JP2010030443A - Vehicle deceleration control system and method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To appropriately perform deceleration control of a vehicle for a curve. <P>SOLUTION: A vehicle deceleration control system obtains (step 22) a Y-direction distance LY in the direction perpendicular to a traveling direction of the vehicle, between a vehicle position on a road output by a navigation device on its map and a vehicle position obtained from GPS information, and largely corrects (step S28) an allowable lateral acceleration Yglmit depending on the Y-direction distance LY. The vehicle deceleration control system thereby reduces a desired deceleration for deceleration control. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle deceleration control apparatus and method for informing a driver of the existence of a curve or for traveling within an curve at an optimum speed.

A system has been proposed in which a curve ahead of the host vehicle is detected based on information from a navigation device or traffic infrastructure (for example, road-to-vehicle communication), and the vehicle is decelerated and controlled before entering the curve (for example, Patent Document 1). reference).
JP 2002-329299 A

By the way, when the navigation device outputs information that the vehicle is traveling on a road that is not an actual traveling road, if the navigation device obtains information on a curve on a traveling path that is not an actual traveling path, the curve is displayed. As a control object, the braking control is operated as usual, and the vehicle decelerates unnecessarily greatly.
The present invention is to appropriately perform vehicle deceleration control with respect to a curve.

  In order to solve the above problems, the present invention obtains the distance between the vehicle position on the road output by the navigation device on the map and the vehicle position of the actually traveling vehicle detected by the vehicle position detection means, As the distance increases, the target deceleration for deceleration control is reduced.

  According to the present invention, based on such a distance, it is possible to determine the possibility that the road on which the vehicle output by the navigation device on the map travels is the road on which the vehicle actually travels. And the possibility that the possibility becomes low, so that distance becomes large, a target deceleration can be made small and deceleration control can be suppressed. As a result, it is possible to prevent the vehicle from decelerating to an unnecessarily large amount by decelerating control with respect to the curve from information on the travel path that is not actually traveling, and appropriately performing the deceleration control with respect to the curve. be able to.

The best mode for carrying out the present invention (hereinafter referred to as an embodiment) will be described in detail with reference to the drawings.
(First embodiment)
(Constitution)
1st Embodiment is a rear-wheel drive vehicle carrying the vehicle deceleration control apparatus which concerns on this invention. This rear-wheel drive vehicle is equipped with an automatic transmission and a conventional differential gear, and a braking device capable of independently controlling the braking force of the left and right wheels for both the front and rear wheels.
FIG. 1 is a schematic configuration diagram showing the first embodiment. In the figure, reference numeral 1 is a brake pedal, 2 is a booster, 3 is a master cylinder, and 4 is a reservoir. Usually, the brake fluid pressure is increased by the master cylinder 3 in accordance with the depression amount of the brake pedal 1 by the driver, and the increased brake fluid pressure is supplied to the wheel cylinders 6FL to 6RR of the wheels 5FL to 5RR. Further, a brake fluid pressure control unit 7 is interposed between the master cylinder 3 and each wheel cylinder 6FL to 6RR.

  The braking fluid pressure control unit 7 uses a braking fluid pressure control unit used for antiskid control and traction control, for example. The braking fluid pressure control unit 7 individually controls the braking fluid pressures of the wheel cylinders 6FL to 6RR. And the brake fluid pressure control part 7 can control the brake fluid pressure independently. Further, when a braking fluid pressure command value is input from a braking / driving force control unit 8 described later, the braking fluid pressure control unit 7 can also control the braking fluid pressure according to the braking fluid pressure command value. . For example, the brake fluid pressure control unit 7 includes an actuator in the hydraulic pressure supply system. Examples of the actuator include a proportional solenoid valve capable of controlling each wheel cylinder hydraulic pressure to an arbitrary braking hydraulic pressure.

  Further, this vehicle is equipped with a drive torque control unit 12. The drive torque control unit 12 controls the drive torque to the rear wheels 5RL and 5RR which are drive wheels by controlling the operating state of the engine 9, the selected gear ratio of the automatic transmission 10, and the throttle opening of the throttle valve 11. To do. The drive torque control unit 12 controls the operating state of the engine 9 by controlling the fuel injection amount and ignition timing, and simultaneously controlling the throttle opening. The drive torque control unit 12 can also independently control the drive torque of the rear wheels 5RL and 5RR. Further, when a driving torque command value is input from the braking / driving force control unit 8, the driving torque control unit 12 can also control the driving wheel torque according to the driving torque command value. The drive torque control unit 12 outputs the value of the drive torque Tw used for control to the braking / driving force control unit 8.

  In addition, this vehicle is equipped with an external recognition sensor 13 for detecting a preceding vehicle. The external recognition sensor 13 includes a millimeter wave radar 13a and a millimeter wave radar controller 13b. In the external recognition sensor 13, the millimeter wave radar controller 13b detects the inter-vehicle distance Lx to the preceding vehicle based on the detection result of the millimeter wave radar 13a. The outside recognition sensor 13 outputs the inter-vehicle distance Lx to the braking / driving force control unit 8.

The vehicle is equipped with a navigation device 14. The navigation device 14 searches for the road information ahead of the host vehicle based on the host vehicle position (X ₀ , Y ₀ ) measured by GPS (Global Positioning System) and map information (electronic map). Here, the front road information of the host vehicle is so-called node information (node point information). The node information is composed of X _j , Y _j , L _j (j = 1 to n, n is an integer). X _{j, Y j} is the position information of the node point _{N j.} L _j is the distance from the vehicle position (X ₀ , Y ₀ ) to the position (X _j , Y _j ) of the node point N _j . The navigation device 14 outputs a map display, the current vehicle position, and the like to an output unit such as a monitor based on such node information and the like. Similar information can also be obtained from an infrastructure facility installed in front of the curve by road-to-vehicle communication.

This vehicle is equipped with a warning monitor 15. The warning monitor 15 has a built-in speaker for generating sound and buzzer sound. The braking / driving force control unit 8 controls the operation of the warning monitor 15.
Further, the vehicle includes an acceleration sensor 16 that detects longitudinal acceleration Yg and lateral acceleration Xg, a yaw rate sensor 17 that detects yaw rate φ ′, an accelerator opening sensor 18 that detects an accelerator pedal depression amount, that is, an accelerator opening θt, A steering angle sensor 19 for detecting the steering angle δ of the steering wheel 21, a master cylinder pressure sensor 20 for detecting the output pressure of the master cylinder 3, that is, the master cylinder hydraulic pressure Pm, the rotational speeds of the wheels 5FL to 5RR, so-called wheel speed Vwi. Wheel speed sensors 22FL to 22RR for detecting (i = fl, fr, rl, rr) and a selection switch 23 for selecting a set turning lateral acceleration (turning lateral acceleration set value Xgsselect) are mounted. For example, the selection switch 23 is installed on the steering wheel 21. These sensors and the like output the detected detection signal, the turning lateral acceleration set value Xgsselect and the like to the braking / driving force control unit 8.

Next, calculation processing performed by the braking / driving force control unit 8 will be described. FIG. 2 shows a calculation processing procedure performed by the braking / driving force control unit 8. For example, the arithmetic processing is executed by timer interruption every predetermined sampling time ΔT every 10 msec. Information obtained by the arithmetic processing is updated and stored in the storage device as needed, and necessary information is read from the storage device as needed.
As shown in the figure, when the process is started, first, in step S1, various data are read from each sensor, controller, control unit, and the like. Specifically, the host vehicle position (X ₀ , Y ₀ ) obtained by the navigation device 14 and the node information (X _j , Y _j , L _j ) on the road ahead are read. Further, each wheel speed Vwi, steering angle δ, accelerator opening θt, master cylinder hydraulic pressure Pm, turning lateral acceleration set value Xgsselect, and driving torque Tw from the driving torque control unit 12 detected by each sensor or the like are read.

Subsequently, in step S2, the vehicle speed V is calculated. Specifically, the vehicle speed V is calculated by the following equation (1) based on the wheel speed Vwi read in step S1.
For front wheel drive V = (Vwr1 + Vwrr) / 2
For rear wheel drive V = (Vwfl + Vwfr) / 2
... (1)
Here, Vwfl and Vwfr are the wheel speeds of the left and right front wheels. Vwrl and Vwrr are the wheel speeds of the left and right rear wheels, respectively. In the equation (1), the vehicle speed V is calculated as an average value of the wheel speeds of the driven wheels. In this embodiment, since the vehicle is a rear-wheel drive vehicle, the vehicle speed V is calculated from the latter equation, that is, the wheel speed of the front wheels.

The vehicle speed V calculated in this way is preferably used during normal travel. Further, when an ABS (Anti-lock Brake System) control or the like is operating, an estimated vehicle speed estimated in the ABS control can be used as the vehicle speed V. A value used for navigation information in the navigation device 14 can also be used as the vehicle speed V.
Subsequently, in step S3, the turning radius of each node point ahead of the host vehicle is calculated. Specifically, the turning radius of each node point is calculated based on the coordinates (X _j , Y _j ) of each node point that is the node information of the road ahead read in step S1. There are several methods for calculating the turning radius. In the present embodiment, a turn is made from the coordinates (X _j−1 , Y _j−1 ), (X _j , Y _j ), (X _{j + 1} , Y _{j + 1} ) of three consecutive node points according to the following equation (2). The radius R _j is calculated.
R _j = f ₁ (X _j−1 , Y _j−1 , X _j , Y _j , X _{j + 1} , Y _{j + 1} ) (2)

Here, the function f1 is a function for calculating the turning radius from the coordinates of the three node points. When the turning radius R _j is a negative value, it indicates a left turn, and when the turning radius R _j is a positive value, it indicates a right turn.
Here, the method of calculating the turning radius from the coordinates (X _j−1 , Y _j−1 ), (X _j , Y _j ), and (X _{j + 1} , Y _{j + 1} ) of the three points is shown. However, the turning radius can also be calculated using an angle formed by a straight line connecting the preceding and following node points. Here, the turning radius is calculated based on the coordinates of each node point. However, it is also possible to store the turning radius of each node point as node information in the map data and retrieve the value in this step S3.

Subsequently, in step S4, a target node point is calculated. Specifically, from among a plurality of nodes points existing ahead of the vehicle, it calculates a target node points to be controlled on the basis of the turning radius R _j calculated at step S3.
Here, an object of the present embodiment is to prevent the driver from driving the vehicle on the curve at a vehicle speed higher than the safe vehicle speed set from the actual turning radius of the curve. For example, a driver's guess error may cause the vehicle to run on a vehicle speed curve that is higher than the safe vehicle speed set from the actual turning radius of the curve. For this purpose, the target node point is set to a node point at which the turning radius _Rj is the minimum value closest to the host vehicle.

FIG. 3 shows the turning radius R _j (marked with ● in the figure) of each node point (node point number). As shown in the figure, the target node point will initially becomes the minimum value node point R _m in front of the vehicle turning radius R _j.
Subsequently, in step S5, an estimated road surface μ value is calculated. Specifically, as shown in the following formula (3), the road surface μ value Kμ is calculated based on the relationship between the braking / driving force acting on each wheel and the slip ratio generated on each wheel.
Kμ = f2 (braking / driving force of each wheel, slip ratio of each wheel) (3)
Here, the function f2 is a function for calculating the road surface μ value Kμ based on the relationship between the braking / driving force acting on each wheel and the slip ratio generated on each wheel. For example, a function constructed based on experimental values, theoretical values, or empirical values.

The road surface μ value information can also be obtained as curve information from the infrastructure before the curve. The driver can also select the road surface μ value with the selection changeover switch. In this case, the driver selects the road surface μ value, for example, by making it possible to select rough values such as high g = 0.8 g, medium g = 0.6 g, low g = 0.4 g, etc. Try to make it easier.
Subsequently, in step S6, an allowable lateral acceleration Yglmit is set. Specifically, the allowable lateral acceleration Yglimt is calculated by the following equation (4) using the road surface μ value Kμ calculated in step S5.
Yglimt = Ks · Kμ (4)

  Here, Ks is an allowable lateral acceleration calculation coefficient. For example, Ks is a fixed value such as 0.8. For example, as shown in FIG. 4, the allowable lateral acceleration calculation coefficient Ks may be set based on the vehicle speed. Here, the allowable lateral acceleration calculation coefficient Ks becomes a large value in the low speed range. Further, when the vehicle speed reaches a certain value, the allowable lateral acceleration calculation coefficient Ks decreases while the vehicle speed V increases. Thereafter, when a certain vehicle speed is reached, the allowable lateral acceleration calculation coefficient Ks becomes a small value and a constant value. That is, as a rule, the allowable lateral acceleration calculation coefficient Ks decreases as the speed increases.

In step S7, the allowable lateral acceleration calculated in step S6 is corrected. FIG. 5 shows the procedure of the correction process.
As shown in the figure, first, in step S21, it is determined whether or not the navigation device 14 is in a matching state (matching state). The matching state is a display state in which the host vehicle is located on the displayed road on the map on the navigation device 14 (its monitor). In addition, in the matching state, in addition to the state in which the vehicle is located on a road on the map that matches the road that is actually traveling, the vehicle is It includes the state where the vehicle is located. Note that there is a matching free state (non-matching state, matching off state) as meaning a display state opposite to the matching state. The matching free state is a display state in which the host vehicle is not located on any road on the map on the navigation device 14 (its monitor). If it is determined in step S21 that the matching state is set, the process proceeds to step S27. If it is in the matching free state, the process shown in FIG. 5 (the process of step S7) is terminated.

In the alarm and the automatic deceleration control according to the present embodiment, the navigation device 14 targets the curve of the travel path on which the host vehicle travels. That is, on the premise that there is a matching state as described above, an alarm and automatic deceleration control are activated. For this reason, the alarm and the automatic deceleration control are not performed unless they are in the matching state. Therefore, it is not necessary to perform the correction process related to the alarm and the automatic deceleration control, and the process shown in FIG. 5 (the process of step S7). Has ended.
Subsequently, in step S22, the distance between the own vehicle position obtained from the GPS information and the own vehicle position on the navigation device 14 (navigation screen) is orthogonal to the traveling direction (X direction) of the own vehicle (Y Direction) distance (hereinafter referred to as Y direction distance).

Here, assuming that a unit direction vector connecting the nearest node point and the own vehicle position on the navigation device 14 is e ^* , the unit direction vector e ^* is substantially parallel to the traveling direction of the own vehicle. For this reason, in this embodiment, the unit direction vector e ^* is the traveling direction of the host vehicle. Further, a direction vector (hereinafter referred to as an error direction vector) connecting the own vehicle position on the navigation device 14 and the own vehicle position based on GPS information is S ^* . In such a case, the geodesic line length S, which is the norm of the error direction vector S ^* , can be calculated by the following equation (5) using the distance calculation method of the plane rectangular coordinate system.
S = √ ((x ₂ −x ₁ ) ² + (y ₂ −y ₁ ) ² ) / (s / S)
s / S = m ₀ (1+ (y ₁ ² + y ₁ · y ₂ + y ₂ ² ) / (6 · R ₀ ² · m ₀ ² ))
R ₀ = α · √ (1-e ² ) / (1-e ² · sin ² · φ ₀ )
... (5)

Here, (x ₁ , y ₁ ) is the coordinates of one station, and (x ₂ , y ₂ ) is the coordinates of another station. For example, the measurement point (x ₁ , y ₁ ) is the positioning position, and the measurement point (x ₂ , y ₂ ) is the display position. m ₀ means a scale factor at the origin of the coordinate system (for example, m ₀ = 0.9999). R ₀ is the average radius of curvature. α is the long radius (α = 6377397m according to the Japanese geodetic system). e is the first eccentricity (e = 0.081697 according to the Japanese geodetic system). φ ₀ is the latitude of the origin of the coordinate system (see the MLIT Notification No. 9 table). For example, in Kanagawa Prefecture, φ ₀ = 9, and the vehicle's GPS coordinates (positioning position) (x ₁ , y ₁ ) = (10, 30) and the vehicle position display map coordinates (display position) (x ₂ , y ₂ ) = (20, 50), the geodesic length S is 22.363 m. As described above, the present invention is not limited to using the planar rectangular coordinate system, and other calculation methods can be used.

If the angle formed by the unit direction vector e ^{* in the} traveling direction of the vehicle and the error direction vector S ^* indicating the difference between the navigation information (the vehicle position) and the GPS information (the vehicle position) is θ, The Y-direction distance L _Y can be calculated by the following equation (6).
L _Y = S × sin θ (6)
On the other hand, the following equation (7) can be obtained as the inner product of the unit direction vector e ^* and the error direction vector S ^* .
^{e * · S * = S ×} cosθ ··· (7)
Then, the Y-direction distance L _Y can be expressed from the equations (6) and (7) as in the following equation (8).
L _Y = S × √ (1− (e ^* · S ^* / S) ² ) (8)

Then at step S23, based on the Y-direction distance L _Y calculated in step S22, the possibility that the own vehicle position on the vehicle position and the navigation device 14 obtained from the GPS information matches or not. That is, it is determined whether the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. Specifically, comparing the Y-direction distance L _Y and a predetermined threshold Yth. Thus, if the Y-direction distance L _Y is greater than a predetermined threshold Yth (Y> Yth), likely to be on a road where the vehicle position on the navigation device 14 is actually traveling vehicle is Judge as low.

It is also possible to compare the differential value of Y-direction distance _{L Y} dY (the rate of change of Y-direction distance _{L Y)} with a predetermined threshold value DYth. In this case, if the differential value dY in the Y-direction distance L _Y is greater than a predetermined threshold dYth (dY> dYth), on a road where the vehicle position on the navigation device 14 is actually traveling vehicle It is determined that there is a low possibility. It is also possible to determine from the comparison result using these Y-direction distance L _Y and its differential value dY, a possible on the road where the vehicle position on the navigation device 14 is actually traveling vehicle . For example, the determination can be made by applying a predetermined weight to the Y-direction distance L _Y and its differential value dY.
Here, the predetermined threshold values Yth and dYth are obtained as experimental values, empirical values, or theoretical values. For example, the predetermined threshold values Yth and dYth are conforming parameters.

Subsequently, in step S24, based on the node information on the past travel path (the travel path that has passed), it is determined whether the host vehicle position on the navigation device 14 is actually on the road on which the host vehicle is traveling. . Specifically, the node information obtained from the navigation device 14 is stored. Then, based on the stored node information, it is determined whether or not a branch point exists (passes through the branch point) within a predetermined distance L _pass that has already passed from the current position. For example, the node information includes road type information such as a branch road and a junction path as information of each node point. A determination is made based on this information. The predetermined distance L _pass is a distance based on the operation position (more specifically, the operation determination position) of the automatic deceleration control that is the current position. For example, the predetermined distance L _pass is obtained as an experimental value, an empirical value, or a theoretical value.
Then, when a branch point exists within a predetermined distance L _pass that has already passed from the current position, it is determined that the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is low. To do.

Subsequently, in step S25, a final determination is performed. Specifically, based on the determination result of step S23 and the determination result of step S24, the vehicle position on the navigation device 14 may finally be on the road on which the vehicle is actually traveling. Determine gender. For example, the determination result based on the Y direction by a distance L _Y obtained in step S23, it is corrected by the determination result based on the passing information of the branch points obtained in step S24. Alternatively, the determination result based on the Y-direction distance _LY and the determination result based on the passing information of the branch point are subjected to predetermined weighting to obtain a final determination result. For example, the weight of the determination result based on the Y direction distance L _Y is increased.

  Subsequently, in step S26, it is determined whether or not the determination result obtained in step S25 is a determination result with a low possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling. judge. Here, when the determination result that the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is obtained, the process proceeds to step S27. Otherwise, the process proceeds to step S29.

In step S27, the execution of correction is determined based on the vehicle position determination angle. Specifically, first, the vehicle position determination angle θ is calculated by the following equation (9) using the unit direction vector e ^* of the host vehicle traveling direction, the error direction vector S ^*, and the geodesic length S.
θ = cos ⁻¹ ((e ^* · S ^* ) / S) (9)
When the vehicle position determination angle θ calculated in this way is equal to or greater than a predetermined threshold value θth (θ ≧ θth), the vehicle position on the navigation device 14 is on the road on which the vehicle is actually traveling. It is determined that there is a low possibility of being in step S28 and the process proceeds to step S28. If the vehicle position determination angle θ is less than a predetermined threshold value θth (θ <θth), there is a possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. It determines with it being high and progresses to step S29.

In step S28, the correction value of the allowable lateral acceleration Yglmit calculated in step S6 is set to an allowable lateral acceleration (hereinafter referred to as corrected allowable lateral acceleration) Ygho. Specifically, a corrected allowable lateral acceleration Ygho that is corrected to increase the allowable lateral acceleration Yglmit is set. More specifically, the corrected allowable lateral acceleration Ygho that is corrected to increase the allowable lateral acceleration Yglmit is set as the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is reduced. . In other words, in the relationship between the Y-direction distance L _Y, the greater the Y direction by a distance L _Y, to increase the compensation allowable lateral acceleration Ygho.

FIG. 6 shows an example of the relationship between the Y-direction distance L _Y (deviation amount) and the corrected allowable lateral acceleration Ygho. As shown in the figure, the Y-direction distance L _Y is small regions, with an increase in Y-direction distance L _Y, corrected allowable lateral acceleration Ygho gradually increases (Fig. In area A). Then, in the Y-direction distance L _Y is large area, with an increase in Y-direction distance L _Y, corrected allowable lateral acceleration Ygho increases with larger percentage increase (in the figure B, C region).

  In step S29, the allowable lateral acceleration Yglmit calculated in step S6 is set as the corrected allowable lateral acceleration Ygho as it is. That is, it is set to the corrected allowable lateral acceleration Ygho maintaining the allowable lateral acceleration Yglmit. If the correction value of the allowable lateral acceleration Yglmit has already been set to the corrected allowable lateral acceleration Ygho in step S28 (step S28 of the previous processing step, etc.), the correction allowable lateral acceleration Ygho is returned to the base (allowable). Set the lateral acceleration Yglmit).

Subsequently, in step S8, a target vehicle speed is calculated. Specifically, using the correction allowable lateral acceleration Ygho obtained in turning radius R _j and the step S7 of the target node point calculated in step S4, and calculates the target vehicle speed Vr by the following equation (10).
Vr = √ (Ygho · | R _j |) (10)
According to the equation (10), the target vehicle speed Vr increases as the corrected allowable lateral acceleration Ygho increases.

Subsequently, in step S9, a target deceleration is calculated. Specifically, using the vehicle speed V calculated in step S2, the target vehicle speed Vr calculated in step S8, and the distance L _j from the current position obtained by the navigation device 14 to the target node point, the following equation (11) To calculate the target deceleration Xgs.
Xgs = (V ² −Vr ² ) / (2 · L _j )
= (V ² −Yglmit · | R _j |) / (2 · L _j ) (11)
Here, the distance L _j is a distance to the target node point where the target vehicle speed Vr is calculated. The target deceleration Xgs is a positive value on the deceleration side. According to the equation (11), the target deceleration Xgs decreases as the target vehicle speed Vr increases or the corrected allowable lateral acceleration Ygho increases.

Subsequently, in step S10, an alarm activation start determination is performed. Specifically, using the target deceleration Xgs calculated in step S9, the alarm activation start is determined by the following equations (12) and (13).
Alarm inactive state (Fwarn = OFF)
Xgs ≧ Xgswarn (12)
Alarm activated state (Fwarn = ON)
Xgs ≧ Xgswarn−Khwarn (13)

Here, Fwarn is a flag indicating the operating state of the alarm. The flag Fwarn is turned on when the expression (12) or (13) is established. The flag Fwarn is turned OFF when both the expressions (12) and (13) are not established. Khwarn is a hysteresis for preventing alarm ON / OFF hunting. Khwarn is a fixed value, for example, 0.03 g. Xgswarn is an alarm start determination set value. Specifically, the alarm start determination set value Xgswarn is calculated by the following equation (14).
Xgswarn = Xgswarn0 (14)
Here, Xgswarn0 is an alarm start determination set value. As an alarm, the alarm monitor 15 outputs a display and sound or a buzzer sound.

Subsequently, in step S11, a control operation start determination (automatic deceleration control start determination) is performed. Specifically, using the target deceleration Xgs calculated in step S9, the control operation start determination is performed by the following equations (15) and (16).
When control is not activated (Fgensoku = OFF)
Xgs ≧ Xgsstart (15)
During control operation (Fgensoku = ON)
Xgs ≧ Xgsstart−Khstart (16)

  Here, Fgensoku is a flag indicating the operating state of the automatic deceleration control. The flag Fgensoku is turned on when the expression (15) or the expression (16) is established. Further, the flag Fgensoku is turned OFF when both the expressions (15) and (16) are not established. Khstart is a hysteresis for preventing the ON / OFF hunting of the automatic deceleration control. Khstart is a fixed value such as 0.05 g. Xgsstart is a control determination setting value. The control determination set value Xgsstart is a value that works in conjunction with the alarm start determination set value Xgswarn (Xgswarn0). For example, when the target deceleration Xgs increases, the control determination set value Xgsstart is set to a value larger than the alarm start determination set value Xgswarn in order to activate the alarm before the start of the automatic deceleration control.

The setting for turning on the flag Fgensoku is premised on the matching state. In other words, even if the expression (15) or the expression (16) is established, the flag Fgensoku is set to OFF without being turned ON if it is in a matching free state. Note that the flag Fwarn for determining whether to start the alarm can also be set based on the matching state in this way.
Subsequently, in step S12, a target brake hydraulic pressure for each wheel is calculated. Specifically, when it is determined to start the automatic deceleration control (Fgensoku = ON), the target control hydraulic pressure is calculated using the target deceleration Xgs calculated in step S9. In the present embodiment, an example is shown in which the target braking fluid pressure is calculated in consideration of the driver's braking operation.

First, when it is determined to start the automatic deceleration control (Fgensoku = ON), the control target hydraulic pressure Pc is calculated by the following equation (17) using the target deceleration Xgs calculated in step S9.
Pc = Kb · Xgs (17)
Here, Kb is a constant determined from brake specifications and the like. According to the equation (17), the control target hydraulic pressure Pc increases as the target deceleration Xgs increases. Then, the target brake hydraulic pressure of each wheel is calculated by adding the brake operation of the driver to the control target hydraulic pressure Pc thus calculated. Specifically, first, the front wheel target braking fluid pressure Psfr is calculated by the following equation (18).
Psfr = max (Pm, Pc) (18)

Here, the function max (m1, m2) is a function for selecting the larger value of m1 and m2. That is, the front-wheel target brake fluid pressure Psfr is determined by the select high from the control target fluid pressure and the fluid pressure generated by the driver's braking. Then, using the front-wheel target braking fluid pressure Psfr calculated by the equation (18), the rear-wheel target braking fluid pressure Psrr is calculated by the following equation (19).
Psrr = f3 (Psfr) (19)
Here, the function f3 (Psfr) is a function for calculating the target braking fluid pressure Psrr for the rear wheels from the braking fluid pressure Psfr for the front wheels so that the optimal front / rear braking force distribution is achieved.

As described above, the target braking hydraulic pressures Psfr and Psrr for the front and rear wheels are calculated.
Subsequently, in step S13, the driving force of the driving wheel is calculated. Specifically, the target drive torque Trqds is calculated by the following equations (20) and (21) using the control target hydraulic pressure Pc and the accelerator opening Acc calculated in step S12.
During control operation (Fgensoku = ON)
Trqds = f4 (Acc) −f5 (Pc) (20)
When control is not activated (Fgensoku = OFF)
Trqds = f4 (Acc) (21)

  Here, the function f4 (Acc) is a function for calculating the target drive torque Trqds according to the accelerator opening Acc. f5 (Pc) is a function for calculating a braking torque that is predicted to be generated by the control target hydraulic pressure Pc. When the automatic deceleration control is operating according to the equation (20), the target drive torque Trqds is calculated according to the accelerator opening Acc and the control amount g (Pc) of the automatic deceleration control. As a result, even if the driver performs an accelerator operation during the operation of the automatic deceleration control, the engine output is reduced to prevent acceleration. Further, according to the equation (21), when the automatic deceleration control is not operating, the target drive torque Trqds is calculated according to the accelerator opening Acc.

  Subsequently, in step S14, based on the target brake fluid pressure Psi (Psfr, Psrr) calculated in step S12 and the target drive torque Trqds calculated in step S13, the brake fluid pressure control unit 7 and the drive torque control unit 12 are controlled. Output a control signal. Thereby, braking force and driving force are controlled. The warning is output by the warning monitor 15 for displaying and warning the driver with sound or buzzer.

(Operation and action)
While the vehicle is running, the vehicle deceleration control device reads various data from each sensor, etc., and calculates the vehicle speed V, the turning radius R _j of each node point in front of the host vehicle, and the target node point based on the various data. (Steps S1 to S4). Further, the vehicle deceleration control device calculates the road surface μ estimated value Kμ, and sets the allowable lateral acceleration Yglmit based on the calculated road surface μ estimated value Kμ (steps S5 and S6). Then, the vehicle deceleration control device calculates the corrected allowable lateral acceleration Ygho as the allowable lateral acceleration Yglmit itself or the correction value of the allowable lateral acceleration Yglmit (step S7).

  Then, the vehicle deceleration control device calculates the target vehicle speed Vr based on the calculated corrected allowable lateral acceleration Ygho and calculates the target deceleration Xgs (steps S8 and S9). Further, the vehicle deceleration control device makes an alarm activation start determination and a control activation start determination based on the calculated target deceleration Xgs (steps S10 and S11). At this time, the vehicle deceleration control device calculates the target braking hydraulic pressure based on the determination of the control operation start (step S12). Further, the vehicle deceleration control device calculates the driving force of the driving wheels (step S13). Then, the vehicle deceleration control device outputs an alarm based on the alarm activation start determination. Further, the vehicle deceleration control device controls the braking force and the driving force based on the braking operation start determination (Step S14). As a result, an alarm is output before the curve, the automatic deceleration control is activated, and the host vehicle is decelerated.

  As described above, the alarm and automatic deceleration control do not operate in the matching free state. That is, in addition to the state where the host vehicle is located on a road on the map that matches the road that is actually traveling, the host vehicle is positioned on a road on a different map from the road that is actually traveling If it is, the alarm and automatic deceleration control are activated as long as the operation condition is satisfied. However, in other cases, the alarm and automatic deceleration control do not operate.

The control in the vehicle deceleration control device as described above is realized by the following processing.
In the alarm activation start determination, an alarm is activated when the target deceleration Xgs reaches a predetermined threshold value Xgswarn, Xgswarn−Khwarn (step S11). In the brake operation start determination, when the target deceleration Xgs reaches predetermined threshold values Xgsstart and Xgsstart−Khstart, automatic deceleration control is activated (step S12). Then, the target deceleration Xgs used in the warning operation start determination and the braking operation start determination is obtained based on the target vehicle speed Vr (step S9). Then, the target vehicle speed Vr is obtained based on the corrected allowable lateral acceleration Ygho (step S8). In relation to the target deceleration Xgs, the target deceleration Xgs decreases as the correction allowable lateral acceleration Ygho increases.

The corrected allowable lateral acceleration Ygho is the allowable lateral acceleration Yglmit itself when there is a high possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling (step S26 → step S26). S29). On the other hand, when it is unlikely that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling, the corrected allowable lateral acceleration Ygho is a value obtained by largely correcting the allowable lateral acceleration Yglmit. (Steps S26 and S28). That is, if the Y-direction distance _{L Y} is greater than a predetermined threshold Yth (Y> Yth), correcting the allowable lateral acceleration Ygho increases (step S23, step S28). As the Y-direction distance L _Y increases, the correction allowable lateral acceleration Ygho increases (step S28).

Therefore, when the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is low, the target deceleration Xgs decreases as the Y-direction distance L _Y increases. Alarm and automatic deceleration control are difficult to operate.
Further, the differential value dY in the Y-direction distance L _Y is on the road is greater than a predetermined threshold Yth that (Y> Yth), vehicle position actually vehicle on the navigation device 14 is traveling It is determined that the possibility is low (step S23). As a result, the corrected allowable lateral acceleration Ygho is increased (step S28). For this reason, when the differential value dY in the Y-direction distance L _Y is large, because the target deceleration Xgs is smaller, the control alarm and automatic deceleration becomes difficult to operate.

Further, when a branch point exists within a predetermined distance L _pass that has already passed from the current position, it is determined that the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is low. (Step S24). As a result, the corrected allowable lateral acceleration Ygho is increased (step S28). For this reason, when a branch point exists within a predetermined distance L _pass that has already passed from the current position, the target deceleration Xgs becomes small, so that the alarm and automatic deceleration control are difficult to operate.

  Further, on the condition that the vehicle position determination angle θ is equal to or greater than a predetermined threshold value θth (θ ≧ θth), the vehicle position on the navigation device 14 is the road on which the vehicle is actually traveling. It is determined that there is a low possibility of being above, and the correction allowable lateral acceleration Ygho is increased (steps S27 and S28). For this reason, when the host vehicle position determination angle θ is equal to or greater than the predetermined threshold value θth, the target deceleration Xgs becomes small, so that the alarm and automatic deceleration control are difficult to operate.

(Modification of the first embodiment)
(1) In the first embodiment, the lower the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is less likely to activate the alarm or automatic deceleration control. Yes. That is, the larger the Y-direction distance L _Y is, the more difficult it is to operate the alarm and automatic deceleration control. That is, the operation timing of the alarm and automatic deceleration control is delayed. On the other hand, in the automatic deceleration control that operates as described above, the control amount can be reduced as the Y-direction distance L _Y increases. For example, the control amount of the automatic deceleration control is reduced by reducing the control gain. Such a process is equivalent to a process of reducing the target deceleration Xgs as the Y-direction distance L _Y increases.

FIG. 7 shows the relationship between the Y-direction distance L _Y and the control amount (target deceleration or control gain). As shown in the figure, in the region Y direction distance L _Y is small, with an increase in the Y direction by a distance L _Y, the control amount is gradually decreased (Fig. In area A). As the Y-direction distance L _Y increases, the Y-direction distance L _Y increases while the control amount decreases (B area in the figure). At this time, the decreasing rate is large. When the Y-direction distance L _Y (deviation amount) becomes a certain value, the control amount becomes a small value and a constant value (for example, zero) (C region in the figure).

(2) In the first embodiment, based on the Y-direction distance L _Y , the differential value dY of the Y-direction distance L _Y , the passage information of the branch point, and the vehicle position determination angle θ, The possibility that the vehicle position is on the road on which the vehicle is actually traveling is determined. On the other hand, based on at least the Y-direction distance L _Y , it is possible to determine the possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. Then, based on the determination result, the correction allowable lateral acceleration Ygho can be calculated.

(3) In the first embodiment, the distance between the vehicle position on the road output by the navigation device 14 on the map and the vehicle position obtained from the GPS information is the distance in the direction orthogonal to the traveling direction of the vehicle. It has gained. On the other hand, not only the distance in the direction orthogonal to the traveling direction of such a vehicle, but also the distance itself between the vehicle position on the road output by the navigation device 14 on the map and the vehicle position obtained from the GPS information. In addition, the target deceleration Xgs can be corrected.
(4) In the first embodiment, the vehicle position obtained from the GPS information is used as the position information of the actually traveling vehicle. On the other hand, the position information of the actually traveling vehicle can be obtained by other means.

(5) In the first embodiment, the allowable lateral acceleration Yglmit is corrected based on the possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling (correction). The allowable lateral acceleration Ygho is calculated). As a result, the target deceleration Xgs is corrected. On the other hand, the target deceleration Xgs itself can be corrected based on the possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. Furthermore, other values that affect the target deceleration Xgs can be corrected based on the possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. That is, any value can be corrected if the target deceleration Xgs is corrected based on the possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. it can.

(6) Automatic deceleration control can also be performed by changing the gear ratio of the transmission.
In the first embodiment, the navigation device 14 and the steps S3 and S4 of the braking / driving force control unit 8 perform the front of the road on which the vehicle travels based on the road shape that the navigation device outputs on the map. The forward curve detection means for detecting the curve is realized. Further, the process of step S2 of the braking / driving force control unit 8 realizes a vehicle speed detecting means for detecting the vehicle speed (vehicle speed of the host vehicle). Further, the process of step S8 of the braking / driving force control unit 8 realizes a target vehicle speed calculating means for calculating a target vehicle speed based on the magnitude of the curve detected by the forward curve detecting means. The process of step S9 of the braking / driving force control unit 8 is a target deceleration calculation that calculates a target deceleration based on the own vehicle speed detected by the vehicle speed detection means and the target vehicle speed calculated by the target vehicle speed calculation means. Realize the means. Further, the processing of step S12 to step S14 of the braking / driving force control unit 8 realizes a vehicle speed control means for performing deceleration control of the vehicle according to the target deceleration calculated by the target deceleration calculation means. Further, vehicle position measurement by GPS (Global Positioning System) realizes vehicle position detection means for detecting position information of a vehicle that is actually traveling. Further, the process of step S22 of the braking / driving force control unit 8 is performed by the distance between the first vehicle position on the road output by the navigation device on the map and the second vehicle position detected by the vehicle position detecting means. The distance acquisition means which obtains is realized. Further, the process of step S28 of the braking / driving force control unit 8 realizes a correction unit that performs correction to reduce the target deceleration used by the vehicle speed control unit as the distance acquired by the distance acquisition unit increases.

  In the first embodiment, a curve ahead of the road on which the vehicle travels is detected based on the road shape output on the map by the navigation device, and the detected vehicle speed and the detected curve size are used. The vehicle detected by the vehicle position detecting means for calculating the target deceleration from the calculated target vehicle speed and detecting the vehicle position on the road output by the navigation device on the map and the position information of the actually running vehicle As the distance to the position increases, correction for reducing the target deceleration is performed, and a vehicle deceleration control method is implemented in which the vehicle is decelerated according to the target deceleration.

(Effect in the first embodiment)
(1) The vehicle position detecting means detects the position information of the actually traveling vehicle. The distance acquisition means obtains a distance (Y-direction distance L _Y ) between the first vehicle position on the road output by the navigation device on the map and the second vehicle position detected by the vehicle position detection means. Yes. And the correction | amendment means correct | amends so that the target deceleration used by a vehicle speed control means may become small, so that the distance which the distance acquisition means acquired becomes large. Thereby, it is possible to make it difficult to operate the automatic deceleration control according to such a distance, or to reduce the control amount of the automatic deceleration control.

Thus, based on the distance (Y-direction distance L _Y ), it is possible to determine the possibility that the road on which the vehicle output by the navigation device on the map is the road on which the vehicle is actually traveling. Then, as the distance increases, the possibility decreases, and the target deceleration can be reduced and the automatic deceleration control can be suppressed. Accordingly, it is possible to suppress the vehicle from decelerating unnecessarily large by the deceleration control for the curve from the information on the travel road that is not actually traveling. Therefore, automatic deceleration control for the curve can be appropriately performed.

Further, as the distance (Y-direction distance L _Y ) increases, the control amount (target deceleration or control gain) of the active automatic deceleration control is reduced (see FIG. 7). Specifically, when the distance is small, the control amount is maintained (gradually reduced) near 100% (A region in FIG. 7). Thereby, it can prevent suppressing automatic deceleration control more than necessary. Further, when the distance increases to some extent, the control amount is gradually reduced (B area in FIG. 7). Thereby, it is possible to reliably suppress the automatic deceleration control while preventing the automatic deceleration control from changing suddenly with respect to the change in distance. When the distance exceeds a certain value, the control amount is set to zero (C region in FIG. 7). Accordingly, it is possible to suppress the vehicle from decelerating unnecessarily large by the deceleration control for the curve from the information on the travel road that is not actually traveling.

(2) The distance acquisition unit obtains the distance between the first vehicle position and the second vehicle position in a direction perpendicular to the traveling direction of the vehicle. Thus, it is possible to make it difficult to operate the automatic deceleration control according to the distance in the direction orthogonal to the traveling direction of the vehicle, or to reduce the control amount of the automatic deceleration control.

(3) The correction means corrects the target deceleration used by the vehicle speed control means to be small based on the distance increase rate. This makes it difficult to operate the automatic deceleration control or reduces the control amount of the automatic deceleration control. It is considered that the higher the distance increase rate, the lower the possibility that the road on which the vehicle that the navigation device outputs on the map travels is the road on which the vehicle actually travels. For this reason, it is possible to suppress the vehicle from decelerating unnecessarily large by the deceleration control for the curve based on the information on the traveling road that is not actually traveling.

(4) The correction means is used by the vehicle speed control means based on the angle formed by the traveling direction of the vehicle and the direction of the vehicle position obtained from the GPS information viewed from the vehicle position on the road output by the navigation device on the map. Corrections are made to reduce the target deceleration. This makes it difficult to operate the automatic deceleration control or reduces the control amount of the automatic deceleration control. As the angle increases, the road on which the vehicle output by the navigation device on the map travels is less likely to be the road on which the vehicle actually travels. For this reason, it is possible to suppress the vehicle from decelerating unnecessarily large by the deceleration control for the curve based on the information on the traveling road that is not actually traveling.

(5) The correction means corrects the target deceleration used by the vehicle speed control means to be small when the vehicle is within a predetermined distance range after passing the branch point. This makes it difficult to operate the automatic deceleration control or reduces the control amount of the automatic deceleration control. When the vehicle has passed a branch point in the past, it is considered that the road on which the vehicle output by the navigation device on the map travels is unlikely to be the road on which the vehicle actually travels. For example, there is a case where the navigation device still outputs the vehicle traveling on the main line even though the vehicle is actually traveling on a branch road. Even in such a case, it is possible to prevent the vehicle from decelerating unnecessarily large by the deceleration control for the curve based on the information on the traveling road that is not actually traveling.

(6) The vehicle speed control means operates the deceleration control when the target deceleration exceeds a predetermined threshold value. Thereby, since the correction means corrects the target deceleration used by the vehicle speed control means to be small according to the distance acquired by the distance acquisition means, the automatic deceleration control becomes difficult to operate according to the distance. Thus, the operation of the automatic deceleration control can be delayed to prevent the vehicle from decelerating unnecessarily large by the deceleration control for the curve.

(Second Embodiment)
(Constitution)
2nd Embodiment is a rear-wheel drive vehicle carrying the vehicle deceleration control apparatus which concerns on this invention. In the second embodiment, based on road type information (road attribute) such as a national road or a general road, it is determined whether the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling. is doing.
FIG. 8 shows the procedure of the allowable lateral acceleration correction process (step S7) in the second embodiment. As shown in the figure, in step S31, the position of the vehicle on the navigation device 14 is on the road on which the vehicle is actually traveling, based on the node information on the past travel path (the travel path that has passed). Determine the possibility. At this time, in the second embodiment, it is determined whether or not the road type has changed within a predetermined distance L _pass that has already passed from the current position. Here, the predetermined distance L _pass can be the same value as the predetermined distance L _pass of the first embodiment, or a different value. If the road type has changed within a predetermined distance L _pass that has already passed from the current position, the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is low. Is determined. That is, for example, when the road type of the node information at the current position is different from the road type of the node information within the predetermined distance L _pass , the own vehicle position on the navigation device 14 is on the road on which the own vehicle is actually traveling. It is determined that there is a low possibility.

Then, as in the first embodiment, and the determination result based on the determination result (step S23) based on the Y-direction distance L _Y, finally actually vehicle position on the navigation device 14 The possibility of being on the road on which the host vehicle is traveling is determined (step S25). For example, the determination result based on the Y-direction distance _LY is corrected by the determination result based on the road type change. Alternatively, the determination result based on the Y-direction distance L _Y and the determination result based on the road type change are weighted to obtain a final determination result. For example, the weight of the determination result based on the Y direction distance L _Y is increased.

The determination can also be made based on the difference in road type (road attribute). FIG. 9 shows a correspondence between road types and numerical values. As shown in the figure, each road is associated with a value of 0 to 7 (hereinafter referred to as a road type corresponding value). According to this association, the greater the difference in the road type correspondence value between certain roads, the greater the road type (attribute) between the roads. The determination is made based on such road type correspondence values. Specifically, when the difference between the road type corresponding values is equal to or greater than a predetermined threshold value within a predetermined distance L _pass that has already passed from the current position, the vehicle position on the navigation device 14 is actually It is determined that there is a low possibility that the vehicle is on a traveling road. That is, for example, when the difference between the road type corresponding value corresponding to the road type at the current position and the road type corresponding value corresponding to the road type within the predetermined distance L _pass is equal to or greater than a predetermined threshold value, the navigation device 14, it is determined that there is a low possibility that the vehicle position on 14 is on the road on which the vehicle is actually traveling.

(Operation and action)
In the second embodiment, when a road type within a given distance L _pass already passed from the current position has changed, on the road the vehicle position on the navigation device 14 is actually traveling vehicle It is determined that there is a low possibility of being in (step S31). As a result, the corrected allowable lateral acceleration Ygho is increased (step S28). For this reason, when the road type is changing within a predetermined distance L _pass that has already passed from the current position, the target deceleration Xgs becomes small, so that the alarm and automatic deceleration control are difficult to operate.

(Effect in 2nd Embodiment)
(1) The correction means corrects the target deceleration used by the vehicle speed control means to be small when the vehicle is located within a predetermined distance range with reference to the position where the road type information output from the navigation device has changed. . This makes it difficult to operate the automatic deceleration control or reduces the control amount of the automatic deceleration control. When the road type information output by the navigation device has changed in the past, the road on which the vehicle output by the navigation device on the map is unlikely to be the road on which the vehicle actually travels It is done. For example, there is a case where the vehicle is traveling on a new highway adjacent to the navigation device even though the vehicle continues to travel on the same general road. Even in such a case, it is possible to prevent the vehicle from decelerating unnecessarily large by the deceleration control for the curve based on the information on the traveling road that is not actually traveling.

(Third embodiment)
(Constitution)
The third embodiment is a rear wheel drive vehicle equipped with the vehicle deceleration control device according to the present invention. In the third embodiment, the possibility that the own vehicle position on the navigation device 14 is actually on the road on which the own vehicle is traveling is determined based on the matching state in the navigation device.
FIG. 10 shows a processing procedure for the correction process of the allowable lateral acceleration (step S7) in the third embodiment. As shown in the figure, in step S32, based on the node information on the past traveling path (passing traveling path), the own vehicle position on the navigation device 14 is on the road on which the own vehicle is actually traveling. Determine the possibility. At this time, in the third embodiment, it is determined whether or not there is a matching free state within a predetermined distance L _pass that has already passed from the current position. Here, the predetermined distance L _pass can be the same value as the predetermined distance L _{pass of} the first embodiment or the second embodiment, or a different value. For example, when there is a matching free state, the information is stored in association with the node information.

If there is a matching free state within a predetermined distance L _pass that has already passed from the current position, it is unlikely that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling. judge. Here, the case where the matching free state has been changed to the matching state in the past and has reached the present time is the object of determination. This is because, as described above, one of the operating conditions is that the alarm and automatic deceleration control are in a matching state at the present time.

Then, as in the first embodiment, and the determination result based on the determination result (step S23) based on the Y-direction distance L _Y, finally actually vehicle position on the navigation device 14 The possibility of being on the road on which the host vehicle is traveling is determined (step S25). For example, the determination result based on the Y-direction distance _LY is corrected by the determination result based on the presence or absence of the matching free state. Alternatively, the determination result based on the Y-direction distance _LY and the determination result based on the presence / absence of the matching free state are subjected to predetermined weighting to obtain a final determination result. For example, the weight of the determination result based on the Y direction distance L _Y is increased.

(Operation and action)
In the third embodiment, when there is a matching free state within a predetermined distance L _pass that has already passed from the current position, the own vehicle position on the navigation device 14 is on the road on which the own vehicle is actually traveling. It is determined that the possibility is low (step S32). As a result, the corrected allowable lateral acceleration Ygho is increased (step S28). For this reason, when there is a matching free state within a predetermined distance L _pass that has already passed from the current position, the target deceleration Xgs becomes small, so that the alarm and automatic deceleration control are difficult to operate.

(Effect in the third embodiment)
(1) The correction means applies the map on the road that the navigation device outputs on the map from the matching-free state where the vehicle that is output on the map is not located on the road that the navigation device outputs on the map. When the vehicle output to the position is within a predetermined distance range based on the position changed to the matching state where the vehicle is positioned, correction is made to reduce the target deceleration used by the vehicle speed control means. This makes it difficult to operate the automatic deceleration control or reduces the control amount of the automatic deceleration control. In the past, when there is a matching-free state in which the vehicle to be output on the map is not located on the road that the navigation device outputs on the map, the road on which the vehicle that the navigation device outputs on the map travels is the vehicle It is unlikely that the road is actually running. For example, when a matching state is changed from a matching-free state on the map of the navigation device, the road in the matching state may not be a road on which the vehicle is actually traveling. Even in such a case, it is possible to prevent the vehicle from decelerating unnecessarily large by the deceleration control for the curve from the information on the traveling road that is not actually traveling.

(Fourth embodiment)
(Constitution)
The fourth embodiment is a rear wheel drive vehicle equipped with the vehicle deceleration control device according to the present invention. In the fourth embodiment, the corrected allowable lateral acceleration Ygho is calculated based on the past determination result that the vehicle position on the navigation device 14 may actually be on the road on which the vehicle is traveling. .
Specifically, in step S7, the corrected allowable lateral acceleration Ygho is calculated based on the past correction history of the allowable lateral acceleration Yglmit. That is, in the first to third embodiments, the possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling is determined based on the Y-direction distance L _{Y and the} like. Yes. When it is determined that there is a low possibility that the vehicle position on the navigation device 14 is actually on the road on which the vehicle is traveling, the corrected allowable lateral acceleration Ygho is calculated as a correction value of the allowable lateral acceleration Yglmit. ing.

  In the fourth embodiment, the correction result of the allowable lateral acceleration Yglmit (calculation result of the corrected allowable lateral acceleration Ygho) is stored in association with the traveled road position (for example, the curve position) where the correction is performed. . That is, as a correction history storing process to the memory or the like by the braking / driving force control unit 8, the correction history is stored in association with the corrected travel position. Based on the correction history, the current correction allowable lateral acceleration Ygho is calculated.

  FIG. 11 shows the processing procedure. As shown in the figure, when the process is started, first, in step S41, it is determined whether or not there is a correction history. If there is a correction history, that is, if the corrected allowable lateral acceleration Ygho has been calculated as a correction value of the allowable lateral acceleration Yglmit in the past at the current travel position, the process proceeds to step S42. If not, that is, if the corrected allowable lateral acceleration Ygho that has maintained the allowable lateral acceleration Yglmit is set in the past at the current traveling position, the process proceeds to step S43.

In step S42, the allowable lateral acceleration Yglmit is corrected. That is, the correction history is set to the correction allowable lateral acceleration Ygho. That is, the corrected allowable lateral acceleration Ygho corrected to increase the allowable lateral acceleration Yglmit is obtained on the assumption that the position of the own vehicle on the navigation device 14 is unlikely to be on the road on which the own vehicle is actually traveling.
In step S43, the allowable lateral acceleration Yglmit is maintained. That is, it is set to the corrected allowable lateral acceleration Ygho maintaining the allowable lateral acceleration Yglmit.

As described above, the current corrected allowable lateral acceleration Ygho is calculated based on the correction history of the allowable lateral acceleration Yglmit. Such a calculation process can be performed only when a predetermined condition is satisfied. For example, the conditions are such that information for determining the possibility that the vehicle position on the navigation device 14 is actually on a road on which the vehicle is traveling cannot be obtained. That is, the condition is such that the Y-direction distance L _Y or the like cannot be obtained.

(Effect in 4th Embodiment)
(1) The correction history storage means stores the correction history corresponding to the travel position corrected by the correction means. And the correction | amendment means is correct | amended to make small the target deceleration used by a vehicle speed control means based on correction | amendment log | history. Thereby, even when the information for correcting the target deceleration cannot be obtained, the target deceleration can be appropriately corrected based on the correction history. As a result, it is possible to suppress the vehicle from decelerating unnecessarily large by the deceleration control for the curve based on the information on the traveling road that is not actually traveling.

It is a schematic block diagram which shows the vehicle carrying the deceleration control apparatus for vehicles of the 1st Embodiment of this invention. It is a flowchart which shows the processing content of the braking / driving force control unit which comprises the deceleration control apparatus for vehicles. It is a figure which shows turning radius _Rj (● mark in a figure) of each node point (node point number). It is a characteristic view showing the characteristic of the allowable lateral acceleration calculation coefficient Ks used in the allowable lateral acceleration setting of the braking / driving force control unit. It is a flowchart which shows the correction process of the allowable lateral acceleration of a braking / driving force control unit. FIG. 6 is a characteristic diagram illustrating an example of a relationship between a Y-direction distance L _Y and a correction allowable lateral acceleration Ygho. It is a characteristic figure showing an example of relation between Y direction distance _LY and control amount (target deceleration or control gain). It is a flowchart which shows the correction process of the allowable lateral acceleration of the braking / driving force control unit in 2nd Embodiment. It is a figure which shows what matched the road classification and the numerical value. It is a flowchart which shows the correction process of the allowable lateral acceleration of the braking / driving force control unit in 3rd Embodiment. It is a flowchart which shows the correction | amendment process of the allowable lateral acceleration of the braking / driving force control unit in 4th Embodiment.

Explanation of symbols

  6FL to 6RR wheel cylinder, 7 braking fluid pressure control unit, 8 braking / driving force control unit, 8a matching counter, 9 engine, 12 driving torque control unit, 13 external recognition sensor, 14 navigation device, 15 warning monitor, 16 acceleration sensor , 17 Yaw rate sensor, 18 Accelerator opening sensor, 19 Steering angle sensor, 20 Master cylinder pressure sensor, 22FL-22RR Wheel speed sensor

Claims (10)

Forward curve detection means for detecting a curve ahead of the road on which the vehicle travels, based on the road shape output by the navigation device on the map;
Vehicle speed detection means for detecting the vehicle speed;
Target vehicle speed calculating means for calculating a target vehicle speed based on the magnitude of the curve detected by the forward curve detecting means;
Target deceleration calculation means for calculating a target deceleration based on the host vehicle speed detected by the vehicle speed detection means and the target vehicle speed calculated by the target vehicle speed calculation means;
Vehicle speed control means for controlling the deceleration of the vehicle according to the target deceleration calculated by the target deceleration calculation means;
In a vehicle deceleration control device comprising:
Vehicle position detecting means for detecting position information of the actually traveling vehicle;
Distance acquisition means for obtaining a distance between a first vehicle position on a road output by the navigation device on a map and a second vehicle position detected by the vehicle position detection means;
Correction means for correcting to reduce the target deceleration used by the vehicle speed control means as the distance acquired by the distance acquisition means increases;
A vehicle deceleration control device comprising:   2. The vehicle deceleration control according to claim 1, wherein the distance acquisition unit obtains a distance between the first vehicle position and the second vehicle position in a direction orthogonal to a traveling direction of the vehicle. apparatus.   The vehicle deceleration control apparatus according to claim 1 or 2, wherein the correction unit performs correction to reduce a target deceleration used by the vehicle speed control unit based on an increase rate of the distance.   The correction means includes a traveling direction of the vehicle and a direction of the second vehicle position detected by the vehicle position detection means as viewed from the first vehicle position on a road output by the navigation device on a map. The vehicle deceleration control device according to any one of claims 1 to 3, wherein a target deceleration used by the vehicle speed control means is corrected based on an angle formed.   The correction means corrects the target deceleration used by the vehicle speed control means to be small when the vehicle is within a predetermined distance range after passing the branch point. The vehicle deceleration control device according to any one of the preceding claims.   The correction means corrects the target deceleration used by the vehicle speed control means to be small when the vehicle is located within a predetermined distance range with reference to a position where the road type information output from the navigation device has changed. The vehicle deceleration control device according to any one of claims 1 to 5, wherein   The correction means is arranged on the road that the navigation device outputs on the map from the matching-free state where the vehicle that is output on the map is not located on the road that the navigation device outputs on the map. The correction is made to reduce the target deceleration used by the vehicle speed control means when the vehicle is within a predetermined distance range with reference to the position where the vehicle output to the position is changed to the matching state. The vehicle deceleration control device according to any one of 1 to 6. Correction history storage means for storing the correction history by the correction means in correspondence with the corrected travel position;
The vehicular deceleration control device according to any one of claims 1 to 7, wherein the correction unit performs correction to reduce a target deceleration used by the vehicle speed control unit based on the correction history. .   The vehicle speed control device according to any one of claims 1 to 8, wherein the vehicle speed control means activates the deceleration control when the target deceleration becomes a predetermined threshold value or more. Deceleration control device. Based on the road shape that the navigation device outputs on the map, it detects the curve ahead of the road on which the vehicle travels,
The target deceleration is calculated from the detected own vehicle speed and the target vehicle speed calculated based on the detected curve size, and the vehicle position on the road that the navigation device outputs on the map and the vehicle is actually traveling Correction that decreases the target deceleration as the distance from the vehicle position detected by the vehicle position detection means that detects vehicle position information increases,
A vehicle deceleration control method, wherein the vehicle is subjected to deceleration control according to the target deceleration.

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