicle by controlling the lateral force on the wheels (see, for example, Patent Document 2). When the tendency is detected, the steering characteristic is controlled to be oversteer or understeer in order to reduce the lateral force applied to at least one wheel of the vehicle.
Japanese Patent Laid-Open No. 2002-12140 JP 2004-203084 A

  However, the vehicle operation control devices described in Patent Document 1 and Patent Document 2 are based on a traveling road having a horizontal road surface, and no reference is made to the rollover tendency of the vehicle when the vehicle deviates from the traveling road. Absent.

  Accordingly, an object of the present invention is to provide a vehicular travel control device that controls a vehicle so as to suppress the tendency of the vehicle to roll over when the vehicle deviates from a travel path.

  In order to achieve the above object, a vehicular travel control apparatus according to a first aspect of the present invention is a vehicle travel state detection means for detecting a travel state of a vehicle, and a deviation for determining whether or not the vehicle has deviated from the travel path. Determining means; gradient detecting means for detecting the gradient of the ground on which the vehicle has detected a deviation detected by the deviation determining means; the ground gradient detected by the gradient detecting means; and the vehicle running state detecting means. A rollover judging means for judging a rollover tendency of the vehicle based on the detected running state of the vehicle, and a travel control means for controlling the running of the vehicle when the rollover judging means judges the rollover tendency. It is characterized by providing.

  According to a second aspect of the present invention, in the vehicle travel control apparatus according to the first aspect of the present invention, the vehicle travel control device includes a vehicle position measurement unit that measures the vehicle position, and a map information storage unit that stores map information. A deviation from the traveling path of the vehicle is detected based on the vehicle position measured by the vehicle position measuring means and the map information stored in the map information storage means.

  According to a fourth aspect of the present invention, in the vehicle travel control device according to the first aspect of the present invention, the rollover judging means includes the lateral acceleration calculated based on the gradient detected by the slope detecting means and the gravitational acceleration, and the vehicle running state. It is characterized in that the rollover tendency of the vehicle is determined by comparing the net lateral acceleration including the lateral acceleration calculated based on the running state detected by the detecting means with a predetermined threshold value.

  By the above means, the present invention can provide a vehicular travel control device that controls the vehicle to suppress the tendency of the vehicle to roll over when the vehicle deviates from the travel path.

  Hereinafter, the best mode for carrying out the present invention will be described in several embodiments with reference to the drawings.

  FIG. 1 is a functional block diagram of the vehicle travel control apparatus according to the first embodiment. The vehicle travel control device 1 includes a vehicle travel state detection means 10, a departure determination means 11, a gradient detection means 12, a rollover determination means 13 and a travel control means 14, and includes a navigation system 2, a vehicle speed sensor 3, a yaw rate sensor 4, The steering angle sensor 5, the acceleration sensor 6, the steering control device 7 and the brake control device 8 are connected.

  The vehicle travel control device 1 controls the steering control device 7 and the brake control device 8 based on information from the navigation system 2, the vehicle speed sensor 3, the yaw rate sensor 4, the steering angle sensor 5 and the acceleration sensor 6.

  The navigation system 2 includes a GPS (Global Positioning System) and a gyroscope which are vehicle position measuring means (not shown), and a map information storage means such as an HDD (Hard Disk Drive), which receives satellite signals. Map information stored in the HDD based on vehicle position information from the GPS that measures the longitude, latitude, and altitude of the vehicle, and vehicle position information from the gyroscope that measures the angular velocity acting on the vehicle and detects the vehicle position The vehicle position is identified while referring to, and driving to the destination is supported. Here, “map information” includes road map, road width, road gradient, shoulder width, shoulder gradient, roadside ground gradient, roadside ground composition (concrete, soil, asphalt Etc.) including roadside area information such as. The map information is stored in advance in the HDD, but may be updated at any time by communication with the outside.

  The vehicle speed sensor 3 is, for example, an MR (Magnetic Resistance) element that reads a magnetic field change caused by a magnet that is attached to each wheel and rotates with each wheel as a magnetic resistance, and extracts this as a pulse signal proportional to the rotation speed. Detect rotational speed and vehicle speed.

  The yaw rate sensor 4 has, for example, a configuration in which piezoelectric ceramics are attached to a U-shaped metal plate. When a rotating force is applied to the metal plate, the metal plate and the piezoelectric ceramic attached thereto are distorted to generate a voltage, The rotational angular velocity (yaw rate) of the vehicle is detected based on the voltage value.

  Similar to the vehicle speed sensor 3, the steering angle sensor 5 is a sensor that detects the rotation of the steering shaft using, for example, magnetic resistance, and detects the steering angle due to the rotation of the steering wheel.

  The acceleration sensor 6 is, for example, a semiconductor strain gauge type acceleration sensor, and measures acceleration in three axial directions of the vehicle in the front-rear direction, the vertical direction, and the left-right direction.

  The steering control device 7 receives a signal from the vehicular travel control device 1 and controls the steering angle of each wheel independently. Further, the brake control device 8 receives a signal from the vehicle travel control device 1 and controls the brakes of each wheel independently.

The vehicle traveling state detection means 10 detects the traveling state of the vehicle based on information from the vehicle speed sensor 3, the yaw rate sensor 4, the steering angle sensor 5, and the acceleration sensor 6. Here, the “running state” refers to vehicle motion information such as vehicle speed, yaw rate, roll rate, lateral acceleration acting on the center of gravity of the vehicle, or longitudinal acceleration. The lateral acceleration acting on the center of gravity of the vehicle may be the value of the acceleration Gy in the vehicle lateral direction of the acceleration sensor 6, and the yaw rate Yr measured by the yaw rate sensor 4 is set to the vehicle speed V measured by the vehicle speed sensor 3. It may be a value G _{V · Yr} multiplied.

  The departure determination unit 11 determines whether or not the vehicle has deviated from the travel path based on information from the navigation system 2. Further, the departure determination means 11 may include a camera (not shown), and may determine that the vehicle has deviated from the road when the vehicle has crossed the side line of the road by image processing. In addition to the above information, it is possible to determine that the vehicle has deviated from the road when the acceleration sensor 6 monitors the vibration of the vehicle and detects a predetermined vibration or a change in vibration due to a change in the road surface.

  The gradient detection means 12 detects the gradient θ with respect to the horizontal plane of the place where the vehicle is located based on information from the HDD in the navigation system 2 that has information on the gradient of the ground beside the road. Thereby, the gradient detection means 12 can acquire the gradient θ of the ground beside the road before the vehicle deviates from the traveling road. Further, the gradient detection means 12 may measure the inclination of the vehicle based on information from the acceleration sensor 6 and detect the gradient θ at the location where the vehicle is located.

The rollover judging means 13 includes a lateral acceleration G _y detected by the vehicle running state detecting means 10 or a component G _θ parallel to the slope θ of the gravitational acceleration G and a lateral acceleration G _V calculated by the vehicle running state detecting means 10. _the value plus the _{Yr G θ + G V · Yr} ( hereinafter collectively lateral acceleration _{G y} or _G θ ₊ G _{V · Yr} and the lateral acceleration _{G yθ.)} and compares the threshold value LAR-k, When the lateral acceleration G _yθ exceeds the threshold value LAR · k, it is determined that the rollover tendency occurs.

Here, the threshold value LAR · k is a value obtained by multiplying the rollover limit lateral acceleration LAR (Lateral Acceleration for Rollover) by a coefficient k. When the detected or calculated lateral acceleration G _yθ exceeds the rollover limit lateral acceleration LAR, there is a high possibility that the vehicle rolls over. Therefore, the value of the coefficient k is set to 0.5 to 0.8, and before the lateral acceleration _Gyθ exceeds the rollover limit lateral acceleration LAR, the rollover tendency is determined to suppress the rollover. Further, the rollover limit lateral acceleration LAR or the coefficient k may be changed according to the material constituting the slope beside the road, freezing or wetting of the road surface based on weather information, and the like. Note that the rollover limit lateral acceleration LAR is set to, for example, 1.4 for a passenger car and 0.9 for an SUV (Sport-Utility Vehicle) with a higher center of gravity.

The traveling control unit 14 controls the steering control device 7 and the brake control device 8 to reduce the lateral acceleration G _yθ acting on the center of gravity of the vehicle when the rollover determining unit 13 determines that the vehicle _rolls over. The travel control means 14 may control either one of the steering control device 7 and the brake control device 8.

For example, when the vehicle cannot complete a curve and deviates from the traveling road and enters the downhill side of the road, or when the vehicle is about to enter, the traveling control means 14 is _configured to reduce the G _yθ acting on the center of gravity of the vehicle. A moment in the direction opposite to the direction of Yr acts.

  For this purpose, the traveling control means 14 causes the steering control device 7 to control the steering angle of the front wheels or the rear wheels. The traveling control means 14 may cause the steering control device 7 to independently control the steering angles of the four wheels. Steering angle control by the steering control device 7 is performed until the yaw rate Yr becomes zero, and then the traveling control means 14 controls the brake control device 8 to brake all four wheels without causing the vehicle to roll over. Stop.

Further, the traveling control means 14 uses the brake control device 8 to turn the wheels on the outside of the turn so as to apply a moment in the direction opposite to the direction of the yaw rate Yr to the vehicle center of gravity so as to reduce G _yθ acting on the vehicle center of gravity. May be braked. Braking by the brake control device 8 is performed until the yaw rate Yr becomes zero, and then the traveling control means 14 controls the brake control device 8 to brake all four wheels, and stops the vehicle without overturning.

Even if the yaw rate Yr to zero In the case of gravity acceleration slope component parallel to the G of the gradient theta of G _theta is exceeding the threshold value LAR · k, the travel control unit 14, the gradient direction of the vehicle road Wakinoshitari Slope The steering control device 7 is steered so as to face the steering angle of the wheel, or the brake control device 8 is used to brake the wheel outside the turn. After turning the vehicle in the downward slope direction, the traveling control means 14 controls the brake control device 8 to brake all four wheels, and stops the vehicle without rolling over.

  The traveling control means 14 may control the vehicle posture so that the vehicle faces the slope direction of the down slope beside the road by the steering control device 7 and the brake control device 8 before the yaw rate Yr reaches zero.

  FIG. 2 is a flowchart showing a flow of processing for controlling the vehicle posture when the vehicle travel control device 1 detects a deviation from the travel path of the vehicle and determines that the vehicle tends to roll over.

  First, the vehicle travel control device 1 acquires vehicle position information and travel path peripheral information from the navigation system 2, and the vehicle travel state detection means 10 includes a vehicle speed sensor 3, a yaw rate sensor 4, a steering angle sensor 5, and an acceleration sensor. Vehicle motion information is acquired from 6 (step S1). In addition, the gradient detection means 12 detects the gradient θ of the slope beside the road from the traveling road periphery information.

Next, the departure determination means 11 determines whether or not the vehicle has deviated from the travel path based on the vehicle position information (step S2), and determines that the vehicle has deviated from the travel path (YES in step S2). The rollover judging means 13 _compares the lateral acceleration _Gyθ acting on the center of gravity of the vehicle with the threshold value LAR · k, and judges the rollover tendency (step S3).

  On the other hand, when the departure determination means 11 determines that the vehicle has not deviated from the travel path (NO in step S2), the vehicle travel control device 1 continues to monitor the vehicle position information, the travel path peripheral information, and the vehicle motion information. (Step S1).

  Note that the vehicle travel control device 1 not only determines the tendency to roll over after the vehicle deviates from the travel path, but also detects a state in which the travel path deviation is unavoidable, before the vehicle deviates from the travel path. Alternatively, the roll control tendency may be determined in consideration of the slope θ of the roadside slope, and the steering control device 7 and the brake control device 8 may be controlled. Normally, even when the vehicle is traveling on a traveling road, the vehicle stability control system VSC (Vehicle Stability Control) or the like is used to suppress the tendency of the vehicle to roll over, or the vehicle deviates from the traveling road. Control by the steering control device 7 and the brake control device 8 is performed so as not to occur.

  When the rollover judging means 13 judges a rollover tendency (YES in Step S3), the traveling control means 14 transmits a signal to the steering control device 7 and the brake control device 8 so that the traveling direction of the vehicle is directed to the slope gradient direction. The attitude is controlled (step S4), and the vehicle rollover is avoided or the vehicle is stopped.

  When the rollover judging means 13 judges that the vehicle does not tend to roll over (NO in step S3), the traveling control means 14 controls the vehicle posture by the steering control device 7 or the brake control device 8 so that the traveling direction of the vehicle is directed to the slope gradient direction. Without doing so, the vehicle attitude is controlled so as to decrease the vehicle speed V and the yaw rate Yr, and the vehicle is returned to the travel path or the vehicle is stopped.

  FIG. 3 is a diagram illustrating a state in which the vehicle travel control device 1 suppresses the rollover tendency when a vehicle traveling on the left curve departs from the travel path and enters a down slope beside the road. It is a figure which shows typically the acceleration which acts on a vehicle gravity center when approaching to the down slope of a roadside.

  FIG. 3 shows a case where a vehicle traveling on the left curve deviates from the traveling path R and enters the downhill slope S1 and then steers left to return to the traveling path R or travels across the slope S1 as it is. A route is indicated by a dotted line, and a route when the vehicle travel control device 1 uses the steering control device 7 and the brake control device 8 to control the vehicle posture so that the vehicle faces the gradient direction of the slope S1 and stops the vehicle is indicated by a solid line. Show.

FIG. 4 is a rear view of the vehicle. The left rear wheel T1, the right rear wheel T2, the road R, the roadside slope S1, the vehicle center of gravity C, the lateral acceleration G _{V · Yr} , the gravitational acceleration G, and the gravitational acceleration G The component G1 in the direction perpendicular to the slope S1, the component G2 in the direction horizontal to the slope S1 of the gravitational acceleration G, and the net lateral acceleration N are shown. The road surface slope of the roadside slope S1 is θ1.

As shown in FIG. 4, a lateral acceleration G _{V · Yr} due to the vehicle speed V and the yaw rate Yr acts on the vehicle center of gravity C of the vehicle traveling on the left curve in the right direction, and the vehicle further enters the down slope S1 on the right side of the road. As a result, the slope gradient component G2 of the gravitational acceleration G acts to the right of the vehicle, so that the net lateral acceleration N (G2 + G _{V · Yr} ) acts on the vehicle center of gravity C. The net lateral acceleration N is larger by G2 than the lateral acceleration _{GV · Yr on the} traveling road R without inclination.

  Therefore, compared with the case where the vehicle is traveling on the road R, the rollover limit lateral acceleration LAR is more easily exceeded. When the vehicle travels along the dotted route shown in FIG. 3, the vehicle may roll over to the right. Get higher. In order to suppress the rollover tendency, the vehicle travel control device 1 reduces the vehicle speed V and the yaw rate Yr, and if the rollover determination means 13 determines that the rollover tendency is present, the vehicle travels the route indicated by the solid line in FIG. The vehicle is stopped by controlling the steering control device 7 and the brake control device 8 by the travel control means 14 so that the vehicle travels.

  FIG. 5 is a diagram illustrating a state in which the vehicle travel control device 1 suppresses the rollover tendency when a vehicle traveling on the left curve deviates from the travel path R and enters the uphill slope S2 on the road side. These are the figures which show typically the acceleration which acts on a vehicle gravity center when a vehicle approachs the uphill slope S2 of a roadside.

  FIG. 5 shows a case where a vehicle traveling on the left curve deviates from the traveling path R and enters the uphill slope S2 and then steers left to return to the traveling path R or travels across the slope S2 as it is. The route is indicated by a dotted line, and the route when the vehicle travel control device 1 uses the steering control device 7 and the brake control device 8 to control the vehicle posture so that the vehicle faces the gradient direction of the slope S2 and stops the vehicle is indicated by a solid line. Show.

  6 is a rear view of the vehicle, similar to FIG. 4, and the same components as those in FIG. 4 have the same reference numerals. Note that the road surface slope of the slope S2 beside the road is θ2.

As shown in FIG. 6, a lateral acceleration G _{V · Yr} due to the vehicle speed V and yaw rate Yr acts on the vehicle center of gravity C traveling on the left curve in the right direction of the vehicle, and the vehicle further enters the uphill slope S2 on the right side of the road. As a result, the slope gradient component G2 of the gravitational acceleration G acts on the left side of the vehicle, so that the net lateral acceleration N (G2-G _{V · Yr} ) acts on the vehicle center of gravity C. Compared with the case where the vehicle travels along the travel path R, the lateral acceleration acts in the opposite direction to the lateral acceleration _{GV · Yr} by G2. When the lateral acceleration G _{V · Yr} in the right direction is larger than the lateral acceleration G2 in the left direction, the vehicle does not roll over to the left. However, when the vehicle speed V and the yaw rate Yr are reduced, the slope θ2 of the ascending slope S2 If the lateral acceleration G2 in the left direction exceeds the rollover limit lateral acceleration LAR and the vehicle travels along the dotted path shown in FIG. 5, the vehicle is more likely to roll over in the left direction. In order to suppress such a tendency to roll over, the vehicle travel control device 1, when it is determined that the vehicle tends to roll over when the vehicle speed V and the yaw rate Yr are reduced, the travel control means so that the vehicle travels along the route indicated by the solid line in FIG. 3. 14, the steering control device 7 and the brake control device 8 are controlled to stop the vehicle.

In this way, the vehicle travel control device 1 reduces the net lateral acceleration N acting on the vehicle center of gravity C and reduces the lateral acceleration even when the vehicle deviates from the travel path and enters the roadside slope S1 or S2. so suppress the rollover tendency of the vehicle in the direction, or to suppress so the rollover tendency of the vehicle in the opposite direction of the lateral acceleration G _{V · Yr} when the lateral acceleration G _{V · Yr} acting on the center of gravity of the vehicle is reduced, the vehicle The attitude can be controlled automatically and the vehicle can be stopped.

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

  For example, in the above-described embodiment, the vehicle travel control device 1 controls the vehicle posture by the steering control device 7 and the brake control device 8. However, the stabilizer is provided with the engine output transmitted to each wheel and the torsion spring. The vehicle attitude may be controlled by controlling the torsional rigidity or the air suspension air pressure of each wheel.

  In the above-described embodiment, the vehicle travel control device 1 determines the rollover tendency based on the lateral acceleration acting on the vehicle center of gravity C, but may determine the rollover tendency based on the roll angle or the roll rate. .

  Further, in the above-described embodiment, the VSC is operated while the vehicle is traveling on the traveling road, and when the vehicle deviates from the traveling road and it is determined that the vehicle tends to roll over, the vehicle travel control device 1 performs the operation. Although the control is performed, the control by the vehicular travel control device 1 may be performed as a part of the control by the VSC, and the vehicular travel control device when the vehicle deviates from the travel path regardless of the presence or absence of the VSC. The control by 1 may be performed.

  In the above-described embodiment, the case where the vehicle deviates from the traveling path R while the vehicle is traveling on the curve will be described. However, the control by the vehicle travel control device 1 is performed while the vehicle deviates from the traveling path R during straight traveling. It can also be applied to

It is a functional block diagram of the vehicle travel control apparatus according to the present invention. It is a flowchart which shows the flow of the process which controls a vehicle attitude | position. It is a figure which shows the state which the vehicle travel control apparatus 1 suppresses a rollover tendency, when the vehicle which drive | works a left curve deviates from a driving | running | working road and enters the down slope of the roadside. It is a figure which shows typically the acceleration which acts on a vehicle gravity center when a vehicle approachs the downhill beside a road. It is a figure which shows the state which the vehicle travel control apparatus 1 suppresses a rollover tendency, when the vehicle which drive | works a left curve deviates from a driving | running route and enters the uphill side of a road. It is a figure which shows typically the acceleration which acts on a vehicle gravity center when a vehicle approachs the uphill slope of a roadside.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle travel control apparatus 2 Navigation system 3 Vehicle speed sensor 4 Yaw rate sensor 5 Steering angle sensor 6 Acceleration sensor 7 Steering control apparatus 8 Brake control apparatus 10 Vehicle travel state detection means 11 Deviation determination means 12 Gradient detection means 13 Rollover determination means 14 Travel control means V vehicle speed Yr yaw C vehicle center of gravity G of gravity acceleration G1, G2 gravitational acceleration component _{G y, G θ, G V} · Yr, G yθ lateral acceleration k coefficients LAR rollover limit lateral acceleration N net transverse acceleration R roadway S1, S2 Slope T1, T2 Wheel θ, θ1, θ2 Gradient

Claims (4)

Vehicle running state detecting means for detecting the running state of the vehicle;
Departure determining means for determining whether or not the vehicle has departed from the road;
A gradient detecting means for detecting a gradient of the ground on which the vehicle is located, the deviation of which is detected by the deviation determining means;
A rollover judging means for judging a rollover tendency of the vehicle based on the slope of the ground detected by the slope detecting means and the running state of the vehicle detected by the vehicle running state detecting means;
Travel control means for controlling the travel of the vehicle when the rollover determination means determines that the rollover tendency,
A vehicle travel control device comprising: Vehicle position measuring means for measuring the vehicle position;
Map information storage means for storing map information,
The departure determination unit detects a departure from the traveling path of the vehicle based on the vehicle position measured by the vehicle position measurement unit and the map information stored in the map information storage unit.
The vehicular travel control apparatus according to claim 1. The gradient detection means detects the gradient of the ground where the vehicle is located based on the map information.
The vehicular travel control apparatus according to claim 1. The rollover judging means includes a net acceleration including a lateral acceleration calculated based on the gradient detected by the gradient detecting means and a gravitational acceleration, and a lateral acceleration calculated based on the running state detected by the vehicle running state detecting means. Comparing the lateral acceleration and a predetermined threshold value to determine a rollover tendency of the vehicle;
The vehicular travel control apparatus according to claim 1.

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