JP2009001076A - Driving force control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving force control device for a vehicle for controlling a driving force without making a driver have any feeling of incompatibility in controlling the driving force of a vehicle approaching a toll gate. <P>SOLUTION: The driving force control device for the vehicle is provided with: a toll gate detection means (S1) for detecting the toll gate ahead of the vehicle; a road type detection means (S2) for detecting the type of a road on which the toll gate is installed; and a driving force control means (S6) for controlling the driving force of the vehicle so that the deceleration of the vehicle can be increased based on deceleration intention (S5) of the driver of the vehicle and the detection result by the toll gate detection means. The increase quantity of the deceleration under the control of the driving force is set (S3, S4) based on the detection result by the road type detection means. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle driving force control device, and more particularly to a vehicle driving force control device that controls the driving force of a vehicle when approaching a toll gate on a toll road including an expressway.

  Determine the need for vehicle deceleration based on driving environment parameters including corners, preceding vehicles, intersections, temporary stops, toll booths, traffic lights, pedestrian crossings, pedestrians, sights, road gradients, and road surface μ. There is known a technique for giving a deceleration to a vehicle when a driver's intention to decelerate is detected.

  In Japanese Patent Laid-Open No. 10-141490 (Patent Document 1), if there is at least one of an increase / decrease in the number of lanes, a doorway or a railroad crossing, or a toll gate on the planned road of the vehicle, these road conditions A driving force control device for a vehicle that improves driving performance by controlling a driving force by controlling a prime mover and an automatic transmission according to the above is disclosed.

  The vehicle driving force control device described in Patent Document 1 includes an automatic transmission connected to the output side of the engine, and road condition detection means for detecting the road condition of the road on which the vehicle is planned to travel. When the detection means detects at least one of an increase / decrease in the number of lanes, an entrance / exit of a tunnel, a railroad crossing, or a toll gate within a predetermined distance of the planned road, the reduction of the gear ratio of the automatic transmission is suppressed. First gear ratio control means is provided.

JP-A-10-141490

  When controlling the driving force of the vehicle approaching the toll gate, it is desired that the driving force control that makes the driver feel more comfortable is performed.

  An object of the present invention is to provide a vehicular driving force control device capable of performing driving force control that makes the driver feel more comfortable when controlling the driving force of a vehicle approaching a toll gate.

  The vehicle driving force control device according to the present invention includes a toll gate detecting means for detecting a toll gate in front of the vehicle, a road type detecting means for detecting a type of road on which the toll gate is provided, and a driver of the vehicle. And a control means for controlling the driving force of the vehicle so as to increase the deceleration of the vehicle based on the detection result of the tollgate detecting means, and the driving force control The amount of increase in the deceleration is set based on the detection result by the road type detection means.

  In the vehicular driving force control apparatus according to the present invention, the road type detection means detects whether or not the road provided with the toll gate is a main line of an automobile-only road, and the road is a main line of the automobile-only road. The increase in the deceleration when it is determined that the road is determined to be smaller than the increase in the deceleration when the road is not determined to be the main road of the automobile exclusive road. It is said.

  In the vehicle driving force control device according to the present invention, the driving force control is further performed based on at least one of a prediction result of the behavior of the vehicle when the driving force control is performed and a road surface condition of the traveling road. A driving force control prohibiting means for prohibiting is provided.

  According to the vehicle driving force control device of the present invention, it is possible to perform driving force control that is more comfortable for the driver.

  Hereinafter, an embodiment of a vehicle driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 and 2. The present embodiment relates to a vehicle driving force control apparatus that controls the driving force of a vehicle when approaching a toll gate on a toll road including an expressway.

  In the present embodiment, when the vehicle approaches a toll gate (including a ticket gate) on the toll road, if the driver's intention to decelerate is detected, the driving force control (deceleration control) that increases the deceleration of the vehicle is performed. Done. Here, when there is a toll road toll gate in front of the vehicle, the vehicle travels differently depending on the environment in which the toll gate is provided. For this reason, if the control amount of the deceleration control is set uniformly regardless of the environment where the toll gate is provided, the control may not match the driver's feeling. It is desired to be able to perform control according to the environment in which the toll gate is provided.

  In the toll booth on the main road of motor vehicles such as expressways (hereinafter referred to as the main road) and on the toll booth on the attachment road (rampway, etc.) connecting the main road and the general road, As described below, the way of traveling is different. For this reason, even if deceleration control is performed, the control mode (control amount) may not match the driver's feeling unless the control mode (control amount) is adapted to each way of traveling. In the present embodiment, the increase in deceleration when the vehicle deceleration is increased is set based on the type of road (traveling road) where the toll gate is provided.

  There are multiple toll gates at the toll booth on the exclusive highway (for example, Tomei Expressway: Tokyo Tollgate, Toyohashi Checkpoint), because it is necessary to collect charges or check all vehicles on the exclusive highway. The road is widening from a few hundred meters before the toll booth. In this wide toll gate area, it is necessary to decelerate from about 100 km / h, which is the traveling speed of the exclusive road main line, to 0 km / h while determining which toll gate to enter.

  In other words, in a large toll booth area, you must eventually stop at the toll booth, but various ways of running are possible before the stop. Further, when there is another vehicle next to the own vehicle, it is necessary to travel while avoiding the vehicle. For example, if you enter the toll gate area, find a toll gate where your vehicle enters, change the course towards that toll gate, avoid other vehicles approaching from diagonally behind, and decelerate towards the toll gate There is a case that you dont have.

  At this time, even if the driver returns the accelerator at the stage of searching for the toll gate, it is because it wants to gain time to search for the toll gate rather than to make the speed zero toward the toll gate. The same applies to avoiding approach with other vehicles, and even if the accelerator is returned, it is a deceleration to avoid other vehicles, not a deceleration to make the speed zero. In such a situation, if the deceleration control necessary for passing through the toll gate (which greatly increases the deceleration to reduce the speed to 0) is performed, the driver may feel that the deceleration is too effective. (Deceleration control for passing through the toll gate is difficult to perform. Deceleration control for slightly lowering the vehicle speed from the main line traveling speed is acceptable).

  On the other hand, the toll booth on the attached road is narrower than the toll booth on the main road, and the vehicle speed is also somewhat reduced. However, even if the deceleration control for passing the toll gate (which greatly increases the deceleration to reduce the speed to 0) is performed, the driver does not feel uncomfortable (the deceleration control for passing the toll gate is accepted) The control that drops the vehicle speed slightly from the traveling speed of the road is unsatisfactory for the driver).

  In this embodiment, when it is determined that there is a toll gate in front of the own vehicle (step S1-Y in FIG. 1 to be described later), the toll gate to which the own vehicle heads is provided on the exclusive road main line. (Step S2-Y), the amount of increase in deceleration at the time of deceleration control compared to the case where the toll gate is located on a place other than the exclusive main road (including the attachment road) (step S2-N) Is set to a small value (step S3). As a result, vehicle driving force control that matches the driver's feeling is performed.

The configuration of this embodiment is premised on having the three configurations (1) to (3).
(1) A means (for example, a navigation system) capable of distinguishing and detecting a toll gate on a dedicated road main line and a toll gate on an attachment road on the planned travel route of the vehicle.
(2) Means capable of detecting a driver's intention to decelerate (accelerator OFF (including accelerator return operation), brake ON).
(3) Means capable of performing deceleration control (downshift control, automatic brake control, etc.) based on the detection results of the two means.

  FIG. 2 is a schematic configuration diagram of an apparatus according to the present embodiment. In FIG. 2, reference numeral 10 is a stepped automatic transmission, and 40 is an engine. The automatic transmission 10 is capable of five-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The inter-vehicle distance measuring unit 100 includes a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front part of the vehicle, and measures the inter-vehicle distance from the preceding vehicle.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and the switching state of the pattern select switch 117. In addition, a signal from the navigation system device 95 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, 90 described above, signals from the switch 117, and signals from the navigation system device 95. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The control circuit 130 includes a road gradient measurement / estimation unit 118 that measures or estimates a road gradient. The road gradient measurement / estimation unit 118 can be provided as a part of the CPU 131. The road gradient measurement / estimation unit 118 can measure or estimate the road gradient based on the acceleration detected by the acceleration sensor 90. Further, the road gradient measuring / estimating unit 118 can store the acceleration on the flat road in the ROM 133 in advance and obtain the road gradient by comparing with the acceleration actually detected by the acceleration sensor 90.

  The ROM 133 stores a program in which the operation (control step) shown in the flowchart of FIG. 1 is described in advance, and stores a shift control operation (not shown). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The operation of this embodiment will be described with reference to FIGS.

  In step S1 of FIG. 1, it is determined whether there is a toll gate in front of the host vehicle. The control circuit 130 determines whether there is a toll gate ahead of the host vehicle based on the current position information and the map information input from the navigation system device 95. As a result of the determination, if it is determined that there is a toll gate ahead of the host vehicle (step S1-Y), the process proceeds to step S2, and if not (step S1-N), the control flow returns. Is done.

  In step S2, it is determined whether or not the toll gate determined to be in front of the host vehicle in step S1 is a toll gate provided on the exclusive road main line. Based on the current position information and map information input from the navigation system device 95, the control circuit 130 determines whether the toll gate in front of the host vehicle is a toll gate provided on the exclusive road main line or on the exclusive road main line. Toll gates (for example, a toll gate on an attachment road that connects the main road to a general road). As a result of the determination, if it is determined that the toll gate in front of the vehicle is a toll gate provided on the exclusive road main line (step S2-Y), the process proceeds to step S3, and if not (step S2-Y) In S2-N), the process proceeds to step S4.

  In step S3 or step S4, the control circuit 130 sets a target shift stage (downshift destination shift stage) in the driving force control. When the toll gate in front of the host vehicle is a toll gate provided on the exclusive road main line (step S3), the target gear position is changed to the gear position on the high speed side compared to the other toll road (step S4). Is set. That is, when the toll gate in front of the host vehicle is a toll gate provided on the main road, the amount of increase in deceleration when driving force control is performed is smaller than when the toll gate is not. It is said.

  In step S3, the target shift speed is set by the control circuit 130. The target shift speed can be set to 4th speed, for example. When the target gear position is set in step S3, the process proceeds to step S5.

  In step S4, the target shift speed is set by the control circuit 130. The target shift speed can be set to 2nd speed, for example. When the target gear position is set in step S4, the process proceeds to step S5.

  In step S5, the control circuit 130 determines whether the accelerator is in an OFF state (fully closed) based on a signal from the throttle opening sensor 114. In step S5, it is determined whether or not a driver's intention to decelerate is detected. In step S5, the driver's intention to decelerate may be detected by detecting brake ON instead of accelerator OFF. Alternatively, the driver's intention to decelerate may be detected based on the accelerator return operation (accelerator return speed).

  As a result of the determination in step S5, if it is determined that the accelerator is in an OFF state (step S5-Y), the process proceeds to step S6. If not (step S5-N), the control flow returns. Is done.

  In step S6, the control circuit 130 performs deceleration control by downshifting. The downshift destination gear stage by the downshift control is the target gear stage set in step S3 or step S4. A shift command related to the target shift stage is output. That is, a downshift command (shift command) is output from the CPU 131 of the control circuit 130 to the solenoid valve driving units 138a to 138c. In response to the downshift command, the solenoid valve driving units 138a to 138c energize or de-energize the solenoid valves 121a to 121c. As a result, the automatic transmission 10 executes a shift instructed by the downshift command. When step S6 is executed, this control flow is returned.

  In the present embodiment, when the toll gate in front of the host vehicle is a toll gate provided on the exclusive road main line (step S3), the target shift speed is higher than in the other case (step S4). Is set to the side gear position. Thereby, when approaching the toll booth provided on the exclusive road main line, deceleration control is performed to slightly reduce the vehicle speed from the traveling speed of the exclusive road main line. As a result, the driver is prevented from feeling that the brake is too effective.

  On the other hand, when approaching a toll booth other than the toll booth provided on the exclusive road main line, deceleration control for reducing the vehicle speed to 0 is performed. This suppresses the driver from feeling that the deceleration is insufficient. For example, when approaching a toll booth provided on an attachment road, in the deceleration control in which the vehicle speed is slightly reduced from the traveling speed of the attachment road, the driver may feel that the deceleration is not sufficient. The vehicle is given an appropriate deceleration to make the speed of the vehicle zero.

(First modification of the first embodiment)
A first modification of the first embodiment will be described.

  In the first embodiment (FIG. 1), when the toll gate in front of the own vehicle is not the toll gate on the exclusive road main line (step S2-N), the toll gate in front of the own vehicle is the exclusive road. Compared with the toll booth provided on the main line (step S2-Y), a large deceleration was given to the vehicle.

  However, there are cases where a large deceleration cannot be set (desirably not set) in the driving force control. For example, in the example shown in FIG. 1, when the toll gate in front of the host vehicle is not the toll gate on the exclusive road main line (step S2-N), the target gear position is set to the second speed (step S4). However, when the gear is downshifted to the second speed, the shift shock may be large. In addition, when the road surface μ (road surface unevenness) such as a snowy road is small, the vehicle behavior may be affected if a large deceleration is set. In this modification, in a situation where a large deceleration cannot be set in the driving force control, the control for increasing the deceleration is prohibited when approaching a toll gate that is not a toll gate on the exclusive road main line (decreasing deceleration amount = 0). ).

  In this modification, when it is not determined that the toll gate in front of the vehicle is a toll gate provided on the exclusive road main line (step S2-N), when a large deceleration cannot be set, Control for increasing the deceleration is prohibited (deceleration increase = 0). In this case, if it is not determined that the toll gate in front of the host vehicle is a toll gate provided on the exclusive road main line (step S2-N), it is determined whether or not it is possible. As a result, if it is determined that a large deceleration can be set, the process proceeds to step S4, and if not, the control flow can be returned.

  As a result, when the toll gate ahead of the host vehicle is not the toll gate on the exclusive road main line (step S2-N), in a situation where it is not desirable to set a large deceleration, the deceleration is increased. Driving force control is prohibited.

(Second modification of the first embodiment)
A second modification of the first embodiment will be described.

  In the first embodiment, the gear position of the stepped automatic transmission 10 is controlled as means for increasing the deceleration when approaching the toll gate. Instead, the automatic transmission (CVT, MMT ( Manual transmission with automatic transmission mode))) can be controlled to increase the deceleration.

  Further, as means for increasing the deceleration when approaching the toll gate, instead of controlling the shift stage of the automatic transmission 10, control of the braking force for increasing the deceleration in the regenerative brake or the automatic brake device of the hybrid vehicle. Can be done.

(Third Modification of First Embodiment)
A third modification of the first embodiment will be described.

  In the first embodiment, the determination as to whether there is a toll gate ahead of the host vehicle (step S1) and the determination as to whether the toll gate is provided on the exclusive road main line (step S2) This was performed based on information input from the navigation system device 95. Alternatively, the determination can be made based on information on toll gates transmitted to the vehicle using a system such as road-to-vehicle communication.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 41 Intake passage 43 Throttle valve 90 Acceleration sensor 95 Navigation system apparatus 100 Inter-vehicle distance measurement part 114 Throttle opening sensor 116 Engine speed sensor 117 Pattern select switch 118 Road gradient measurement and estimation part 120c Output shaft 121a Electromagnetic Valve 121b Solenoid valve 121c Solenoid valve 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
132 RAM
133 ROM
134 Input port 135 Output port 136 Common bus 138a Solenoid valve drive unit 138b Solenoid valve drive unit 138c Solenoid valve drive unit

Claims (3)

A toll gate detection means for detecting a toll gate in front of the vehicle;
Road type detection means for detecting the type of road provided with the toll gate;
Control means for controlling the driving force of the vehicle so as to increase the deceleration of the vehicle based on the vehicle driver's intention to decelerate and the detection result by the tollgate detecting means. ,
An increase in the deceleration in the driving force control is set based on a detection result by the road type detecting means. The vehicle driving force control device according to claim 1,
The road type detecting means detects whether the road where the toll gate is provided is a main road of a dedicated road for automobiles,
The increase in deceleration when the road is determined to be the main road of the automobile-only road is compared with the increase in deceleration when the road is not determined to be the main road of the automobile-only road. A vehicular driving force control device characterized by being set to a small value. In the vehicle driving force control device according to claim 1 or 2,
Furthermore,
A driving force control prohibiting unit that prohibits the driving force control based on at least one of a prediction result of the behavior of the vehicle when the driving force control is performed and a road surface condition of the traveling road. A vehicle driving force control device.

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