JP2007261417A - Vehicle traveling controller and vehicle traveling control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle traveling controller and a vehicle traveling control method capable of improving responsibility to a set target deceleration by smoothly performing acceleration/deceleration according to the traveling status of a vehicle. <P>SOLUTION: A request driving/braking force F(request) is acquired (step ST401), and actual acceleration RG is acquired (step ST402), and a speed and a shift position are acquired (step ST403), and a full closing time estimated driving/braking force F(lower limit) in a status that the throttle valve of the engine mounted on its own vehicle is fully opened is acquired based on the acquired speed and shift position (step ST404), and the quantity m of its own vehicle is acquired (step ST405), and a full closing time predicted actual acceleration FG when its own vehicle is made to generate the full closing time estimated driving/braking force F(lower limit) is calculated based on the request driving/braking force F(request), the actual acceleration RG and full closing time estimated driving/braking force F(lower limit). <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle travel control device and a vehicle travel control method, and more particularly, to vehicle travel for predicting actual acceleration obtained when an estimated braking / driving force estimated according to the travel state of the vehicle is generated in the vehicle. The present invention relates to a control device and a vehicle travel control method.

  In conventional vehicles, as a means to reduce the driving operation of the host vehicle by the driver, constant speed traveling control for controlling the host vehicle to travel at a constant speed at a speed set by the driver, A vehicle travel control device that performs vehicle travel control that performs follow-up travel control and the like so as to follow the vehicle, that is, adaptive cruise control (ACC), is mounted. In ACC, a target acceleration is set according to the driving situation of the host vehicle, such as acceleration for maintaining constant speed driving (including deceleration) and acceleration for following a preceding vehicle at a certain distance. The required braking / driving force is calculated based on the target acceleration, and this required braking / driving force is generated by controlling the requested braking / driving force generating means, that is, the engine (including the transmission) and the brake device mounted on the host vehicle. Let

  Here, even if the engine and the brake device are controlled in order for the vehicle travel control device to generate the required braking / driving force, the actual driving force actually generated by the vehicle differs from the required braking / driving force. This is because resistance is generated by various disturbances such as the road gradient on which the vehicle travels, the wind direction in the environment in which the vehicle travels, the total mass of the vehicle, the speed at which the vehicle travels, and the rolling resistance of the tire that transmits braking / driving force to the road surface. This is because the disturbance resistance force, which is a combination of the resistance forces generated by these disturbances, acts on the traveling vehicle.

  Conventionally, as shown in Patent Document 1, for example, this disturbance resistance force is obtained by detecting each disturbance value and calculating a resistance force generated by each detected disturbance value.

JP-A-9-287502

  Therefore, a sensor or the like is required to detect each disturbance value, and the resistance force is calculated based on each disturbance value. This causes a problem of an increase in cost and an increase in vehicle mass. Also, the disturbance resistance force affects each other, so even if the resistance forces calculated based on the detected disturbance values are combined, the disturbance resistance force acting on the actual vehicle It was difficult to match. As a result, when this required braking / driving force is generated in the vehicle, it is difficult to predict the actual acceleration of the vehicle based on the required braking / driving force and the disturbance resistance force.

  The present invention has been made in view of the above, and a vehicle travel control device capable of predicting actual acceleration obtained when braking / driving force is generated in a vehicle without calculating disturbance resistance force and An object of the present invention is to provide a vehicle travel control method.

  In order to solve the above-described problems and achieve the object, the vehicle travel control device according to the invention generates a required braking / driving force generating means for generating a required braking / driving force in the vehicle, and generates the required braking / driving force in the vehicle. An actual acceleration obtaining means for obtaining an actual acceleration obtained when the vehicle is made, the requested braking / driving force, the obtained actual acceleration, an estimated braking / driving force estimated according to a traveling state of the vehicle, Actual acceleration prediction means for predicting actual acceleration when the estimated braking / driving force is generated in the vehicle based on the mass of the vehicle.

  In the vehicle travel control method according to the present invention, a procedure for generating the required braking / driving force in the vehicle, a procedure for obtaining an actual acceleration obtained when the required braking / driving force is generated in the vehicle, When the estimated braking / driving force is generated in the vehicle based on the driving force, the acquired actual acceleration, the estimated braking / driving force estimated according to the traveling state of the vehicle, and the mass of the vehicle And a procedure for predicting the actual acceleration of the vehicle.

  Here, the required actual driving force based on the actual acceleration and the mass of the vehicle when the required braking / driving force is generated in the vehicle can be calculated from the required braking / driving force and the disturbance resistance force. In addition, from the estimated braking / driving force and disturbance resistance force estimated according to the running state of the vehicle, the estimated actual driving force based on the actual acceleration and the mass of the vehicle when the estimated braking / driving force is generated in the vehicle is calculated. Can be calculated. According to these inventions, the required braking / driving force obtained by removing the disturbance resistance force from the equation for calculating the required actual driving force and the equation for calculating the estimated actual driving force, the acquired actual acceleration, and the estimated braking / driving force. The actual acceleration when the estimated braking / driving force is generated in the vehicle is predicted by an expression based on the vehicle mass. Therefore, it is possible to calculate the predicted actual acceleration when the estimated braking / driving force estimated according to the traveling state of the vehicle is generated in the vehicle without calculating the disturbance resistance force. Thereby, the increase in cost and the increase in vehicle mass can be suppressed. Further, it is possible to predict the actual acceleration obtained when the braking / driving force is generated in the vehicle without calculating the disturbance resistance force.

  According to the present invention, in the vehicle travel control apparatus, the estimated braking / driving force is a driving force that can be generated by the vehicle when a throttle valve of an engine mounted on the vehicle is fully closed. Features.

  According to the present invention, in the vehicle travel control device, the estimated braking / driving force is determined by the engine to fully close the throttle valve at a speed ratio of a transmission mounted on the vehicle and a speed at which the vehicle is traveling. It is calculated based on the engine driving force generated in the state described above.

  According to these inventions, the estimated braking / driving force that can be estimated in accordance with the traveling state of the vehicle is such that the engine operates all the throttle valves at the speed ratio of the transmission mounted on the vehicle and the speed at which the vehicle is traveling. Since the driving force that can be generated by the vehicle in the fully closed state of the throttle valve (estimated braking / driving force when fully closed) that can be calculated based on the engine driving force that is generated in the closed state is used, the actual acceleration predicting means is Thus, the predicted actual acceleration when the estimated braking / driving force when fully closed is generated in the vehicle, that is, the predicted actual acceleration when fully closed in the throttle valve fully closed state, can be calculated. Therefore, the actual acceleration in a state where the throttle valve of the engine mounted on the vehicle is fully closed can be predicted without calculating the disturbance resistance force.

  In the present invention, the vehicle travel control device further includes storage means in which an estimated braking / driving force based on the gear ratio and the speed is recorded in advance.

  According to the present invention, it is possible to reduce the load when calculating the estimated braking / driving force from the transmission gear ratio and the speed at which the vehicle is traveling.

  According to the present invention, in the vehicle travel control device, the target acceleration setting means for setting the target acceleration in accordance with the travel control state of the vehicle, and the required control / driving force for calculating the required braking / driving force based on the set target acceleration. A driving force calculation unit is further provided.

  According to the present invention, in a vehicle travel control device that sets a target acceleration according to the travel control state of the vehicle such as ACC, the prediction when the estimated braking / driving force estimated according to the travel state of the vehicle is generated in the vehicle Control using actual acceleration can be performed.

  In the present invention, the vehicle travel control device further includes storage means in which a requested braking / driving force based on the target acceleration is recorded in advance.

  According to this invention, it is possible to reduce the load when calculating the required braking / driving force from the target acceleration.

  The vehicle travel control device and the vehicle travel control method according to the present invention are based on the required braking / driving force excluding disturbance resistance force, the acquired actual acceleration, the estimated braking / driving force, and the vehicle mass. The actual acceleration obtained when the estimated braking / driving force is generated in the vehicle can be predicted.

  Hereinafter, the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by the following Example. In addition, constituent elements in the following embodiments include those that can be easily assumed by those skilled in the art or those that are substantially the same.

  1 and 2 are diagrams showing a configuration example of a vehicle travel control device according to the present invention. FIG. 3 is a diagram illustrating a configuration example of a main part of the target acceleration setting unit. As shown in the figure, a vehicle travel control device 1 according to the present invention is mounted on a host vehicle (not shown), and can reduce the driving operation of the host vehicle by a driver, that is, ACC. Is to do. The vehicle travel control device 1 includes a control device 2, an object detection sensor 3, a cruise control switch 4, a yaw rate sensor 5, a G sensor 6, a vehicle speed sensor 7, a brake sensor 8, and a shift position sensor 9. The brake device 10, the throttle device 11, and the transmission device 12 are configured. The ACC includes constant speed traveling control for traveling the host vehicle at a set speed and follow-up traveling control for causing the host vehicle to follow the preceding vehicle.

  The control device 2 controls the entire vehicle travel control device 1. In addition, the control device 2 performs operation control of an engine (not shown). The control device 2 includes at least a target acceleration setting unit 21, an actual acceleration acquisition unit 22, an actual acceleration prediction unit 23, a required braking / driving force calculation unit 24, and a recognition unit 25.

  The target acceleration setting unit 21 is target acceleration setting means. The target acceleration setting unit 21 sets a target acceleration of the host vehicle (not shown). The target acceleration setting unit 21 sets a target acceleration corresponding to the traveling control state of the host vehicle by the vehicle traveling control device 1. For example, as shown in FIG. 2, the target acceleration setting unit 21 includes a tracking target acceleration calculation unit 211, a constant speed target acceleration calculation unit 212, a corner acceleration prohibition target acceleration calculation unit 213, a target acceleration arbitration unit 214, The target acceleration limiting unit 215 is configured. The target acceleration includes a positive target acceleration and a negative target acceleration, that is, a target deceleration.

  The tracking target acceleration calculation unit 211 determines that the preceding vehicle is traveling in the same lane as the vehicle is traveling in the traveling direction of the host vehicle (not shown). When the follow-up running control is performed on the preceding vehicle, the follow-up target acceleration is calculated. The following target acceleration calculating unit 211 calculates a plurality of following target accelerations based on the position data of the preceding vehicle. In this embodiment, the main target acceleration 211d calculated on the assumption that the brake device 10 may be operated (brake permission) and a plurality of sub target accelerations (for example, the brake device 10) are based on the main target acceleration 211d. A first sub target acceleration 211e calculated on the assumption that the brake device 10 may be operated (brake permission), an n-1 sub target acceleration 211f calculated on the assumption that the brake device 10 is not operated (brake disapproval), The follow-up target acceleration calculation unit 211 calculates the nth sub target acceleration 211g calculated on the assumption that the brake device 10 is not operated (brake disapproval).

  The tracking target acceleration calculation unit 211 includes a tracking target acceleration arbitration unit 211a. The follow-up target acceleration arbitration unit 211a includes a first arbitration unit 211b and a second arbitration unit 211c. Of the target accelerations calculated by the tracking target acceleration calculation unit 211, the first arbitration unit 211b is the highest value from the target acceleration calculated on the assumption that the brake device 10 may be operated (brake permission). Is selected as a target acceleration for tracking on the premise that the brake is permitted. In this embodiment, the first adjustment unit 211b determines a target acceleration for tracking on the premise that the brake is permitted, for example, from the main target acceleration 211d and the first sub target acceleration 211e. The second arbitration unit 211c has the smallest value among the target accelerations calculated by the following target acceleration calculation unit 211 from the target acceleration calculated on the assumption that the brake device 10 is not operated (brake disapproval). A target acceleration is selected and determined as a target acceleration for tracking on the premise of brake disapproval. In this embodiment, the second adjustment unit 211c determines the target acceleration for tracking that presupposes that the brake is not permitted, for example, from the (n-1) th sub target acceleration 211f and the nth sub target acceleration 211g.

  Here, the target acceleration calculation unit 211 for tracking is connected to the recognition unit 25 and the target acceleration arbitration unit 214. Therefore, when the preceding vehicle is recognized by the recognizing unit 25, the target data for following acceleration calculating unit 211 receives the position data of the recognized preceding vehicle. The tracking target acceleration calculation unit 211 calculates a plurality of tracking target accelerations based on the position data, and presupposes the brake permission determined by the first arbitration unit 211b of the tracking target acceleration arbitration unit 211a. The target acceleration for tracking is output to the first arbitration unit 214a of the target acceleration arbitration unit 214, and the target acceleration for tracking based on the brake disapproval determined by the second arbitration unit 211c is used as the second arbitration of the target acceleration arbitration unit 214. To the unit 214b.

  The constant speed target acceleration calculating unit 212 calculates the constant speed target acceleration based on the set speed set by the cruise control switch 4 or the like. The constant speed target acceleration calculation unit 212 is not only used when the vehicle travel control apparatus 1 performs constant speed travel control of the host vehicle based on the constant speed target acceleration set by the vehicle travel control apparatus 1. Even when the preceding vehicle following traveling control is performed, the target acceleration for constant speed is calculated. In this embodiment, the constant speed target acceleration calculation unit 212 calculates the constant speed target acceleration on the assumption that the brake device 10 is not operated (brake disapproval). The constant speed target acceleration calculation unit 212 is connected to the second arbitration unit 214 b of the target acceleration arbitration unit 214. Accordingly, the constant speed target acceleration calculation unit 212 outputs the calculated constant speed target acceleration to the second arbitration unit 214b.

  The corner acceleration prohibition target acceleration calculation unit 213 is detected by a road shape estimated by a road shape estimation device (not shown) that the vehicle travel control device 1 estimates a road shape in the traveling direction of the host vehicle (not shown), or detected by the yaw rate sensor 5. When it is determined from the estimated road R calculated based on the rotation speed of the subject vehicle that the subject vehicle is traveling in a corner, a corner acceleration prohibiting target acceleration for which corner acceleration is prohibited is calculated. . In this embodiment, the corner acceleration prohibiting target acceleration calculation unit 213 calculates the corner acceleration prohibiting target acceleration on the assumption that the brake device 10 may be operated (brake permission). The corner acceleration prohibiting target acceleration calculation unit 213 is connected to the first arbitration unit 214 a of the target acceleration arbitration unit 214. Accordingly, the corner acceleration prohibiting target acceleration calculation unit 213 outputs the calculated corner acceleration prohibiting target acceleration to the first arbitration unit 214a.

  The target acceleration arbitration unit 214 sets a target acceleration used when the vehicle travel control device 1 controls the travel of the host vehicle (not shown) from the target accelerations calculated by the respective calculation units. The target acceleration arbitration unit 214 includes a first arbitration unit 214a, a second arbitration unit 214b, a final arbitration unit 214c, and a lower limit processing unit 214d.

  The first arbitration unit 214a selects the target acceleration having the smallest value among the target acceleration for tracking that is based on the input brake permission determined above and the target acceleration for corner acceleration prohibition, and is based on the assumption that braking is permitted. This is determined as the permitted target acceleration OG to be performed. The first arbitration unit 214a is connected to the final arbitration unit 214c, and outputs the determined permitted target acceleration OG to the final arbitration unit 214c.

  The second arbitration unit 214b selects the target acceleration having the smallest value among the target acceleration for tracking that is based on the input brake not permitted and the target acceleration for constant speed that are input, and is based on the assumption that the brake is not permitted. Is determined as the non-permitted target acceleration NG. The second arbitration unit 214b is connected to the lower limit processing unit 214d, and outputs the determined non-permitted target acceleration NG to the lower limit processing unit 214d.

  The final arbitration unit 214c selects the target acceleration having the smallest value from the permitted target acceleration OG that presupposes brake permission and the non-permitted target acceleration NG or the full-closed predicted actual acceleration FG, which will be described later, as the target acceleration TG. Determine and set. The final arbitration unit 214c is connected to the target acceleration limiting unit 215, and outputs the set target acceleration TG to the target acceleration limiting unit 215. The final arbitration unit 214c outputs a brake permission flag to the requested braking / driving force calculation unit 24 depending on whether the set target acceleration TG is based on whether the brake is permitted or not permitted. . For example, 1 is set when the set target acceleration TG is premised on brake permission, that is, a brake permission flag is set, and 0 is set when the set target acceleration TG is premised on brake non-permission, that is, a brake permission flag is set. Do not.

  The lower limit processing unit 214d compares the inputted non-permitted target acceleration NG determined by the second arbitration unit 214b with the full-closed predicted actual acceleration FG calculated by the actual acceleration predicting unit 23, which will be described later. Either one is selected. The lower limit processing unit 214d is connected to the final arbitration unit 214c, and outputs the selected non-permitted target acceleration NG or the fully closed predicted actual acceleration FG to the final arbitration unit 214c.

  The target acceleration limiting unit 215 performs a limit based on a limit value (not shown) and calculates a target acceleration limited by the limit value. The target acceleration limiter 215 is connected to the target acceleration adjuster 214 and the required braking / driving force calculator 24. Therefore, the target acceleration limiting unit 215 limits the target acceleration TG set by the input target acceleration arbitration unit 214 based on, for example, a limit value stored in advance in a storage unit (not shown). The limited set target acceleration TG is output to the required braking / driving force calculation unit 24. Here, the limit value limits a change in the target acceleration TG set by the target acceleration arbitration unit 214.

  The actual acceleration acquisition unit 22 is an actual acceleration acquisition unit. The actual acceleration acquisition unit 22 is connected to the G sensor 6 and the actual acceleration prediction unit 23, acquires the actual acceleration of the host vehicle (not shown) detected by the G sensor 6, and outputs the actual acceleration to the actual acceleration prediction unit 23. To do.

  The actual acceleration prediction unit 23 is an actual acceleration prediction unit. This actual acceleration predicting unit 23 is an estimated braking / driving force estimated according to the traveling state of the host vehicle (not shown). In this embodiment, the actual acceleration predicting unit 23 is in a state where the throttle valve of the engine mounted on the host vehicle is fully closed. The predicted actual acceleration when the vehicle is generated with the fully closed estimated braking / driving force, which is the driving force that can be generated by the vehicle, that is, the fully closed actual acceleration is calculated and predicted. The actual acceleration prediction unit 23 is connected to the actual acceleration acquisition unit 22, the vehicle speed sensor 7, the shift position sensor 9, and the required braking force calculation unit 24. Therefore, the actual acceleration prediction unit 23 includes the required braking / driving force generated in the host vehicle, the actual acceleration when the requested braking / driving force is generated in the host vehicle, and the vehicle speed of the host vehicle detected by the vehicle speed sensor 7. And the current shift position are input. The actual acceleration predicting unit 23 is an estimated braking / driving operation when fully closed based on the engine driving force that can be generated when the throttle valve is fully closed at the input vehicle speed and the gear ratio of the transmission 122 at the current shift position. A storage unit that is a storage unit that calculates force, calculates the estimated braking / driving force when fully closed, the requested braking / driving force, the actual acceleration when the requested braking / driving force is generated in the host vehicle, and the like. The predicted actual acceleration FG when fully closed is calculated from the mass of the host vehicle stored in (1) and predicted.

  The requested braking / driving force calculation unit 24 is a requested braking / driving force calculation unit. In this embodiment, the required braking / driving force calculation unit 24 calculates a required braking / driving force to be generated in the host vehicle (not shown) based on the target acceleration TG set by the target acceleration setting unit 21. The required braking / driving force calculation unit 24 calculates the required braking / driving force from the set target acceleration TG and, for example, the mass of the host vehicle stored in advance in a storage unit (not shown). Further, the required braking / driving force calculation unit 24 is connected to the brake device 10, the throttle device 11, and the transmission device 12. Therefore, in this embodiment, the requested braking / driving force calculating unit 24 generates the requested braking / driving force so that the requested braking / driving force is generated by at least one of the requested braking / driving force generating means, that is, the brake device 10 or the engine (not shown). At least one of the brake device 10, the throttle device 11 and the transmission device 12 is selected and controlled. The requested braking / driving force calculation unit 24 obtains actual acceleration when the requested driving force detected by the G sensor 6 is generated in the host vehicle, and calculates the requested braking / driving force in consideration of the actual acceleration. May be.

  The recognizing unit 25 recognizes a preceding vehicle traveling on the same lane as the traveling lane of the host vehicle in the traveling direction of the host vehicle (not shown) from the position data of the object detected by the object detection sensor 3. Is. The recognition unit 25 is connected to the object detection sensor 3 and the target acceleration calculation unit 211 for tracking of the target acceleration setting unit 21. Accordingly, the position data of the object detected by the object detection sensor 3 is input to the recognition unit 25, the preceding vehicle is recognized from the input position data, and the recognized position data of the preceding vehicle is used as the target acceleration for tracking. It outputs to the calculation part 211.

  Here, the control device 2 includes an input / output port (I / O) (not shown), a processing unit, and a storage unit as a storage unit. An input / output port (not shown) is connected to the various sensors and the various devices, and inputs data output from the various sensors to the control device 2, and outputs control signals from the control device 2 to the various devices. It is. A processing unit (not shown) includes a RAM (Random Access Memory) and a CPU (Central Processing Unit). This processing unit is realized by loading a program based on the vehicle travel control method into, for example, a RAM and executing the program. In addition, a storage unit (not shown) is configured by a ROM (Read Only Memory), a RAM, or a combination thereof.

  Here, the storage unit (not shown) stores a limit value for limiting the set target acceleration TG and a mass of the host vehicle (not shown). Further, the storage unit stores in advance a fully closed estimated braking / driving force map and a required braking / driving force map. In the fully closed estimated braking / driving force map, the fully closed estimated braking force is set based on the vehicle speed of the host vehicle and the shift position, that is, the gear ratio of the transmission 122. In the required braking / driving force map, the required braking / driving force is set based on the target acceleration TG set by the target acceleration setting unit 21 and the mass of the host vehicle.

  The object detection sensor 3 detects the position of an object that exists in the traveling direction of the host vehicle (not shown). The object detection sensor 3 uses, for example, a millimeter wave radar in this embodiment. The millimeter wave radar detects the position of an object by a detection method using millimeter waves, and the position data of the detected object is output to the recognition unit 25 of the control device 2. The millimeter wave radar 3 is attached to a central portion of the front portion of the host vehicle, for example, a front grill. Here, the millimeter wave radar 3 emits a millimeter wave, and in this embodiment, emits a millimeter wave that is emitted from a front surface of the host vehicle in a predetermined range in the traveling direction and reflected by an object existing in the traveling direction of the host vehicle. To do. The millimeter wave radar calculates the distance from the millimeter wave radar to an object existing in the traveling direction of the host vehicle by measuring the time from emission to reception. Also, the millimeter wave radar can calculate the relative velocity with the object by using the Doppler effect. Also, the millimeter wave radar detects the direction of the millimeter wave received by reflecting the strongest of the received millimeter waves, and calculates the angle between the traveling direction of the host vehicle and the direction of the object from that direction. That is, when the position of the object is detected by the millimeter wave radar, the distance to the object, the relative speed, and the angle are input to the identification unit 25 of the control device 2 as the position data of the detected object. . The object detection sensor 3 is not limited to the millimeter wave radar. For example, the object detection sensor 3 is a radar using a laser or infrared ray, an image recognition apparatus using image data obtained by capturing the traveling direction of the own vehicle with a stereo camera, or the like. There may be.

  The cruise control switch 4 causes the vehicle travel control device 1 to perform vehicle travel control, that is, ACC. The cruise control switch 4 is provided near the steering of the host vehicle (not shown). The cruise control switch 4 outputs the start of ACC by the vehicle travel control device 1 to the control device 2. The cruise control switch 4 also sets the speed of the host vehicle (not shown) at the time of constant speed traveling control by the vehicle traveling control device 1 and the interval vehicle speed between the host vehicle and the preceding vehicle at the time of preceding vehicle following traveling control. .

  The yaw rate sensor 5 detects the rotation speed of the host vehicle (not shown).

  The G sensor 6 is an actual acceleration detecting means for detecting the actual acceleration of the host vehicle (not shown). The actual acceleration detected by the G sensor 6 is output to the actual acceleration acquisition unit 22.

  The vehicle speed sensor 7 detects the vehicle speed of the host vehicle (not shown). The vehicle speed detected by the vehicle speed sensor 7 is output to the actual acceleration prediction unit 23 and used when calculating the fully closed predicted actual acceleration FG. Further, although not shown, the vehicle speed detected by the vehicle speed sensor 7 is output to the target acceleration setting unit 21 and used when each target acceleration is calculated by each calculation unit.

  The brake sensor 8 detects whether or not a brake pedal (not shown) is depressed by a driver (not shown), that is, whether or not the driver has a braking intention. The braking intention of the driver detected by the brake sensor 8 is output to the control device 2. For example, when the vehicle travel control device 1 performs constant speed travel control or follow-up travel control, when the control device 2 acquires the driver's braking intention, the control device 2 gives priority to the driver's braking intention. Then, constant speed traveling control or follow-up traveling control is stopped. That is, when the driver is willing to brake, the constant speed traveling control or the follow-up traveling control is stopped, and even if the driver's braking intention is lost, the constant speed traveling control or the following traveling control is not resumed. Accordingly, the braking force is generated by the brake device 10 regardless of the control state by the vehicle travel control device, and the host vehicle (not shown) is decelerated.

  The shift position sensor 9 detects a shift position. From this shift position, the gear ratio of the transmission 122 mounted on the host vehicle (not shown) can be acquired. The shift position detected by the shift position sensor 9 is output to the actual acceleration prediction unit 23 and is used to calculate the estimated braking / driving force when fully closed.

  The brake device 10 is a required driving force generating means that generates a braking force and decelerates the host vehicle (not shown). The brake device 10 includes a brake control device 101, a brake actuator 102, and a brake 103. The brake control device 101 controls the operation of the braking system, for example, controls the operation of the brake actuator 102 connected to the brake control device 101. The brake control device 101 operates the brake actuator 102 based on the amount of depression of a brake pedal (not shown) by the driver and the traveling state of the host vehicle. The brake control device 101 can also operate the brake actuator 102 by a control signal (including a brake permission flag) from the required braking / driving force calculation unit 24 of the control device 2. The brake actuator 102 controls the supply of oil to the brake 103 that is hydraulically operated. The brake 103 applies a braking force to the host vehicle based on the hydraulic pressure controlled by the brake actuator 102. The brake 103 is arranged to be paired with each wheel of the host vehicle. The brake 103 is a hydraulic brake that is operated by a hydraulic pressure such as a disc brake or a drum brake. Here, in the brake device 10, when the driver depresses the brake pedal, the brake actuator 102 is operated by the brake control device 101, applies hydraulic pressure to the brake 103, assists the driver in generating braking force, and Assist the vehicle to slow down the vehicle. In the brake device 10, even if the driver does not depress the brake pedal, the brake actuator 102 is operated by the brake control device 101 in accordance with a control signal from the required braking / driving force calculation unit 24, and applies hydraulic pressure to the brake 103. The required braking / driving force (braking force) can be generated to decelerate the host vehicle. The brake control device 101 includes an input / output port (not shown), a processing unit, a storage unit, and the like, like the control device 2 described above.

  The throttle device 11 controls the amount of intake air taken into an engine (not shown) that is a required driving force generating means. This engine generates a driving force or a braking force according to the amount of intake air taken in, and accelerates or decelerates the host vehicle (not shown). The throttle device 11 includes a throttle actuator 111 and a throttle valve 112. The throttle actuator 111 is operated by a control signal output from the control device 2 based on the depression amount of an accelerator pedal (not shown) by the driver, that is, the accelerator opening. The throttle actuator 111 is also activated by a control signal from the required braking / driving force calculation unit 24 of the control device 2. The throttle valve 112 has an opening degree controlled by the operation of the throttle actuator 111, and adjusts the intake air amount by the opening degree. Here, when the driver depresses the accelerator pedal, the throttle device 11 operates the throttle actuator 111 by the control device 2, controls the opening of the throttle valve 112, adjusts the amount of intake air taken into the engine, A driving force or a braking force is generated by this engine. In addition, the brake device 10 operates the throttle actuator 111 according to a control signal from the required braking / driving force calculation unit 24 even when the driver does not depress the accelerator pedal, and controls the opening of the throttle valve 112 to The amount of intake air to be taken in is adjusted, and the required braking / driving force (driving force or braking force) can be generated by this engine.

  The transmission 12 is connected to an engine (not shown) that is required driving force generation means, and controls the transmission 122 that transmits the output of the engine to each wheel (not shown). The transmission 12 includes a valve body 121 and a transmission 122. The valve body 121 is operated by a control signal output from the control device 2 based on the operation of a shift lever (not shown) by the driver or the depression amount of an accelerator pedal (not shown) by the driver, that is, the accelerator opening. The valve body 121 is also activated by a control signal from the required braking / driving force calculation unit 24 of the control device 2. The transmission 122 changes, or adjusts, the driving force or the braking force generated by the engine by changing the gear ratio between the engine and each wheel (not shown) by the operation of the valve body 121. Here, in the transmission 12, when the driver operates the shift lever or the driver steps on the accelerator pedal, the valve body 121 is operated by the control device 2, the speed ratio is changed by the transmission 122, and the engine is generated. The driving force or braking force to be adjusted is adjusted. Further, the transmission 12 operates the valve body 121 by the control signal from the required braking / driving force calculation unit 24 even if the driver does not operate the shift lever or the accelerator pedal, and the transmission 122 The required braking / driving force can be generated by changing the gear ratio and adjusting the driving force or braking force generated by the engine.

  Next, a vehicle travel control method using the vehicle travel control apparatus 1 according to the present invention will be described. FIG. 4 is an operation flowchart of the vehicle travel control device according to the present invention. FIG. 5 is an operation flow diagram of the actual acceleration prediction unit.

  First, as shown in FIG. 3, the target acceleration calculation unit 211 of the target acceleration setting unit 21 of the control device 2 calculates each target acceleration (step ST1). Here, the first adjustment unit 211b of the tracking target acceleration calculation unit 211 determines the tracking target acceleration based on the brake permission from the calculated target acceleration based on the brake permission. Further, the second adjustment unit 211c of the tracking target acceleration calculation unit 211 determines the tracking target acceleration based on the brake disapproval from the calculated target acceleration based on the brake disapproval. Further, the constant speed target acceleration calculating unit 212 calculates a constant speed target acceleration based on the premise that the brake is not permitted. Further, the corner acceleration prohibiting target acceleration calculating unit 213 calculates a corner acceleration prohibiting target acceleration based on the premise that the brake is permitted.

  Next, the first arbitration unit 214a of the target acceleration arbitration unit 214 of the control device 2 determines the permitted target acceleration OG (step ST2). Here, as described above, the first arbitration unit 214a performs the target acceleration based on the brake permission calculated by the target acceleration calculation unit 211 (for example, the target acceleration for tracking based on the determined brake permission, The corner acceleration prohibiting target acceleration) having the smallest value is selected and determined as the permitted target acceleration OG on the premise of brake permission.

  Next, the second arbitration unit 214b of the target acceleration arbitration unit 214 of the control device 2 determines a disallowed target acceleration NG (step ST3). Here, as described above, the second arbitration unit 214b is configured to target acceleration based on the brake non-permission calculated by the target acceleration calculation unit 211 (for example, the target for tracking based on the determined brake non-permission). (Acceleration, target acceleration for constant speed) having the smallest value is selected and determined as non-permitted target acceleration NG on the premise that brake is not permitted.

  Next, the actual acceleration prediction unit 23 of the control device 2 calculates a fully closed predicted actual acceleration FG (step ST4). First, as shown in FIG. 5, the actual acceleration prediction unit 23 obtains the required braking / driving force F (request) calculated by the requested braking / driving force calculation unit 24 (step ST401).

  Next, the actual acceleration prediction unit 23 of the control device 2 acquires the actual acceleration RG (step ST402). Here, the actual acceleration prediction unit 23 acquires the actual acceleration RG of the host vehicle (not shown) detected by the G sensor 6 via the actual acceleration acquisition unit 22.

  Next, the actual acceleration prediction unit 23 of the control device 2 acquires the vehicle speed and the shift position (step ST403). Here, the actual acceleration prediction unit 23 acquires the vehicle speed of the host vehicle (not shown) detected by the vehicle speed sensor 7 and the shift position detected by the shift position sensor 9.

  Next, the actual acceleration predicting unit 23 of the control device 2 is based on the acquired vehicle speed and shift position, and is an estimated braking / driving force that is estimated according to the traveling state of the host vehicle (not shown). Driving force F (lower limit) is calculated (step ST404). Here, the actual acceleration predicting unit 23 calculates a fully closed estimated braking / driving force F (lower limit) using a fully closed estimated braking / driving force map stored in a storage unit (not shown). That is, the actual acceleration predicting unit 23 determines the full-closed estimated braking / driving force that is set in accordance with the acquired vehicle speed and the acquired shift position, that is, the gear ratio of the transmission 122 in the full-closed estimated braking / driving force map. A driving force F (lower limit) is selected. Therefore, in the vehicle travel control apparatus 1 according to the present invention, the load when calculating the fully closed estimated braking / driving force F (lower limit), which is the estimated braking / driving force, from the gear ratio of the transmission 122 and the vehicle speed of the host vehicle is reduced. can do.

  Next, the actual acceleration prediction unit 23 of the control device 2 acquires the mass m of the host vehicle (step ST405). Here, the actual acceleration prediction unit 23 acquires the mass m of the host vehicle stored in a storage unit (not shown) of the control device 2. In this embodiment, the mass m of the host vehicle is acquired by acquiring the mass of the host vehicle stored in the storage unit, but the present invention is not limited to this. For example, the storage unit stores a plurality of masses m of the host vehicle corresponding to the crew of the host vehicle, and the actual acceleration prediction unit 23 stores the mass m of the host vehicle according to the number of crew members of the host vehicle. It may be obtained from the department. In addition, you may acquire the number of crew members of the own vehicle by detecting the number by which the seat belt is hold | maintained at the buckle, for example.

  Next, the actual acceleration prediction unit 23 of the control device 2 calculates a fully closed predicted actual acceleration FG (step ST406). Here, the actual acceleration prediction unit 23 is a fully-closed state that is an estimated braking / driving force estimated according to the requested braking / driving force F (request), the acquired actual acceleration RG, and the traveling state of the host vehicle (not shown). Based on the estimated braking / driving force F (lower limit) and the acquired mass m of the host vehicle, the predicted actual acceleration FG when fully closed when the host vehicle generates the estimated braking / driving force F (lower limit) when fully closed is generated. calculate.

Here, the required braking / driving force F (request) and the disturbance resistance force F (disturbance) acting on the host vehicle depending on the running state when the requested braking / driving force F (request) is generated in the host vehicle are The required actual driving force F (actual) based on the actual acceleration RG and the vehicle mass m when the driving force F (request) is generated in the host vehicle (not shown) can be calculated by the following equation (1).

F (request) + F (disturbance) = m × RG = F (actual) (1)

Further, a fully closed estimated braking / driving force F (lower limit), which is an estimated braking / driving force estimated according to the traveling state of the host vehicle (not shown), and the disturbance resistance force F (disturbance) in the above equation (1), that is, a request. From the disturbance resistance force F (disturbance) that acts on the host vehicle depending on the traveling state when the braking / driving force F (request) is generated in the host vehicle, the host vehicle (not shown) shows the estimated braking / driving force F (lower limit) when fully closed. The fully closed estimated actual driving force F (estimated) based on the fully closed actual acceleration RG ′ and the vehicle mass m can be calculated by the following equation (2).

F (lower limit) + F (disturbance) = m × RG ′ = F (reduction) (2)

Requested braking / driving without the disturbance resistance force F (disturbance) from the equation for calculating the required actual driving force F (actual) and the equation for calculating the estimated actual driving force F (estimated) when fully closed. The following formula (3) based on the force F (request), the acquired actual acceleration RG, the estimated braking / driving force F (lower limit) when fully closed, and the mass m of the host vehicle (not shown). ) To calculate the actual acceleration when the estimated braking / driving force is generated in the own vehicle, that is, the predicted actual acceleration FG when fully closed when the estimated braking / driving force F (lower limit) when fully closed is generated in the own vehicle. be able to. Here, the value of the fully closed predicted actual acceleration FG is the same as the value of the fully closed actual acceleration RG ′.

FG = RG + (F (lower limit) −F (request)) / m = RG ′ (3)

  From the above equation (3), the predicted actual acceleration when the estimated braking / driving force estimated according to the running state of the host vehicle (not shown) is generated in the vehicle is calculated without calculating the disturbance resistance force F (disturbance). can do. This eliminates the need for a sensor or the like that detects a value necessary for calculating the disturbance resistance force F (disturbance), thereby suppressing an increase in the cost of the vehicle retrograde control device 1 and increasing the mass m of the host vehicle. Can be suppressed. In this embodiment, the estimated braking / driving force that can be estimated according to the traveling state of the host vehicle is not shown in the transmission gear ratio mounted on the host vehicle and the speed at which the host vehicle is traveling. A fully closed estimated braking / driving force that can be generated by the host vehicle when the throttle valve is fully closed, which can be calculated based on the engine driving force generated when the engine is fully closed, is used. Therefore, the actual acceleration prediction unit 23 calculates the predicted actual acceleration when the estimated braking / driving force F (lower limit) at the time of full closure is generated in the host vehicle, that is, the predicted actual acceleration FG at the time of full closure in the throttle valve fully closed state. Therefore, without calculating the disturbance resistance force F (disturbance), the predicted actual acceleration FG when fully closed in a state where the throttle valve 112 of the engine mounted on the host vehicle is fully closed is calculated and predicted. be able to.

  Next, as shown in FIG. 4, the lower limit processing unit 214d of the target acceleration arbitration unit 214 of the control device 2 determines whether or not the determined non-permitted target acceleration NG is less than the calculated full-closed predicted actual acceleration FG. Is determined (step ST5). Here, in an actual vehicle (not shown), the actual acceleration generated on the assumption that the brake device 10 is not operated (brake disapproval) is smaller than the actual acceleration in a state where the throttle valve 112 of the engine (not shown) is fully closed. There is nothing. That is, when the non-permitted target acceleration NG is less than the predicted actual acceleration FG when fully closed, even if the target acceleration setting unit 21 sets the non-permitted target acceleration NG, the actual acceleration RG of the own vehicle is The permitted target acceleration NG is not reached, and even if the vehicle travel control device 1 requests, the host vehicle cannot decelerate as requested.

  Accordingly, when the lower limit processing unit 214d of the target acceleration arbitration unit 214 of the control device 2 determines that the determined non-permitted target acceleration NG is less than the calculated full-closed predicted actual acceleration FG, the lower limit processing unit 214d calculates to the final arbitration unit 214c. The fully closed predicted actual acceleration FG is output. Then, the final arbitration unit 214c selects the smallest value from the determined permitted target acceleration OG and the calculated fully closed predicted actual acceleration FG, and determines the target acceleration TG (step ST6).

  On the other hand, when the lower limit processing unit 214d of the target acceleration mediation unit 214 of the control device 2 determines that the determined non-permitted target acceleration NG is equal to or greater than the calculated full-closed predicted actual acceleration FG, the final mediation unit 214c The determined non-permitted target acceleration NG is output. Then, the final arbitration unit 214c selects the smallest value from the determined permitted target acceleration OG and the determined non-permitted target acceleration NG, and determines the target acceleration TG (step ST7).

  Next, the target acceleration limiting unit 215 of the control device 2 limits the set target acceleration TG with the limit value (step ST8). Here, in this embodiment, the target acceleration limiter 215 limits the set target acceleration TG based on a limit value that is an allowable change amount per second, for example, and is set to be limited by the limit value. A target acceleration TG is calculated.

  Next, the required braking / driving force calculation unit 24 of the control device 2 calculates the required braking / driving force F (request) based on the limited target acceleration TG set (step ST9). Here, the requested braking / driving force calculation unit 24 calculates the requested braking / driving force F (request) using a requested braking / driving force map stored in a storage unit (not shown). That is, the required braking / driving force calculation unit 24 is set in the required braking / driving force map in accordance with the set target acceleration TG, the set target acceleration TG limited in this embodiment, and the mass m of the host vehicle. The required driving force F (required) is selected. Therefore, in the vehicle travel control device 1 according to the present invention, it is possible to reduce the load when calculating the required braking / driving force F (request) from the target acceleration, which is a limited target acceleration TG set in this embodiment. .

  Next, the requested braking / driving force calculation unit 24 of the control device 2 selects the requested braking / driving force generating means for generating the calculated requested braking / driving force F (request), and generates the calculated requested braking / driving force. (Step ST10). Here, the required braking / driving force calculation unit 24 adjusts the braking device 10 that generates a braking force, the throttle device 11 that generates a braking force or a driving force for an engine (not shown), and the braking force or the driving force generated by the engine. A device capable of generating the calculated required braking / driving force F (request) in the current traveling state of the host vehicle is selected from at least one of the transmission devices 12. Then, the selected required braking / driving force generating means, that is, the brake device 10 and the engine generate the calculated required braking / driving force. Here, the requested braking / driving force calculating unit 24 of the control device 2 sends a control signal to the selected requested braking / driving force generating means so that the requested requested braking / driving force generating means can be generated. By outputting, the selected braking / driving force generating means is controlled.

  As described above, in the vehicle travel control device 1, the required braking / driving force F (request) excluding the disturbance resistance force F (disturbance), the acquired actual acceleration Rg, and the estimated braking / driving force (the estimated braking / driving force when fully closed) are obtained. The estimated braking / driving force (the estimated braking / driving force F (lower limit) when fully closed) is applied to the host vehicle (not shown) based on the equation (the above equation (3)) based on the driving force F (lower limit)) and the vehicle mass m. It is possible to predict the actual acceleration (the predicted actual acceleration FG when fully closed) that is obtained when it is generated.

  Further, in the vehicle travel control device 1 that sets the target acceleration according to the travel control state of the vehicle such as ACC, the estimated braking / driving force estimated according to the travel state of the host vehicle (not shown) (the estimated braking / driving force F when fully closed) (Lower limit)) can be controlled using the predicted actual acceleration (the predicted actual acceleration FG when fully closed) when the vehicle is generated. As a result, when the vehicle travel control device 1 applies an acceleration smaller than the fully closed predicted actual acceleration FG to the host vehicle, that is, a large deceleration, even if the non-permitted target acceleration NG is smaller than the permitted target acceleration OG, Based on this permitted target acceleration OG, a required driving force F (request) is calculated, and the brake device 10 can generate a braking force.

  In the vehicle travel control device 1 in the above embodiment, the actual acceleration when the estimated braking / driving force estimated according to the traveling state of the host vehicle (not shown) is generated in the host vehicle is predicted. It is not limited. For example, a predicted braking / driving force capable of applying a target actual acceleration to the host vehicle may be calculated and predicted.

  In this case, the vehicle travel control device obtains the requested braking / driving force generating means for generating the requested braking / driving force in the vehicle, and the actual acceleration acquisition for acquiring the actual acceleration obtained when the requested braking / driving force is generated in the vehicle. The target actual acceleration can be applied to the vehicle based on the means, the required braking / driving force, the acquired actual acceleration, the target actual acceleration to be applied to the vehicle, and the mass of the vehicle. Target braking / driving force predicting means for predicting the target braking / driving force.

  As described above, the vehicle travel control device and the vehicle travel control method according to the present invention predict a real acceleration obtained when an estimated braking / driving force estimated according to the travel state of the vehicle is generated in the vehicle. The present invention is useful for a travel control device and a vehicle travel control method, and is particularly suitable for predicting actual acceleration obtained when braking / driving force is generated in a vehicle without calculating disturbance resistance force.

It is a figure which shows the structural example of the vehicle travel control apparatus concerning this invention. It is a figure which shows the structural example of the vehicle travel control apparatus concerning this invention. It is a figure which shows the principal part structural example of a target acceleration setting part. It is an operation | movement flowchart of the vehicle travel control apparatus concerning this invention. It is an operation | movement flowchart of a real acceleration estimation part.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Vehicle travel control apparatus 2 Control apparatus 21 Target acceleration setting part (target acceleration setting means)
211 target acceleration calculation unit for tracking 211a target acceleration mediation unit for tracking 211b first mediation unit 211c second mediation unit 212 target acceleration calculation unit for constant speed 213 target acceleration calculation unit for corner acceleration prohibition 214 target acceleration mediation unit 214a first mediation Unit 214b second arbitration unit 214c final arbitration unit 214d lower limit processing unit 215 target acceleration limiting unit 22 actual acceleration acquisition unit (actual acceleration acquisition unit)
23 Actual acceleration prediction unit (actual acceleration prediction means)
24 Required braking / driving force calculation unit (Required braking / driving force calculation means)
25 recognition unit 3 object detection sensor 4 cruise control switch 5 yaw rate sensor 6 G sensor 7 vehicle speed sensor 8 brake sensor 9 shift position sensor 10 brake device 101 brake control device 102 brake actuator 103 brake 11 throttle device 111 throttle actuator 112 throttle valve 12 shift Device 121 Valve body 122 Transmission FG Full-closed predicted actual acceleration NG Non-permitted target acceleration OG Permitted target acceleration RG Actual acceleration TG Target acceleration

Claims (7)

Requested braking / driving force generating means for generating requested braking / driving force in the vehicle;
An actual acceleration acquisition means for acquiring an actual acceleration obtained when the requested braking / driving force is generated in the vehicle;
The estimated braking / driving force is generated in the vehicle based on the required braking / driving force, the acquired actual acceleration, the estimated braking / driving force estimated according to the traveling state of the vehicle, and the mass of the vehicle. An actual acceleration prediction means for predicting the actual acceleration when
A vehicle travel control device comprising:   2. The vehicle travel control device according to claim 1, wherein the estimated braking / driving force is a driving force that can be generated by the vehicle in a state where a throttle valve of an engine mounted on the vehicle is fully closed. .   The estimated braking / driving force is based on a gear ratio of a transmission mounted on the vehicle and an engine driving force generated when the engine is fully closed at a speed at which the vehicle is traveling. The vehicle travel control device according to claim 2, wherein the vehicle travel control device is calculated.   The vehicle travel control device according to claim 3, further comprising storage means in which an estimated braking / driving force based on the gear ratio and the speed is recorded in advance.   The system further comprises target acceleration setting means for setting a target acceleration in accordance with a traveling control state of the vehicle, and required braking / driving force calculation means for calculating a required braking / driving force based on the set target acceleration. Item 5. The vehicle travel control device according to any one of Items 1 to 4.   6. The vehicle travel control device according to claim 5, further comprising storage means in which a requested braking / driving force based on the target acceleration is recorded in advance. A procedure for generating the required braking / driving force in the vehicle;
A procedure for acquiring an actual acceleration obtained when the required braking / driving force is generated in the vehicle;
The estimated braking / driving force is generated in the vehicle based on the required braking / driving force, the acquired actual acceleration, the estimated braking / driving force estimated according to the traveling state of the vehicle, and the mass of the vehicle. A procedure for predicting the actual acceleration when
A vehicle travel control method comprising:

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