JP2009012571A - Corner learning system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a corner learning system in which an accuracy for detecting a corner start point is improved. <P>SOLUTION: A suspension ECU 21 outputs a steering start point temporary storage instruction to a navigation ECU when a steering speed ωx exceeds a first reference value ω1. When the steering speed is converged to a second reference value ω2 during a reference time after the steering speed is lowered to the second reference value ω2 or below, a steering angle θx comes within the range of a determination steering angle θref (θ1-θ2), and a lateral acceleration Gyx comes within the range of a determination lateral acceleration Gyref (Gy1-Gy2), it determines that a vehicle is traveling at a corner, and outputs an estimated corner start point determination instruction from the suspension ECU 21 to the navigation ECU 11. Then, the navigation ECU 11 corrects the corner start point stored in a storage device 14 in an estimated corner start point. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a corner learning system that learns road corner information.

2. Description of the Related Art Conventionally, a device that performs suspension control in accordance with road condition data provided from a navigation device mounted on a vehicle is known. For example, in the corner learning system proposed in Patent Literature 1, corner shape information (corner start point, corner radius of curvature) is stored in a map database, and when the vehicle travels a corner, the corner shape information is based on the corner shape information. The damping force of the suspension unit is controlled so as to suppress the roll of the vehicle body. Also, the corner shape information stored in the map database is compared with the steering start point and corner curvature radius specified when the vehicle actually travels. If there is a difference, the comparison result is fed back to the navigation device. Then, the corner shape information is corrected.
JP 2007-62445 A

  However, Patent Document 1 does not specify a method for specifying the steering start point (corner start estimation point), and if it is simply estimated that the steering operation start point is the corner start point, There is a possibility of a difference between the estimated corner start point and the actual corner start point. For example, a case where steering correction is performed due to a disturbance such as a road surface disturbance or a side wind disturbance, or a case where a lane change is performed can be considered. In such a case, it is estimated that the steering start point is a corner start point. Accordingly, the corner shape information stored in the navigation device is stored and updated to be inappropriate, and as a result, suspension control based on the corner shape information cannot be performed satisfactorily.

  An object of the present invention is to cope with the above problem, and is to improve the estimation accuracy of the corner start point.

  In order to achieve the above object, the present invention is characterized by a navigation device that detects the current position of a vehicle and stores corner information including at least a corner start point together with map information, and vehicle behavior for acquiring vehicle behavior information. Information acquisition means, corner estimation means for specifying a steering start point from vehicle behavior information while the vehicle is running, and estimating the specified steering start point as an actual corner start point, and stored in the navigation device In a corner learning system including a corner information correcting unit that corrects a corner starting point to a corner starting point estimated by the corner estimating unit, the corner estimating unit includes vehicle behavior information after specifying the steering starting point. Based on the transition, the steering at the steering start point is caused by the corner driving operation performed by the driver. A corner running operation discriminating means for discriminating whether or not the vehicle is a thing, and if it is determined that the steering at the steering start point is not due to the corner running operation performed by the driver, the steering start point is determined as an actual corner start point And an estimation excluding means not estimating.

  In the present invention, corner information including the corner start point of the road is stored in the navigation device together with the map information, and the stored corner start point is corrected to an actual corner start point estimated during vehicle travel. Thus, the corner starting point is learned. The actual corner start point is estimated by specifying the steering start point from the vehicle behavior information. That is, the steering start point is estimated as the actual corner start point. Then, the corner information correction unit corrects the corner start point stored in the navigation device to the corner start point estimated during vehicle travel.

  When the steering start point is estimated as the corner start point of the road, it is erroneously determined that the vehicle has passed the corner start point even in cases where the steering is corrected due to road disturbance or crosswind disturbance, or in cases where steering is performed due to lane changes. There is a risk. Therefore, in the present invention, the corner traveling operation discriminating means is based on the transition of the vehicle behavior information after the steering starting point is specified, and the steering at the steering starting point is based on the corner traveling operation performed by the driver. It is determined whether or not. When it is determined that the steering at the steering start point is not due to the corner traveling operation performed by the driver, the steering exclusion point is not estimated to be the actual corner start point by the estimation exclusion unit. Therefore, when a steering operation due to disturbance or a lane change is performed, the steering start point is not updated and stored (learned) as the corner start estimated point. Further, when it is determined that the steering at the steering start point is due to the corner driving operation performed by the driver, the steering start point is estimated to be the actual corner start point.

  As a result, the estimation accuracy of the corner start point is improved. Therefore, the position accuracy of the corner start point stored in the navigation device is improved, and the corner control of the corner control means using the corner information can be performed satisfactorily. Examples of the corner control means include a roll suppression control means that changes the damping force characteristic of the suspension during corner traveling to suppress the roll motion of the vehicle.

  Another feature of the present invention is that the vehicle behavior information acquisition unit acquires at least one of steering angle information, steering speed information, and vehicle lateral acceleration information, and the corner estimation unit includes the steering speed or the steering angle. Alternatively, the steering start point is specified on the assumption that steering is started when the vehicle lateral acceleration exceeds a determination reference value, and the corner travel operation determination unit is configured to change the vehicle behavior information after the steering start point is specified. Based on this, it is determined whether or not the steering at the steering start point is due to a corner driving operation performed by the driver by determining whether or not the vehicle is traveling in a corner.

  In the present invention, at least one of steering angle information, steering speed information, and vehicle lateral acceleration information is acquired as the vehicle behavior information. The corner estimation means starts the steering operation when the steering speed, the steering angle, or the vehicle lateral acceleration exceeds the determination reference value (the steering speed determination reference value, the steering angle determination reference value, or the lateral acceleration determination reference value). The steering start point is specified as follows. When the vehicle enters the corner, the steering angle, the steering speed, and the vehicle lateral acceleration are also increased by the driver's steering operation. Accordingly, the steering start point can be specified by detecting the increase in the steering speed, the steering angle, or the vehicle lateral acceleration.

  When the steering start point is specified, the corner travel operation determining means determines whether or not the vehicle is traveling in the corner based on the subsequent transition of the vehicle behavior information. When a vehicle behavior transition peculiar to corner traveling is detected, it is determined that the steering at the steering start point is an operation for corner traveling performed by the driver. Therefore, it is estimated that this steering start point is a corner start point. On the other hand, a vehicle behavior transition peculiar to corner traveling is not detected in an operation due to disturbance or an operation due to lane change. In this case, it is determined that the steering at the steering start point is not the corner traveling operation performed by the driver. Therefore, the steering exclusion point is not estimated to be the actual corner start point by the estimation exclusion unit. As a result, the estimation accuracy of the corner start point is improved.

  Another feature of the present invention is that the vehicle behavior information acquisition means acquires at least one of steering angle information and vehicle lateral acceleration information, and steering speed information, and the corner travel operation determination means includes the steering information. After the start point is specified, a steered travel transition detecting means for detecting that the steering speed has fallen below the steered travel determination value, and steering when the steering speed has decreased to the steered travel determination value When the angle is not within the determination steering angle range, it is determined that the vehicle is not traveling in the corner, or the vehicle lateral acceleration when the steering speed is reduced to the steered travel determination value is the determination lateral acceleration range. A corner travel determination means for determining that the vehicle is not traveling in the corner when the vehicle is not in the vehicle.

  In this invention, the corner travel operation determining means includes a steered travel transition detecting means and a corner travel determining means. The steered travel transition detecting means detects that the steering speed has decreased to a steered travel determination value or less after the steering start point is specified. When the vehicle travels in a corner, a state in which the steered wheels are held in a direction corresponding to the curvature of the corner in the middle of the corner, that is, a steered traveling state in which the steering handle is maintained at a constant angle is reached. In this steered running state, the steering speed decreases to almost zero. Therefore, the steered travel transition detecting means estimates that the vehicle has reached the steered travel state by detecting a decrease in the steering speed.

  On the other hand, the steering angle and the vehicle lateral acceleration have maximum values in the steering traveling state at the corner. Therefore, in order to determine whether or not the vehicle is actually traveling in a corner, it is only necessary to examine the magnitude of at least one of the steering angle and the vehicle lateral acceleration. Therefore, in the present invention, the corner traveling determination means determines that the vehicle is not traveling in the corner when the steering angle is not within the determination steering angle range when the vehicle shifts to steered traveling, or When the vehicle lateral acceleration is not within the determination lateral acceleration range, it is determined that the vehicle is not traveling in the corner.

  The determination steering angle range is a range of a steering angle predicted when the vehicle travels in a corner, and the determination lateral acceleration range is a range of a vehicle lateral acceleration predicted when the vehicle travels in a corner. Therefore, when the steering angle or the vehicle lateral acceleration is out of this range, it can be determined that the vehicle is not traveling in the corner. As a result, the presence / absence of corner traveling can be determined satisfactorily, and the corner starting point estimation accuracy is finally improved.

  Another feature of the present invention is that the corner travel determination means does not continue for a reference time in which the steering speed is equal to or lower than the steered travel determination value after the steering speed has decreased to the steered travel determination value. Or when the steering angle is within the determination steering angle range does not continue for the reference time, or when the vehicle lateral acceleration is within the determination lateral acceleration range does not continue for the reference time. Is to determine that the vehicle is not traveling in the corner.

  In this invention, when the steered running state is not maintained, that is, when the steering speed exceeds the steered running determination value within the reference time, or the steering angle deviates from the determined steering angle range within the reference time. Or when the vehicle lateral acceleration deviates from the determined lateral acceleration range within the reference time, it is determined that the vehicle is not traveling in the corner. That is, by checking the continuation of the vehicle behavior state peculiar to corner driving, erroneous determination due to temporary condition establishment is prevented. As a result, the corner starting point estimation accuracy is further improved.

  Another feature of the present invention is that the vehicle behavior information acquisition means acquires steering angle information, vehicle lateral acceleration information, and steering speed information, and the corner travel operation determination means specifies the steering start point. And a steering travel transition detecting means for detecting that the steering speed has decreased to a value equal to or lower than the steering traveling determination value, and a steering angle when the steering speed has decreased to the steering traveling determination value. The vehicle is provided with a corner traveling determination means that determines that the vehicle is traveling in a corner when the vehicle is within the range and the vehicle lateral acceleration is within the determination lateral acceleration range.

  In the present invention, when it is detected that the vehicle has shifted to the steered running state, the vehicle is in a state where the steering angle is in the determination steering angle range and the vehicle lateral acceleration is in the determination lateral acceleration range. It is determined that the car is driving in a corner. Therefore, the presence / absence of corner traveling can be strictly determined, and the estimation accuracy of the corner start point is finally improved.

  Another feature of the present invention is that the corner travel determination means is configured such that after the steering speed has decreased to the steered travel determination value, a state in which the steering speed becomes equal to or less than the steered travel determination value continues for a reference time. And determining that the vehicle is traveling at a corner when the steering angle and the vehicle lateral acceleration are within the determined steering angle range and the determined lateral acceleration range for the reference time. It is in.

  In this invention, after the vehicle shifts to the steering traveling, when the three of the steering speed, the steering angle, and the vehicle lateral acceleration continue to take values specific to corner traveling, it is determined that the vehicle is traveling in the corner. . That is, when the three conditions that the steering speed is equal to or less than the steering traveling determination value, the steering angle is within the determination steering angle range, and the vehicle lateral acceleration is within the determination lateral acceleration range are continuously established for the reference time, Is determined to be traveling in the corner. Therefore, erroneous determination due to temporary condition establishment is prevented. As a result, the corner starting point estimation accuracy is further improved.

  Another feature of the present invention is that the vehicle behavior information acquisition means acquires vehicle speed information, the determination steering angle range is set according to the vehicle speed and the vehicle lateral acceleration, and the determination lateral acceleration range is the vehicle speed. It is to be set according to the corner curvature radius stored in the navigation device.

  According to the present invention, since the determination steering angle range and the determination lateral acceleration range, which serve as a reference for determining whether or not the vehicle is traveling in a corner, are appropriately set, it is possible to accurately determine that the vehicle is traveling in a corner. Can be judged well. Accordingly, the estimation accuracy of the corner start point is further improved.

  Another feature of the present invention is that temporary position information storage means for temporarily storing the position information of the vehicle when the steering start point is specified, and the temporary position information storage means when it is determined that the vehicle is traveling in a corner. And provisional position information processing means for reading out the vehicle position information stored in the position information storage means and processing it as actual corner start estimated point information.

  In this invention, when the steering start point is specified, the position information of the vehicle is stored in the temporary position information storage means, and then when it is determined that the vehicle is traveling in a corner, The position information processing means reads the vehicle position information from the temporary position information storage means and processes it as actual corner start point estimation information. Therefore, even after the vehicle starts cornering, the position information of the steering start point can be accurately grasped. As a result, the corner start point correction process is facilitated.

  Another feature of the present invention is that the navigation device stores at least a corner start point and a corner curvature radius as the corner information, the corner estimation means estimates the corner start point and the corner curvature radius, and the corner information. The correction means is to correct the corner start point and the corner curvature radius stored in the navigation device to the corner start point and the corner curvature radius estimated by the corner estimation means.

  In the present invention, the navigation device stores the corner curvature radius in addition to the corner start point as corner information. On the other hand, the corner estimation means estimates an actual corner start point and a corner curvature radius while the vehicle is running. At this time, if it is determined by the corner travel operation determination means that the steering at the steering start point is not due to the corner travel operation performed by the driver, the steering start point is estimated as the actual corner start point. do not do. Therefore, it is possible not to estimate the curvature radius of the corner. As a result, the estimation accuracy of the corner start point and the corner curvature radius is improved.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram schematically showing an entire corner learning system according to the present embodiment for learning a corner shape (a corner start position and a corner curvature radius) of a road. This corner learning system includes a navigation device 10 that detects the current position of the host vehicle and supplies various information, and a suspension control device 20 that controls the operation of the suspension unit 30 assembled to each wheel of the vehicle. .

  The navigation device 10 and the suspension control device 20 are communicably connected to each other via a gateway computer 40 and a LAN (Local Area Network) 50 built in the vehicle. The gateway computer 40 is a computer that comprehensively controls various data shared between the navigation device 10 and the suspension control device 20 and the flow of control signals for controlling the cooperation between these devices 10 and 20.

  As shown in FIG. 2, the navigation apparatus 10 includes a navigation electronic control unit 11 (in the following description, simply referred to as a navigation ECU 11). The navigation ECU 11 includes a microcomputer including a CPU, a ROM, a RAM, a timer, and the like as main components, and comprehensively controls the operation of the navigation device 10. The navigation ECU 11 is connected to a GPS (Global Positioning System) receiver 12, a gyroscope 13, a storage device 14, a vehicle speed sensor 15, and a LAN interface 16.

  The GPS receiver 12 receives a radio wave for detecting the current position of the host vehicle from the satellite, and detects and outputs the detected current position of the host vehicle as coordinate data, for example. The gyroscope 13 detects and outputs the turning speed of the vehicle for detecting the traveling direction of the host vehicle. The vehicle speed sensor 15 detects and outputs the traveling speed of the vehicle. Navigation ECU11 acquires each detection value output from GPS receiver 12, gyroscope 13, and vehicle speed sensor 14, and detects the present position of the own vehicle.

  The storage device 14 includes a rewritable storage medium such as a hard disk, CD-RW, DVD-RAM, and DVD-RW, a recording medium such as a CD-ROM and a DVD-ROM, and a drive device for these recording media. . The storage device 14 stores various programs executed by the navigation ECU 11 and map data (map information). The map data includes a map data file, an intersection data file, a node data file, a road data file, and a facility information data file in which facility information such as hotels and gas stations in each region is stored.

  The road data file is composed of various data related to roads such as road type data representing road types (highways, national roads, prefectural roads, etc.), road shape data representing road shapes, and the like. This road shape data also includes corner shape information (corresponding to corner information of the present invention). The corner shape information includes corner start point information and corner curvature radius information.

  The LAN interface 16 is connected to the LAN 50 and enables communication between the navigation ECU 11 and the gateway computer 40. Thereby, the LAN interface 16 supplies various information from the navigation ECU 11 to the gateway computer 40 via the LAN 50, or acquires various information supplied from the suspension control device 20 from the gateway computer 40 and supplies it to the navigation ECU 11. To do.

  As shown in FIG. 3, the suspension control device 20 includes a suspension electronic control unit 21 (hereinafter simply referred to as a suspension ECU 21). The suspension ECU 21 includes a microcomputer including a CPU, ROM, RAM, timer, and the like as main components, and provides the operation characteristics of the suspension unit 30 (more specifically, attenuation characteristics for attenuating input vertical vibrations). It is the one that controls in an integrated manner. A vehicle speed sensor 22, a steering angle sensor 23, a lateral acceleration sensor 24, a LAN interface 25, and a drive circuit 26 are connected to the suspension ECU 21.

The vehicle speed sensor 22 detects a vehicle speed Vx that is a traveling speed of the vehicle speed. The vehicle speed sensor 22 can be used also as the vehicle speed sensor 15 connected to the navigation ECU 11. The steering angle sensor 23 detects a steering angle θx corresponding to a rotation angle of a steering handle (not shown). The lateral acceleration sensor 24 detects a lateral acceleration Gyx acting on the vehicle. In the present embodiment, the steering angle θx indicates that the neutral steering position of the steering wheel is “0”, the right steering angle with respect to the neutral steering position is a positive value, and the left steering angle is a negative value. It shows with. The suspension ECU 21 detects the steering speed ωx by differentiating the detected steering angle θx with respect to time. Therefore, it can be said that the suspension ECU 21 includes a steering speed sensor. In this case, the steering speed ωx is indicated by a positive value when the steering operation is performed in the right direction (operation of the steering handle in the clockwise direction), and when the steering operation is performed in the left direction (in the counterclockwise direction of the steering handle). Operation) Indicates a negative value. Further, the lateral acceleration Gyx indicates a positive value when the vehicle is turning left, and a negative value when the vehicle is turning right.
In the present specification, when comparing the magnitude of the steering angle θx, the steering speed ωx, and the lateral acceleration Gyx, the absolute values thereof will be described.

  The LAN interface 25 is connected to the LAN 50 and enables communication between the suspension ECU 21 and the gateway computer 40. Thereby, the LAN interface 25 supplies various information from the suspension ECU 21 to the gateway computer 40 via the LAN 50, or acquires various information supplied from the navigation device 10 from the gateway computer 40 and supplies the information to the suspension ECU 21. Or

  The drive circuit 26 is for driving an actuator 35 of the suspension unit 30 described later. In the drive circuit 26, a current detector 26a for detecting a drive current flowing through the electric motor in the actuator 35 is provided. The drive current detected by the current detector 26a is fed back to the suspension ECU 21 in order to control the drive of the electric motor.

  As schematically shown in FIG. 4, the suspension unit 30 includes an upper arm 31 and a lower arm 32 having one end side rotatably attached to the vehicle body and the other end side attached to a hub member or the like that supports the axle. Yes. And between the upper arm 31 and the lower arm 32, the coil spring 33 and the hydraulic damper 34 for attenuating the vibration input into the vehicle body are assembled. Further, in the hydraulic damper 34, a variable damping valve for changing the diameter of the orifice provided in the oil flow path is provided, and an actuator 35 for operating this variable variable valve is assembled. Thus, when the actuator 35 is driven, more specifically, when the electric motor constituting the actuator 35 is driven to rotate, the attenuation variable valve can be rotated to change the flow path diameter of the orifice. For this reason, the flow characteristic of the hydraulic fluid in the oil flow path can be changed as appropriate, and as a result, the damping characteristic of the suspension unit 30 can be controlled.

  Next, the operation of the corner learning system according to the present invention configured as described above will be described. This corner learning system is realized by the cooperation of the navigation device 10 and the suspension control device 20. Here, first, an outline of the emphasis operation of the navigation device 10 and the suspension control device 20 will be described.

  The navigation ECU 11 of the navigation device 10 detects the current position of the vehicle and performs corner information notification processing (FIG. 5) based on the current position and the map data. When the navigation ECU 11 determines in this corner information notification processing that the current position of the vehicle has reached a predetermined distance Xm of the corner start point stored in the map data, the navigation ECU 11 notifies the suspension ECU 21 of the suspension control device 20. Outputs a start command for corner estimation processing. Further, when the navigation ECU 11 determines that the vehicle has reached the corner start point stored in the map data, the navigation ECU 11 outputs a roll suppression control start command to the suspension ECU 21.

  The suspension ECU 21 performs a corner estimation process and a roll suppression control process in parallel based on a command from the navigation ECU 11. In the corner estimation process (FIG. 6), based on behavior information (steering angle θx, steering speed ωx, lateral acceleration Gyx, vehicle speed Vx) while the vehicle is running, the actual corner start point and corner radius of curvature (these are calculated as (Referred to as shape). Further, in the roll suppression control process, the damping characteristic of each suspension unit 30 is determined according to the corner shape of the vehicle traveling, etc., and the actuator 35 is operated by supplying a predetermined driving current to the electric motor according to this damping characteristic. Let In this case, the damping force on the contraction side of the suspension unit 30 outside the vehicle body with respect to the turning center is controlled so as not to reduce the stroke, and the damping force on the extension side of the suspension unit 30 inside the vehicle body with respect to the turning center is increased. Control so as not to increase the stroke. Thereby, the running stability of the vehicle is improved and the steering stability is improved.

  When estimating the corner shape, the suspension ECU 21 outputs a steering start point temporary storage command to the navigation ECU 11 when detecting the steering start point, and based on the temporal transition of the vehicle behavior state thereafter, It is determined whether or not is traveling in the corner. When it is determined that the vehicle is traveling in a corner, a corner start estimated point determination command that regards the previously detected steering start point as a corner start estimated point is output to the navigation ECU 11. On the contrary, when it is determined that the vehicle is not traveling in the corner, a memory cancel command is output to the navigation ECU 11 that the previously detected steering start point is not set as the corner start estimated point. Further, when the estimated corner start point is determined, the corner curvature radius is estimated and output to the navigation ECU 11.

  The navigation ECU 11 performs corner information correction processing based on the command received from the suspension ECU 21 and the calculation result. In this corner information correction process, when the estimated corner start point is determined, the corner shape in the map data stored in the storage device 14 is updated (learned) to this estimated corner shape. Thereby, the corner shape memorize | stored in the memory | storage device 14 is correct | amended by the accurate thing which matched the corner of the actual road.

  Next, each process described above will be described in detail with reference to flowcharts. First, the corner information notification process executed by the navigation ECU 11 of the navigation device 10 will be described in detail. FIG. 5 is a flowchart showing a corner information notification processing routine executed by the navigation ECU 11. This corner information notification processing routine is stored as a control program in the ROM of the navigation ECU 11 or in the storage device 14, and is activated when an ignition switch (not shown) is turned on, and is repeated at a predetermined short cycle.

  When the corner information notification processing routine is activated, the navigation ECU 11 first reads the current position information of the vehicle and the corner shape information of the road ahead (including corner start point information and corner curvature radius information) in step S11. The current position of the vehicle is detected based on detection values from the GPS receiver 12, the gyroscope 13, and the vehicle speed sensor 15. The corner shape information is read from the road shape data file stored in the storage device 14.

  Subsequently, the navigation ECU 11 determines in step S12 whether or not the value of the flag F1 is set to “0”. This flag F1 is set to F1 = 1 when the vehicle reaches a position in front of the corner starting point by a predetermined distance Xm, as will be described later, and F1 = 0 when the corner information notification processing routine is started. Is set to Accordingly, “YES” is determined here, and the process proceeds to step S13. In step S13, it is determined whether or not the vehicle has reached a position in front of the corner starting point by a predetermined distance Xm. This corner start point is a point (coordinate position) specified by the corner shape information read in step S11. If the vehicle has not reached the predetermined distance Xm before the corner start point, the corner information notification processing routine is temporarily ended.

  The corner information notification processing routine is repeated at a predetermined cycle, and the same processing is performed (S11 to S13). If the navigation ECU 11 determines from the current position information and corner start point information of the vehicle that the vehicle has reached a predetermined distance Xm before the corner start point (S13: YES), the navigation ECU 11 advances the process to step S14. In step S14, the flag F1 is set to “1”. Subsequently, the navigation ECU 11 advances the processing to step S15 and transmits a corner estimation start command to the suspension ECU 21. In step S16, the corner shape information read in step S11 is transmitted to the suspension ECU 21.

  Subsequently, the navigation ECU 11 proceeds to step S17, and determines whether or not the vehicle has reached the corner start point from the current position information and the corner start point information read in step S11. When the determination in step S17 is first performed, the vehicle has not yet reached the corner start point. Accordingly, the determination result in step S17 is “NO”, and the corner information notification processing routine is temporarily ended.

  The corner information notification processing routine is repeated. In this case, since the flag F1 is set to F1 = 1, the processing from step S13 to step S16 is skipped. Accordingly, only the above-described steps S11, S12, and S17 are repeated. That is, the determination as to whether or not the vehicle has reached the corner start point is repeated from the current position information of the vehicle and the corner start point information. When the navigation ECU 11 repeats such processing and determines that the vehicle has reached the corner start point (S17: YES), the navigation ECU 11 proceeds to step S18 and transmits a roll suppression control start command to the suspension ECU 21.

  Subsequently, the navigation ECU 11 sets the flag F1 to F1 = 0 in step S19, and once ends the corner information notification processing routine. Therefore, when the corner information notification processing routine is executed from the next time, the approach to the next corner start point is determined in step S13. That is, the approach of the vehicle to the corner that is one corner ahead of the corner that has been targeted until immediately before is determined.

  Next, the corner estimation process executed by the suspension ECU 21 of the suspension control device 20 will be described in detail. FIG. 6 is a flowchart showing a corner estimation processing routine executed by the suspension ECU 21. This corner estimation processing routine is stored as a control program in the ROM of the suspension ECU 21. When receiving the corner estimation start command (S15) transmitted from the navigation ECU 11, the suspension ECU 21 starts this corner estimation processing routine and repeats it at a predetermined short cycle.

  When the corner estimation processing routine is started, the suspension ECU 21 first detects the vehicle speed Vx detected by the vehicle speed sensor 22, the steering angle θx detected by the steering angle sensor 23, and the lateral acceleration sensor 24 in step S21. A steering speed ωx obtained by time differentiation of the lateral acceleration Gyx and the steering angle θx is read. The vehicle speed Vx, the steering angle θx, the lateral acceleration Gyx, and the steering angle θx correspond to the vehicle behavior information in the present invention.

  Subsequently, the suspension ECU 21 determines in step S22 whether or not the value of the flag F2 is set to “0”. This flag F2 is set to F2 = 1 when the steering speed ωx exceeds the first reference value ω1, as will be described later, and prevents the processing of steps S23 and S24 described later from being repeated. At the time of starting the routine, F2 = 0 is set. Accordingly, “YES” is determined here, and the process proceeds to step S23.

  In step S23, it is determined whether or not the steering speed ωx read in step S21 exceeds the first reference value ω1. Here, the steering speed ωx−1 read immediately before (the steering speed ωx read one control cycle before the corner estimation processing routine) is equal to or less than the first reference value ω1, and the steering speed ωx read this time is the first Judgment is made based on whether or not the reference value ω1 is exceeded. The initial value of the steering speed ωx−1 at the start of the corner estimation processing routine is set to a value “0”, for example. Further, the comparison of the steering speed ωx may be performed by averaging the values in a plurality of control cycles without using the values in one control cycle, and comparing the average values.

  When the vehicle enters the corner, the steering operation is performed at the corner start point, and the steering speed increases. Therefore, in step S23, the fact that the steering speed ωx exceeds the first reference value ω1 is one of the determination conditions for estimating that the vehicle has passed the corner start point. The first reference value ω1 is used as a steering start determination reference value. Therefore, in step S23, if the steering speed ωx does not exceed the first reference value ω1, the corner estimation processing routine is temporarily terminated assuming that the vehicle has not entered the corner.

  The corner estimation processing routine is repeated at a predetermined short cycle, and the same processing is performed (S21 to S23). When the steering speed ωx exceeds the first reference value ω1, the determination in step S23 is “YES”, and the suspension ECU 21 advances the process to step S24. In this step S24, the suspension ECU 21 outputs a temporary storage instruction of the steering start point to the navigation ECU 11. The navigation ECU 11 stores the current vehicle position information in a temporary storage area (temporary position information storage means in the present invention) provided in the storage device 14 in accordance with the temporary storage command.

  The determination result as to whether or not the vehicle is traveling in a corner is not known at this time and is output by a process that will be described later. Therefore, in this step S24, the steering start point is temporarily stored, so that it can be traced back later. Thus, an estimated corner start point (= steering start point) can be obtained. Subsequently, in step S25, the flag F2 is set to F2 = 1.

  Next, the suspension ECU 21 determines in step S26 whether or not the steering speed ωx has decreased to the second reference value ω2. When the vehicle travels in a corner, the steering speed is increased by the steering wheel operation at the corner start point (corner entry point). During cornering after entering the corner, the steering wheel is steered at an angle corresponding to the corner curvature, and the steering speed becomes substantially “0”. That is, it is a steady steering running. On the other hand, the steering angle and the lateral acceleration take maximum values during the steering running in the corner. Therefore, it is possible to determine whether or not the vehicle is actually traveling in a corner from the change in the steering speed, the steering angle, and the lateral acceleration.

  Therefore, in the present embodiment, when the steering speed ωx exceeds the first reference value ω1 (S23: YES), it is assumed that the vehicle has passed the corner start point, and then the steering speed ωx is the second value. When the vehicle is lowered to the reference value ω2 (S26: YES), it is determined that the vehicle has moved to the steering running (steady running) in the corner, and the vehicle is based on the steering angle θx and the lateral acceleration Gyx in the steering running state. It is determined whether or not the vehicle is actually traveling in the corner. Therefore, the second reference value ω <b> 2 in step S <b> 26 is a reference value for determining the steering traveling of the vehicle, and corresponds to the steering traveling determination value in the present invention.

  In step S26, if the steering speed ωx has not decreased to the second reference value ω2, the determination in step S26 is “NO”, and the process proceeds to step S27. In step S27, it is determined whether or not the flag F3 is set to “1”. This flag F3 is set to F3 = 1 during a period in which the vehicle is steered, and is set to F3 = 0 when the corner estimation processing routine is started. Therefore, it is determined as “NO” here, and this routine is temporarily ended.

  The corner estimation processing routine is repeated at a predetermined short cycle. Accordingly, thereafter, the acquisition of the vehicle behavior information (Vx, θx, Gyx, ωx) in step S21 and the determination of the magnitude of the steering speed ωx in step S26 are repeated.

  If the suspension ECU 21 determines in step S26 that the steering speed ωx has decreased to the second reference value ω2, that is, determines that the steering has shifted to the steering traveling, it increments the timer for timekeeping by one unit in step S27. As will be understood from the processing described later, this timer prevents erroneous determination due to temporary establishment of a determination condition by continuing vehicle corner determination for a reference time. Subsequently, the suspension ECU 21 sets a flag F3 to F3 = 1 in step S29.

Next, the suspension ECU 21 calculates a determination steering angle range θref (θ1 to θ2) in step S30. This determination steering angle range θref (θ1 to θ2) is a steering angle range that is assumed when the vehicle is steering around a corner, and is calculated by the following equation.
θref = Gyx (1 + A · Vx ² ) L / Vx ² ± C1
That means
θ1 = Gyx (1 + A · Vx ² ) L / Vx ² −C1
θ2 = Gyx (1 + A · Vx ² ) L / Vx ² + C1
Here, A is a stability factor, L is a wheelbase, and C1 is a judgment allowable value. Accordingly, the determination steering angle range θref (θ1 to θ2) is given by a function that changes according to the vehicle speed Vx and the lateral acceleration Gyx during traveling, and is therefore set to an appropriate value according to the traveling state.

  Subsequently, in step S31, the suspension ECU 21 determines whether or not the steering angle θx detected by the steering angle sensor 23 is within the determination steering angle range θref (θ1 to θ2). If the steering angle θx is not within the determination steering angle range θref (θ1 to θ2) (S31: NO), it is determined that the vehicle is not traveling in the corner at this time.

  Next, the suspension ECU 21 outputs a storage cancel command to the navigation ECU 11 in step S32, resets the timer (clears to zero) in step S33, and sets the flags F2 and F3 to “0” in step S34. The storage cancel command output in step S32 has the meaning of invalidating the steering start point information temporarily stored by the steering start point temporary storage command (S24) previously output to the navigation ECU 11. is there. That is, the steering start point detected in step S23 is not estimated as the actual corner start point.

  The suspension ECU 21 ends the corner estimation processing routine once after performing the processing of steps S32 to S34. Therefore, in the corner estimation processing routine from the next control cycle, the processing in steps S21 to S23, that is, the determination processing as to whether or not the steering speed ωx exceeds the first reference value ω1 is repeated again.

On the other hand, when the suspension ECU 21 determines in step S31 that the steering angle θx is within the determination steering angle range θref (θ1 to θ2), subsequently, in step S35, the determination lateral acceleration range Gyref (Gy1). To Gy2). This determination lateral acceleration range Gyref (Gy1 to Gy2) is a lateral acceleration range that is assumed when the vehicle is traveling while keeping corners, and is calculated by the following equation.
Gyref = (Vx ² / R) ± C2
That means
^{Gy1 = (Vx 2 / R)} -C2
^{Gy2 = (Vx 2 / R)} + C2
Here, R is a corner curvature radius stored in the map data, that is, a corner curvature radius included in the corner information output in step S16 of the corner information notification process performed by the navigation ECU 11. C2 is a determination allowable value. Accordingly, the determination lateral acceleration range Gyref (Gy1 to Gy2) is given by a function that changes according to the vehicle speed Vx and the corner curvature radius R during traveling, and is therefore set to an appropriate value according to the traveling state.

  Subsequently, in step S36, the suspension ECU 21 determines whether or not the lateral acceleration Gyx detected by the lateral acceleration sensor 24 is within the determination lateral acceleration range Gyref (Gy1 to Gy2). When the lateral acceleration Gyx is not within the determination lateral acceleration range Gyref (Gy1 to Gy2) (S36: NO), it is determined that the vehicle is not traveling in the corner at this time, and the above-described steps S32 to S32 are performed. After performing the process of S34, a corner estimation process routine is once complete | finished. Therefore, in the corner estimation processing routine from the next control cycle, the processing in steps S21 to S23, that is, the determination processing as to whether or not the steering speed ωx exceeds the first reference value ω1 is repeated again.

  On the other hand, if the suspension ECU 21 determines in step S36 that the lateral acceleration Gyx is within the determination lateral acceleration range Gyref (Gy1 to Gy2), the time count value of the timer reaches the reference time in step S37. Determine whether or not. This timer starts timing from the time when it is determined that the vehicle has shifted to the steering traveling (step S26: YES). Therefore, it is determined as “NO” immediately after the start of the steering traveling, and this corner estimation processing routine is temporarily ended. The corner estimation processing routine is repeatedly executed at a predetermined cycle, but the processing of steps S23 to S25 is skipped from the next control cycle. Therefore, after acquiring the vehicle behavior information (Vx, θx, Gyx, ωx), the process directly proceeds to the determination process of the steering speed ωx in step S26.

  If the steering speed ωx exceeds the second reference value ω2 while the timer is counting (S26: NO), that is, if the steering is not maintained, the memory cancel command output to the navigation ECU 11 (S32), the timer reset (S33) The flags F2 and F3 are set to “0” (S34), and the corner estimation processing routine is temporarily terminated.

  On the other hand, when the steering speed ωx is equal to or lower than the second reference value ω2, the suspension ECU 21 repeats the processes of steps S28 to S37 described above. The three conditions that the steering speed ωx is maintained below the second reference value ω2, the steering angle θx falls within the determination steering angle range θref, and the lateral acceleration Gyx falls within the determination lateral acceleration range Gyref are during the reference time. If established continuously, the determination in step S37 becomes “YES”. When this condition is satisfied, it can be determined that the vehicle is turning around the corner.

  Therefore, the suspension ECU 21 outputs a corner start estimated point determination command to the navigation ECU 11 in step S38. That is, the navigation ECU 11 is notified that the steering start point commanded to be temporarily stored in step S24 can be formally adopted as the corner start estimated point. Thereby, navigation ECU11 updates and memorize | stores the corner start point memorize | stored in the memory | storage device 14 in the steering start point (corner start estimated point) temporarily stored so that it may mention later.

Subsequently, the suspension ECU 21 calculates an estimated corner radius of curvature Rx in step S39. The corner estimated curvature radius Rx is calculated by the following equation.
Rx = (Vx ² ) / Gyx

  Then, in step S40, the suspension ECU 21 transmits corner estimation curvature radius information representing the corner estimation curvature radius Rx to the navigation ECU 11, and finally sets the flags F2 and F3 to “0” in step S41 to estimate the corner. The processing routine ends. This corner estimation processing routine is resumed when the next corner start command is transmitted from the navigation ECU 11 to the suspension ECU 21.

  According to the corner estimation processing routine described above, the corner start point can be estimated with high accuracy. For example, when it is estimated that the steering start point, which is the change point of the steering amount, is the corner start point, the steering operation when the steering correction is performed due to road surface disturbance or the steering operation when the lane is changed Until then, there is a risk of erroneous determination as a steering operation at the corner start point. On the other hand, in the present embodiment, the cornering steering operation performed by the driver and the other steering operations (steering operation due to disturbance or steering operation due to lane change) are discriminated, and other than corner driving When the steering operation is detected, the steering start point is not estimated as the corner start point. That is, it is excluded from the corner start estimated point. Therefore, the estimation accuracy of the corner start point is improved.

  FIG. 7 is a timing chart showing the relationship between the vehicle behavior state (steering speed ωx, steering angle θx, lateral acceleration Gyx) and corner estimation processing. In the figure, the vehicle behavior waveform on the left represents the vehicle behavior state when the steering operation is performed due to road disturbance, the vehicle behavior waveform in the center represents the vehicle behavior state when the lane is changed, and the vehicle behavior waveform on the right Represents a vehicle behavior state when corner turning is performed.

  As shown in the vehicle behavior waveform on the right side of FIG. 7, when the vehicle enters a corner, the steering operation is performed at the corner start point, and the steering speed ωx increases. The steering speed ωx decreases as the steered wheel approaches the steering angle corresponding to the curvature of the corner. When the steered wheel reaches the rudder angle that matches the curvature of the corner, the steering speed ωx becomes substantially zero. Therefore, the vehicle is in a steered traveling state in which the steering handle is maintained at a constant angle.

  When the vehicle turns in a corner, the steering angle θx and the lateral acceleration Gyx increase and take on maximum values in the steering-maintained state. In the steered running state, the steering angle θx and the lateral acceleration Gyx are maintained at a predetermined magnitude according to the turning state. The predetermined magnitude is the determined steering angle range θref (θ1 to θ2) at the steering angle θx, and the determined lateral acceleration range Gyref (Gy1 to Gy2) at the lateral acceleration Gyx.

  Therefore, when the steering speed ωx exceeds the first reference value ω1 (time 5), the vehicle passes through the corner start point, and then the steering speed ωx is the second reference value ω2 (steering travel determination value near zero). It is considered that the vehicle has shifted to the steered running state in the corner when the vehicle has fallen to (time t6). At time t6 when the steering traveling state is shifted, the steering angle θx takes a value within the determined steering angle range θref, and the lateral acceleration Gyx takes a value within the determined lateral acceleration range Gyref. Further, the steering angle θx and the lateral acceleration Gyx continue to take values within the determined steering angle range θref and the determined lateral acceleration range Gyref during the steering traveling.

  Here, the relationship between the transition of the vehicle behavior and the above-described corner estimation process will be described. The suspension ECU 21 determines that the steering operation is started at time t5 (S23: YES) when the steering speed ωx exceeds the first reference value ω1. Therefore, this vehicle position becomes the steering start point. The suspension ECU 21 outputs a steering start point temporary storage command to the navigation ECU 11 at time t5, and then waits until the steering speed ωx becomes equal to or lower than the second reference value ω2.

  The suspension ECU 21 starts measuring the timer at time t6 (S26: YES) when the steering speed ωx is reduced to the second reference value ω2. Then, based on the subsequent steering speed ωx, steering angle θx, and lateral acceleration Gyx, it is determined whether or not corner turning has been performed. Specifically, the three conditions are that the steering speed ωx is maintained below the second reference value ω2, the steering angle θx falls within the determination steering angle range θref, and the lateral acceleration Gyx falls within the determination lateral acceleration range Gyref. It is determined whether or not it is established continuously over time.

  These three conditions are continuously satisfied during corner turning. When the measured time of the timer reaches the reference time at time t7, the suspension ECU 21 determines the steering start point temporarily stored at time t5 as the corner start estimated point, and issues a corner start estimated point determination command to the navigation ECU 11. Output and end the corner estimation process.

  On the other hand, during the steering operation due to road disturbance or lane change, the transition of the steering speed ωx, steering angle θx, and lateral acceleration Gyx after the steering operation is different from that during cornering. At the time of the correction steering operation due to road disturbance, the steering operation is completed in a short time as shown in the left waveform of FIG. In this steering period, there is no period during which the vehicle behavior amount (ωx, θx, Gyx) is stable, and the lateral acceleration Gyx takes a small value.

  In this case, the suspension ECU 21 detects the steering start point at time t1 when the steering speed ωx exceeds the first reference value ω1, and outputs a steering start point temporary storage command to the navigation ECU 11. However, the vehicle behavior amount (ωx, θx, Gyx) is not stable even after time t2 when the steering speed ωx has decreased to the second reference value ω2. Further, the lateral acceleration Gyx is small and does not enter the determination lateral acceleration range Gyref. Accordingly, the suspension ECU 1 outputs a storage cancel command at the time t2. For this reason, it is possible to satisfactorily discriminate between a steering operation performed due to road surface disturbance and a steering operation performed for corner traveling.

  Further, the vehicle behavior amount (ωx, θx, Gyx) at the time of the steering operation by changing the lane changes as shown in the central waveform of FIG. In this case, the suspension ECU 21 detects the steering start point at time t3 and outputs a steering start point temporary storage command to the navigation ECU 11. However, even after the time t4 when the steering speed ωx is reduced to the second reference value ω2, the maintained steering state does not continue, and there is no stable period of the vehicle behavior amount (ωx, θx, Gyx). At time t4, the steering angle θx falls within the determination steering angle range θref, but the lateral acceleration Gyx does not fall within the determination lateral acceleration range Gyref. Accordingly, the suspension ECU 1 outputs a storage cancel command at time t4. For this reason, it is possible to satisfactorily discriminate between a steering operation performed by changing the lane and a steering operation performed for corner traveling.

  Next, corner information correction processing executed by the navigation ECU 11 will be described. FIG. 8 is a flowchart showing a corner information correction processing routine executed by the navigation ECU 11. This corner information correction processing routine is stored as a control program in the ROM of the navigation ECU 11 or in the storage device 14, and is activated when an ignition switch (not shown) is turned on, and is repeated at a predetermined short cycle.

  The corner information correction processing routine includes two subroutines, a corner start point correction processing routine (S50) and a corner curvature radius correction processing routine (S70). FIG. 9 is a flowchart showing a corner start point correction processing routine. When the corner start point correction processing routine is started, the navigation ECU 11 first determines whether or not the flag F4 is set to “0” in step S51. This flag F4 is set to F4 = 1 when the steering start point is temporarily stored, and is set to F4 = 0 when this subroutine is started. Accordingly, here, the process proceeds to the next step S52.

  In step S52, the navigation ECU 11 determines whether or not a steering start point temporary storage command has been received. This steering start point temporary storage command is a command that the suspension ECU 21 transmits in step S24 in the corner estimation process. If the steering start point temporary storage command has not been received, this subroutine is temporarily exited and the routine proceeds to a subroutine for performing corner curvature radius correction processing. Since the corner information correction processing routine which is the main routine is repeated at a predetermined short cycle, this corner start point correction processing subroutine is also repeated at a predetermined cycle. Accordingly, the navigation ECU 11 waits until a steering start point temporary storage command is transmitted from the suspension ECU 21.

When the navigation ECU 11 receives the steering start point temporary storage command transmitted from the suspension ECU 21, the navigation ECU 11 detects the current position (coordinate position) of the vehicle in step S53, and stores information indicating the current position in the storage device 14 in advance. Temporarily store in the set temporary storage area. The current position of the vehicle is a temporary corner start estimated point. Subsequently, the flag F4 is set to F4 = 1, and this subroutine is temporarily exited. Accordingly, when this subroutine is started after the next time, the determination in step S51 is “NO”, and the processing in step S55 is performed.
In addition, about the memory | storage of the information showing a present position, you may make it use RAM and other memory elements in navigation ECU11, for example.

  In step S55, the navigation ECU 11 determines whether or not a storage cancel command has been received. This memory cancel command is a command that the suspension ECU 21 transmits in step S32 in the corner estimation process. If the memory cancel command has not been received, it is subsequently determined in step S56 whether a corner start estimated point determination command has been received. This corner start estimated point determination command is a command that the suspension ECU 21 transmits in step S38 in the corner estimation processing. If the navigation ECU 11 has not received the corner start estimated point determination command, the navigation ECU 11 temporarily exits this subroutine.

  In this way, the navigation ECU 11 waits until a suspension cancel command or a corner start estimated point determination command is transmitted from the suspension ECU 21. If a storage cancel command is received during standby, the temporary storage position information is erased from the temporary storage area of the storage device 14 in step S57. That is, the vehicle position information stored in step S53 is deleted. For example, after detecting the steering start point, if it is determined that the steering operation is due to road disturbance or lane change, a storage cancel command is transmitted from the suspension ECU 21 and the temporary storage position information is erased. Subsequently, in step S58, the navigation ECU 11 sets the flag F4 to F4 = 0 and temporarily exits this subroutine. Accordingly, when this subroutine is started after the next time, the determination in step S51 is “YES”, and the steering start point temporary storage command is awaited in step S52.

  On the other hand, if the navigation ECU 11 receives the corner start estimated point determination command in step S56, the process proceeds to step S59, and the vehicle position stored in the temporary storage area of the storage device 14 is set as the corner start estimated point. Confirm that there is. Subsequently, in step S60, the navigation ECU 11 calculates a deviation amount (distance) between the corner start point stored as map information in the storage device 14 and the estimated corner start point determined in the previous step S59. It is determined whether or not there is a deviation greater than the value. If the calculated deviation amount is greater than or equal to the predetermined value (S60: YES), the process proceeds to step S61. The corner start point to be compared with the estimated corner start point is a corner start point in the corner shape information of the front road read by the navigation ECU 11 in step S11 in the corner information notification process.

  In step S60, the navigation ECU 11 corrects the corner start point stored as map information in the storage device 14 to the corner start estimated point. That is, the corner start point information stored in the storage device 14 is updated and stored in the corner start estimated point information stored in the temporary storage area. Note that the estimated corner start point information stored in the temporary storage area is deleted after the update storage. Subsequently, the process proceeds to step S58, the flag F4 is set to F4 = 0, and this subroutine is temporarily exited. On the other hand, if it is determined in step S60 that the calculated deviation amount is less than the predetermined value, the flag setting process in step S58 is performed without performing the correction process in step S61, and this subroutine is exited.

  Next, the corner curvature radius correction process, which is the second subroutine in the corner information correction process routine, will be described. FIG. 10 is a flowchart showing a corner curvature radius correction processing routine. When the corner curvature radius correction processing routine is started, the navigation ECU 11 first determines whether or not corner estimated curvature radius information has been received in step S71. This corner estimated curvature radius information is information that the suspension ECU 21 transmits in step S40 in the corner estimation process. If the estimated corner radius information is not received, this subroutine is temporarily exited. This subroutine is repeated at a predetermined cycle. Therefore, the navigation ECU 11 waits until the corner estimated curvature radius information is transmitted from the suspension ECU 21.

  Then, when the navigation ECU 11 receives the estimated corner radius information transmitted from the suspension ECU 21, in step S72, the deviation between the corner radius R stored as map information in the storage device 14 and the estimated corner radius Rx is stored. The amount (distance) is calculated, and it is determined whether or not there is a deviation greater than a predetermined value. If the calculated deviation amount is equal to or greater than the predetermined value (S72: YES), the process proceeds to step S73.

  In step S73, the navigation ECU 11 corrects the corner curvature radius R stored as map information in the storage device 14 to the corner estimated curvature radius Rx. That is, the corner curvature radius information is updated and stored. The corner curvature radius R is curvature radius information in the corner shape information of the road ahead read by the navigation ECU 11 in step S11 of the corner information notification process. On the other hand, if it is determined in step S72 that the calculated deviation amount is less than the predetermined value, the present subroutine is exited without performing the correction process in step S73.

  This corner information correction processing routine is repeatedly executed at a predetermined cycle. Therefore, each time the vehicle actually passes the corner, the corner shape is estimated. When the corner shape stored in the storage device 14 is different from the corner estimated shape, the corner shape stored in the storage device 14 is Rewritten to the estimated corner shape. Even when a steering start point is detected, if it is determined that the steering at the steering start point is not due to a corner driving operation performed by the driver, a correction based on the estimated corner shape is performed by a memory cancel command. It is configured not to perform. As a result, the reliability of the corner information stored in the storage device 14 is increased.

  Next, roll suppression control executed by the suspension ECU 21 will be described. FIG. 11 is a flowchart showing a roll suppression control routine executed by the suspension ECU 21. This roll suppression control routine is stored as a control program in the ROM of the suspension ECU 21 and is activated when an ignition switch (not shown) is turned on, and is repeated at a predetermined short cycle.

  When the roll suppression control routine is activated, the suspension ECU 21 determines in step S81 whether a roll suppression control start command has been received. The roll suppression control start command is output from the navigation ECU 11 to the suspension ECU 21 in step S18 in the corner information notification process described above. In this case, when the navigation ECU 11 detects the current position of the vehicle in the corner information notification process and determines that the vehicle has reached the corner start point represented by the corner start point information stored in the storage device 14, roll suppression is performed. A control start command is output to the suspension ECU 21.

  The suspension ECU 21 repeats this process at a predetermined cycle until it receives a roll suppression control start command. Then, when a roll suppression control start command is received from the navigation ECU 11, in step S82, the damping force of the hydraulic damper 34 of the suspension unit 30 is controlled to suppress the roll motion of the vehicle body. Since the yaw moment acts on the vehicle body when the vehicle is turning around the corner, a force that reduces the stroke acts on the suspension unit 30 outside the vehicle body with respect to the turning center, and the suspension inside the vehicle body with respect to the turning center. A force that increases the stroke acts on the unit 30. Therefore, the suspension ECU 21 performs control so as not to decrease the stroke by increasing the damping force on the contraction side of the hydraulic damper 34 of the suspension unit 30 outside the vehicle body with respect to the turning center, and the hydraulic pressure of the suspension unit 30 inside the vehicle body with respect to the turning center. Control is performed so as not to increase the stroke by increasing the damping force on the extension side of the damper 34. When the vehicle speed is constant, the yaw moment increases and the force acting on the suspension unit increases as the corner curvature increases, that is, as the corner curvature radius R decreases and the corner curvature increases. The damping force of the hydraulic damper 34 is controlled to be increased. When the curvature of the corner is constant, the yaw moment increases and the force acting on the suspension unit increases as the vehicle speed increases. Therefore, the damping force of the hydraulic damper 34 of the suspension unit 30 is controlled to increase. Thereby, the roll motion of the vehicle body is suppressed.

  The suspension ECU 21 performs the damping force control in step S82 until the corner traveling of the vehicle is completed, and once the end of the corner traveling is detected, the roll suppression control routine is temporarily terminated. The roll suppression control routine is repeatedly executed at a predetermined cycle. Therefore, every time the vehicle passes the corner start point represented by the corner information stored in the storage device 14, the above-described damping force control is performed. In this case, the corner information stored in the storage device 14 is corrected (learned) to corner estimation information estimated during past vehicle travel, and the corner estimation information does not include erroneous information due to road surface disturbance or the like. Since the accuracy is high, the damping force control can be made appropriate along the actual road shape. Therefore, a case where the start timing of the damping force control is deviated is suppressed, and the passenger does not feel uncomfortable.

  The corner learning system according to the present embodiment has been described above. However, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the object of the present invention.

Here, a modified example of the corner estimation process will be described.
<Modification 1>
In the present embodiment, a configuration is adopted in which when the suspension ECU 21 detects the start of the steering operation, a temporary storage command is output to the navigation ECU 11 to temporarily store the steering start point. When the start of the steering operation is detected, the timer is started, and then the vehicle travel distance is calculated from the time measured by the timer and the vehicle speed when it is determined that the vehicle is cornering, and the steering start point is calculated. (A corner start estimated point) may be obtained. In this case, it is preferable that the travel distance is calculated by integrating the vehicle speed during the timer timing, and the position returned by the travel distance from the vehicle position at the corner travel determination time is obtained as the corner start estimated point. The calculation of the travel distance may be performed by the suspension ECU 21 or the navigation ECU 11. If it is determined during cornering that the vehicle is not cornering, the timer is reset and the calculation of the traveling distance is stopped.

<Modification 2>
In this embodiment, after the steering start point is detected, the steering speed ωx is maintained below the second reference value ω2, the steering angle θx is within the determination steering angle range θref, and the lateral acceleration Gyx is Although it is determined whether or not corner turning has been performed based on whether or not the three conditions of being within the acceleration range Gyref are continuously satisfied during the reference time, the present invention is not limited to this.

  For example, when the steering speed ωx is simply reduced to the second reference value ω2 or less without using the continuation of the reference time as a condition, the steering angle θx enters the determination steering angle range θref and the lateral acceleration Gyx May fall within the determination lateral acceleration range Gyref, a configuration may be adopted in which it is determined that corner cornering is being performed at that time. In other words, when the steering speed ωx is lowered to the second reference value ω2 or less, the steering angle θx is not within the determination steering angle range θref, or the lateral acceleration Gyx is within the determination lateral acceleration range Gyref. If it does not enter, it is the structure which determines that corner turning traveling is not performed at that time. In this case, the corner estimation processing routine shown in FIG. 6 excludes the processing in steps S27, S28, S29, S32, S33, and S37 and the setting processing for flag F3 in steps S34 and S41.

  In the second modification, the transition of the steering speed ωx after the steering start point is specified is detected, and the steering angle θx and the lateral acceleration Gyx when the steering speed ωx decreases to the second reference value ω2 or less are detected. Based on this, it can be said that the presence or absence of corner turning is determined.

<Modification 3>
Whether the steering angle θx falls within the judgment steering angle range θref when the transition of the steering speed ωx after the steering start point is specified is detected and the steering speed ωx decreases to the second reference value ω2 or less. A configuration may be adopted in which only one of the determination of whether or not the lateral acceleration Gyx is within the determination lateral acceleration range Gyref may be employed. In this case, the corner estimation processing routine shown in FIG. 6 has a configuration in which the processing in steps S30 and S31 is omitted or a processing in which the processing in steps S28 and S29 is omitted. Also in this case, a configuration in which the continuation condition for the reference time is omitted may be used.

<Modification 4>
The transition of the steering speed ωx after the steering start point is specified is detected, and when the steering speed ωx decreases to the second reference value ω2 or less, the steering speed ωx, the steering angle θx, and the lateral acceleration Gyx thereafter A simple configuration for checking at least one of the durations may be used. That is, it is determined whether or not the continuation time when the steering speed ωx is equal to or less than the second reference value ω2 has reached the reference time, or the continuation time during which the steering angle θx is within the determination steering angle range θref is the reference time. It may be configured to perform at least one of the determination as to whether or not the duration time during which the lateral acceleration Gyx is within the determination lateral acceleration range Gyref has reached the reference time.

<Modification 5>
In the present embodiment, the corner curvature radius is calculated by the suspension ECU 21, but may be calculated by the navigation ECU 11 side. In this case, for example, it can be implemented by a configuration in which the sensor signal of the lateral acceleration sensor 24 is also supplied to the navigation ECU 11.

<Modification 6>
In this embodiment, the steering start point is specified as steering is started when the steering speed ωx exceeds the first reference value ω1 in step S23, but when the steering angle θx exceeds the determination reference value. Alternatively, the steering start point may be specified on the assumption that the steering is started when the lateral acceleration Gyx of the vehicle exceeds the determination reference value. In addition, the sixth modification can be applied to all of the first to fifth modifications described above.

Various changes can be made in configurations other than the corner estimation process.
For example, in the present embodiment, roll suppression control is performed based on corner shape information, but is not limited to roll suppression control, and various corner control can be performed. For example, an alarm buzzer for alerting the driver when passing the corner start point may be activated.

  Further, in the present embodiment, the corner shape information stored in the storage device 14 is rewritten (overwritten) with the corner estimated shape information estimated by the suspension ECU 21, but a correction value for the corner shape information is stored. You may do it.

1 is a block diagram schematically showing an entire corner learning system according to an embodiment of the present invention. It is the block diagram which showed roughly the structure of the navigation apparatus in a corner learning system. It is the block diagram which showed roughly the structure of the suspension control apparatus in a corner learning system. It is a figure for demonstrating the structure of the suspension unit in a suspension control apparatus. It is a flowchart showing the corner information notification process routine implemented by navigation ECU. It is a flowchart showing the corner estimation processing routine implemented by suspension ECU. It is explanatory drawing showing temporal transition, such as a steering speed, a steering angle, and a lateral acceleration, and the operation | movement of a corner estimation process. It is a flowchart showing the corner information correction process routine implemented by navigation ECU. It is a flowchart showing the corner start point correction process subroutine implemented by navigation ECU. It is a flowchart showing the corner curvature radius correction process subroutine implemented by navigation ECU. It is a flowchart showing the roll suppression control routine implemented by suspension ECU.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 ... Navigation apparatus, 11 ... Navigation ECU, 12 ... GPS receiver, 13 ... Gyroscope, 14 ... Memory | storage device, 20 ... Suspension control apparatus, 21 ... Suspension ECU, 15, 22 ... Vehicle speed sensor, 23 ... Steering angle sensor, 24 ... Lateral acceleration sensor, 30 ... Suspension unit, Gyx ... Lateral acceleration, Gyref (Gy1 to Gy2) ... Judgment lateral acceleration range, θx ... Steering angle, θref (θ1 to θ2) ... Judgment steering angle range, Rx ... Corner estimated curvature Radius, R ... Corner curvature radius, Vx ... Vehicle speed, ωx ... Steering speed, ω1 ... First reference value, ω2 ... Second reference value.

Claims (9)

A navigation device that detects the current position of the vehicle and stores corner information including at least a corner start point together with map information;
Vehicle behavior information acquisition means for acquiring vehicle behavior information;
A corner estimation means for identifying a steering start point from vehicle behavior information and estimating the identified steering start point as an actual corner start point while the vehicle is traveling;
In a corner learning system comprising: corner information correction means for correcting a corner start point stored in the navigation device to a corner start point estimated by the corner estimation means;
The corner estimation means is
Corner traveling operation determination means for determining whether the steering at the steering start point is due to the corner traveling operation performed by the driver based on the transition of the vehicle behavior information after specifying the steering start point;
Characterized in that it comprises estimation excluding means that does not estimate the steering start point as an actual corner start point when it is determined that the steering at the steering start point is not due to an operation for corner driving performed by the driver. Corner learning system. The vehicle behavior information acquisition means acquires at least one information of steering angle information, steering speed information, and vehicle lateral acceleration information,
The corner estimation means specifies the steering start point as starting steering when the steering speed, the steering angle, or the vehicle lateral acceleration exceeds a determination reference value,
The corner travel operation determining means determines whether the vehicle is traveling in a corner based on the transition of the vehicle behavior information after the steering start point is specified, so that the steering at the steering start point is performed by the driver. It is discriminate | determined whether it is based on operation for corner driving | running | working performed by the corner learning system of Claim 1. The vehicle behavior information acquisition means acquires at least one information of steering angle information and vehicle lateral acceleration information, and steering speed information,
The corner traveling operation determining means is:
After the steering start point is specified, the steering traveling transition detecting means for detecting that the steering speed has decreased to the steering traveling determination value or less,
It is determined that the vehicle is not traveling in a corner when the steering angle when the steering speed is reduced to the steering holding determination value is not within the determination steering angle range, or the steering speed is 3. A corner traveling determination unit that determines that the vehicle is not traveling in a corner when the vehicle lateral acceleration when the vehicle lateral acceleration is reduced to the traveling determination value is not within the determination lateral acceleration range. The described corner learning system.   The corner travel determination means may be configured such that, after the steering speed is reduced to the steered travel determination value, a state in which the steering speed is equal to or lower than the steered travel determination value does not continue for a reference time, or the steering angle is If the state within the determination steering angle range does not continue for the reference time, or if the state in which the vehicle lateral acceleration is within the determination lateral acceleration range does not continue for the reference time, the vehicle travels in a corner. The corner learning system according to claim 3, wherein the corner learning system is determined not to be performed. The vehicle behavior information acquisition means acquires steering angle information, vehicle lateral acceleration information, and steering speed information,
The corner traveling operation determining means is:
After the steering start point is specified, a steering traveling transition detecting unit that detects that the steering speed has decreased to a steering traveling determination value or less;
If the steering angle when the steering speed is reduced to the steering traveling determination value is within the determination steering angle range, and the vehicle lateral acceleration is within the determination lateral acceleration range, the vehicle travels in the corner. The corner learning system according to claim 2, further comprising: a corner traveling determination unit that determines that the vehicle is running.   The corner travel determination means includes a state in which a state in which the steering speed is equal to or lower than the steered travel determination value continues for a reference time after the steering speed is reduced to the steered travel travel determination value, and the steering angle and the 6. The vehicle is determined to be traveling in a corner when the vehicle lateral acceleration is within the determined steering angle range and the determined lateral acceleration range for the reference time. Corner learning system. The vehicle behavior information acquisition means acquires including vehicle speed information,
The determination steering angle range is set according to a vehicle speed and a vehicle lateral acceleration, and the determination lateral acceleration range is set according to a vehicle speed and a corner curvature radius stored in the navigation device. The corner learning system according to any one of claims 3 to 6. Temporary position information storage means for temporarily storing the position information of the vehicle when the steering start point is specified;
Temporary position information processing means for reading vehicle position information stored in the temporary position information storage means and processing it as actual corner start estimated point information when it is determined that the vehicle is traveling in a corner; The corner learning system according to claim 2, further comprising a corner learning system. The navigation device stores at least a corner start point and a corner curvature radius as the corner information,
The corner estimation means estimates the corner start point and the corner curvature radius,
The corner information correction unit corrects the corner start point and the corner curvature radius stored in the navigation device to the corner start point and the corner curvature radius estimated by the corner estimation unit. The corner learning system according to any one of claims 1 to 8.

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