JP2010052727A - Deceleration control apparatus for vehicle, and deceleration control method for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To properly control the deceleration of a vehicle to a curve. <P>SOLUTION: A deceleration control device for a vehicle includes: a map matching part 14b for, on the basis of vehicle location positioned by a positioning part 14a and map information stored in a storage medium 14c, performing map matching to specify the vehicle location on the map of the map information; and a driving/braking force control unit 8 for detecting the curve curvature of the front of the vehicle from the vehicle location on the map specified by the map matching part 14b and the map information, and for controlling the deceleration of the vehicle based on a target deceleration calculated based on the scale of the detected curve curvature. The driving/braking force control unit 8 calculates the accuracy of the map matching by the map matching part 14b, and performs correction so that the target deceleration becomes small as the calculated accuracy of the map matching is poor. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a technique for notifying a driver of the existence of a curve or for traveling at an optimum speed in a curve.

  Patent Document 1 proposes a system that detects a curve ahead of the host vehicle based on information from a navigation device or traffic infrastructure (for example, road-to-vehicle communication), and controls the deceleration of the host vehicle before entering the detected curve. Yes.

JP 2002-329299 A

By the way, when performing deceleration control on a curve based on information from a traffic infrastructure (for example, road-to-vehicle communication), equipment is required for each curve, and the equipment cost is excessive.
On the other hand, if it is the technique which carries out the deceleration control with respect to a curve based on the information from a navigation apparatus, it will become possible to operate deceleration control in any curve only by a map database.
However, when performing deceleration control on a curve based on information from the navigation device, the navigation device may output information that the vehicle is traveling on a road that is not the actual traveling road. For example, when a vehicle travels on a new road, the navigation device outputs information as if the vehicle is traveling on a road around the new road. In such a case, if information about a curve different from the actual travel route is obtained from the navigation device, the braking control is activated with the curve as a control target, and the braking control is activated unnecessarily. become.
The present invention is to appropriately perform vehicle deceleration control with respect to a curve.

  In order to solve the above problem, the present invention calculates a target deceleration of deceleration control based on the magnitude of the curve curvature in front of the vehicle detected from the vehicle position on the map specified by map matching and the map information, The lower the accuracy of map matching, the smaller the calculated target deceleration is corrected, and the vehicle is decelerated based on the target deceleration.

According to the present invention, the deceleration control based on the road on which the vehicle is not actually traveling can be suppressed by correcting the target deceleration of the deceleration control for the curve performed based on the map information based on the accuracy of the map matching. .
Therefore, according to the present invention, it is possible to appropriately perform the deceleration control for the curve performed based on the map information.

It is a schematic block diagram which shows the vehicle carrying the deceleration control apparatus for vehicles of 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 figure which shows the example which is not displayed as the vehicle is drive | working on the road which is actually drive | working on the map of a navigation apparatus. It is a figure which shows the example of a display easy to display as the vehicle is drive | working on the road different from the road which actually drive | works. It is a flowchart which shows the processing content by the braking / driving force control unit. It is a figure which shows what matched the road classification and the numerical value. It is a figure which shows what matched the difference of the road classification corresponding value, and the count-up unit. It is a figure which shows what matched the difference of the road type corresponding value, and the countdown unit. In 2nd Embodiment, it is a figure which is used for the setting of the actual road driving | running | working accuracy kd, and matched the error distance and the countdown unit. It is a flowchart which shows the process sequence of the setting process of the real road travel accuracy kd in 3rd Embodiment. It is a figure which shows what matched the difference of a road classification corresponding value, and the actual road driving | running | working accuracy kd. It is a flowchart which shows the process sequence of the setting process of the real road driving | running | working accuracy kd in 4th Embodiment. It is a figure which shows what matched error distance and the actual road driving | running | working accuracy kd. It is a flowchart which shows the process sequence of the setting process of the real road travel accuracy kd in 5th Embodiment. It is a flowchart which shows the process sequence of the setting process of the real road travel accuracy kd in 6th Embodiment. It is a flowchart which shows the processing content by the braking / driving force control unit in 7th Embodiment. It is the figure used for description of the operation | movement in 7th Embodiment, and an effect | action. It is another figure used for description of the operation | movement in 7th Embodiment, and an effect | action.

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. With this configuration, the vehicle deceleration control device normally increases the brake fluid pressure 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 applied to each of the wheels 5FL to 5RR. Supplied to wheel cylinders 6FL-6RR. In the vehicle deceleration control device, the braking fluid pressure control unit 7 is interposed between the master cylinder 3 and the wheel cylinders 6FL to 6RR.

  The braking fluid pressure control unit 7 has a configuration using a braking fluid pressure control unit used for antiskid control or 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 has an actuator as a hydraulic pressure supply system. For example, the actuator is 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 transmission ratio of the automatic transmission 10, and the throttle opening of the throttle valve 11. . 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. 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 external recognition sensor 13 outputs the inter-vehicle distance Lx detected by the millimeter wave radar controller 13 b to the braking / driving force control unit 8.

The vehicle is equipped with a navigation device 14. The navigation device 14 measures (positions) the position of the host vehicle using GPS (Global Positioning System). The navigation device 14 measures (positions) the position of the host vehicle using the positioning unit 14a. Further, the navigation device 14 is based on the own vehicle position and the map information (electronic map) stored in advance, the position on the map corresponding to the own vehicle position measured by GPS, that is, the own vehicle position on the map. (X _0, Y ₀₎ performs map matching that identifies the. The navigation device 14 performs map matching by the map matching unit 14b. And the navigation apparatus 14 searches the front road information of the own vehicle based on the specified vehicle position on the map and the stored map information.

The road information ahead of the host vehicle is so-called node information, which is information stored in advance as map information. Node information consists of X _j , Y _j , L _j (j = 1 to n, n is an integer). X _j and Y _j are position information of the node point N _j . L _j is a distance from the own vehicle position (X ₀ , Y ₀ ) to the position (X _j , Y _j ) of the node point N _j (a distance obtained by converting a distance on the map into an actual distance).
The navigation device 14 stores map information in advance in a storage medium (map information storage means) 14c such as a hard disk or a CD-ROM, in the same way as a general navigation device.
The navigation device 14 outputs a map display and the current vehicle position and the like on an output unit such as a monitor based on the node information and the like.

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.
In addition, this vehicle is equipped with an acceleration sensor 16 that detects longitudinal acceleration Yg and lateral acceleration Xg, and a yaw rate sensor 17 that detects yaw rate φ ′.
In addition, this vehicle is equipped with an accelerator opening sensor 18 for detecting an accelerator pedal depression amount, that is, an accelerator opening θt, and a steering angle sensor 19 for detecting a steering angle δ of the steering wheel 21.

In addition, this vehicle is equipped with a master cylinder pressure sensor 20 that detects the output pressure of the master cylinder 3, that is, the master cylinder hydraulic pressure Pm.
Further, this vehicle is equipped with wheel speed sensors 22FL to 22RR that detect the rotational speeds of the wheels 5FL to 5RR, that is, so-called wheel speeds Vwi (i = fl, fr, rl, rr).
Further, this vehicle is equipped with a selection switch 23 for selecting a set turning lateral acceleration (turning lateral acceleration set value Xgsselect). For example, this vehicle has a selection switch 23 on the steering wheel 21.
The sensors and the like mounted on the vehicle 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. The braking / driving force control unit 8 executes arithmetic processing by timer interruption every predetermined sampling time ΔT every 10 msec., For example. The braking / driving force control unit 8 updates and stores information obtained by the calculation process in the storage device as needed, and reads out necessary information from the storage device as needed.

As shown in FIG. 2, when the process is started, first, in step S1, the braking / driving force control unit 8 reads various data from the sensors, the controller, the control unit, and the like.
Specifically, the braking / driving force control unit 8 obtains the own vehicle position (X ₀ , Y ₀ ) obtained by the navigation device 14, and node information (X _j , Y _j , L _j ) of the forward road specified by searching. Is read. The braking / driving force control unit 8 also detects the wheel speeds Vwi, the steering angle δ, the accelerator opening θt, the master cylinder hydraulic pressure Pm, the turning lateral acceleration set value Xgsselect, and the driving torque control unit 12 detected by the sensors. The drive torque Tw from is read.

Subsequently, in step S2, the braking / driving force control unit 8 calculates the vehicle speed V. Specifically, the braking / driving force control unit 8 calculates the vehicle speed V 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 braking / driving force control unit 8 calculates the vehicle speed V based on the latter equation, that is, the wheel speed of the front wheels.

  The braking / driving force control unit 8 uses the vehicle speed V calculated in this way, preferably during normal travel. Further, when ABS (Anti-lock Brake System) control or the like is operating, the braking / driving force control unit 8 can use the estimated vehicle speed estimated in the ABS control as the vehicle speed V. . In addition, the value used by the braking / driving force control unit 8 for the navigation information in the navigation device 14 can be used as the vehicle speed V.

Subsequently, in step S3, the braking / driving force control unit 8 calculates the turning radius of each node point in front of the host vehicle. Specifically, the braking / driving force control unit 8 determines the turning radius of each node point (that is, based on the coordinates (X _j , Y _j ) of each node point, which is the node information of the road ahead read in step S1). Curve curvature). There are several ways to calculate the turning radius. In the present embodiment, the braking / driving force control unit 8 uses the following equation (2) to determine the coordinates (X _j−1 , Y _j−1 ), (X _j , Y _j ), (X _{j + 1} , Y _{j + 1} ), the turning 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 ), (X _{j + 1} , Y _{j + 1} ) of the three points is shown. However, the braking / driving force control unit 8 can also calculate the turning radius using an angle formed by a straight line connecting the preceding and following node points. Here, the braking / driving force control unit 8 calculates the turning radius based on the coordinates of each node point. However, the braking / driving force control unit 8 can also 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, the braking / driving force control unit 8 calculates a target node point. Specifically, the braking-driving force control unit 8, from among a plurality of nodes points existing ahead of the vehicle, calculates a target node points to be controlled on the basis of the turning radius R _j calculated in step S3 To do.
Here, in the present embodiment, the driver tries to drive the vehicle on the curve at a vehicle speed equal to or higher than the target vehicle speed set from the actual turning radius of the curve by the control by the vehicle deceleration control device. The purpose is to prevent. For example, the driver may try to drive the curve at a vehicle speed that is higher than the target vehicle speed set from the actual turning radius of the curve due to a driver's guess error. 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 FIG. 3, the target node point is a node point Rm that first has a minimum value at a turning radius R _j in front of the host vehicle.
Subsequently, in step S5, the braking / driving force control unit 8 calculates an estimated road surface μ value. Specifically, as shown in the following equation (3), the braking / driving force control unit 8 is based on the relationship between the braking / driving force acting on each wheel and the slip ratio generated on each wheel, and the road surface μ value Kμ. Is calculated.
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, the function f2 is a function constructed based on experimental values, theoretical values, or experience values.
The braking / driving force control unit 8 can also obtain road surface μ value information as curve information from the infrastructure before the curve. Further, the driver can 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, the braking / driving force control unit 8 sets the allowable lateral acceleration Yglmit. Specifically, the braking / driving force control unit 8 calculates the allowable lateral acceleration Yglimt 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, and is a fixed value such as 0.8. Further, as shown in FIG. 4, the braking / driving force control unit 8 can set the allowable lateral acceleration calculation coefficient Ks based on the vehicle speed. In this case, 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.

Subsequently, in step S7, the braking / driving force control unit 8 calculates a target vehicle speed. Specifically, the braking-driving force control unit 8, using the allowable lateral acceleration Yglimt calculated in turning radius R _j and the step S6 of the target node points computed in step S4, the target vehicle speed by the following equation (5) Vr is calculated.
Vr = √ (Yglimt · | R _j |) (5)
According to the equation (5), the target vehicle speed Vr increases as the allowable lateral acceleration Yglimt increases.

Subsequently, in step S8, the braking / driving force control unit 8 calculates a target deceleration. Specifically, the braking / driving force control unit 8 determines the vehicle speed V calculated in step S2, the target vehicle speed Vr calculated in step S7, and the distance L _j from the current position obtained by the navigation device 14 to the target node point. Then, the target deceleration Xgs is calculated by the following equation (6).
Xgs = (V ² −Vr ² ) / (2 · L _j )
= (V ² -Yglmit · | R _j |) / (2 · L _j ) (6)
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 (6), the target deceleration Xgs decreases as the target vehicle speed Vr increases or the allowable lateral acceleration Yglimt increases.

Subsequently, in step S9, the braking / driving force control unit 8 corrects the target deceleration Xgs calculated in step S8. Specifically, the braking / driving force control unit 8 calculates the corrected target deceleration (value on the left side) Xgs by the following equation (7) using the accuracy (confidence) kd.
Xgs = Xgs · kd (7)
Here, the accuracy kd is the likelihood that the vehicle displayed on the road on the map by the navigation device 14 actually travels on the road, that is, the accuracy (mapline) of the map matching. Value. This accuracy (hereinafter, referred to as actual road travel accuracy) kd varies between 0 and 1 and increases as the possibility that the vehicle is actually traveling on the road on the map increases.

Here, the navigation device 14 normally displays on the map as if the vehicle is traveling on the road that is actually traveling. However, the navigation device 14 may not display on the map as if the vehicle is traveling on the road that is actually traveling.
More specifically, a general navigation apparatus performs map matching. In this map matching, the position of the vehicle measured by GPS is converted into a position on the map, and if the distance to the road closest to the converted position is within a predetermined distance, the position of the vehicle is To be specific. Further, in this map matching, when the distance to the road closest to the converted position is larger than a predetermined distance, the converted position is directly specified as the own vehicle position.

  With this process of map matching, when the measured vehicle position is converted to a position on the map due to, for example, the occurrence of a temporary GPS measurement error due to the influence of clouds, the vehicle is actually If the vehicle position is not matched on the road where the vehicle is traveling, a so-called matching-free (matching-off) state occurs, or the vehicle position is matched to another road that is not the road on which the vehicle is actually traveling So-called false matching occurs.

  FIG. 5 shows an example in which the vehicle is not displayed on the map as if the vehicle is traveling on the actual traveling road. FIG. 5A shows a display example of the vehicle 100 that is off the road 201 that is actually traveling on the map. This display example is an example of a matching free state. FIG. 5B shows a display example in which the vehicle 100 travels on a road (right road in FIG. 5) 202 that runs alongside a road (left road in FIG. 5) 201 that is actually traveling on the map. Indicates. That is, the display example in FIG. 5B is a display example of erroneous matching.

  FIG. 6 shows a display example that is easy to display as the vehicle 100 is traveling on a road 211 different from the road 212 on which the vehicle actually travels. FIG. 6A shows an existing road 211, and FIG. 6B shows a case where a road (new road) 212 passing through the existing road 211 is constructed. For example, FIG. 6B shows an example in which the road 212 is extended to become a highway or bypass road that passes over the road 211 in the city area.

  In such a case, if there is no information about the road 212 in the map information of the navigation device 14, the navigation device 14 displays the vehicle 100 on the road 212 without any problem before entering the existing road 211. However, when the vehicle travels on the road 212 on the existing road 211, as shown in FIG. 6B, the navigation device 14 displays the vehicle 100 as if it is traveling on the existing road 211. End up.

In the present embodiment, when displayed as in the above example, the actual road travel accuracy kd is obtained using the matching counter. As shown in FIG. 1, the braking / driving force control unit 8 includes a matching counter 8a. FIG. 7 shows a processing procedure of the braking / driving force control unit 8 for obtaining the actual road travel accuracy kd.
As shown in FIG. 7, when the process is started, the braking / driving force control unit 8 first determines whether or not it is in a matching free state in step S31. At this time, the braking / driving force control unit 8 determines whether or not it is in a matching free state based on the matching state information.

  The matching state information is turned off when the navigation device 14 displays the map so that the vehicle is removed from the road. The matching state information is ON when the navigation device 14 displays a vehicle on the road on the map (hereinafter referred to as a matching on state). Therefore, the matching state information is ON even when the navigation device 14 is displayed so that the vehicle is removed from the road on the map, and when the vehicle is displayed again on the road from the matching free state. Become.

Here, when the matching state information is OFF, the braking / driving force control unit 8 determines that the state is the matching free state, and proceeds to step S32. On the other hand, if not, that is, if the matching state information is ON (matching on state, matching state), the braking / driving force control unit 8 proceeds to step S36.
In step S32, the braking / driving force control unit 8 determines whether or not the traveling condition for counting up is satisfied. Specifically, the braking / driving force control unit 8 determines whether or not a predetermined traveling time has elapsed since the previous process (previous count up or previous count down). That is, the braking / driving force control unit 8 determines the count-up interval. The predetermined travel time here is a value set by an experimental value, an empirical value, or a theoretical value.

For example, if the predetermined travel time is equivalent to the sampling time of the process, the execution of the process means that the predetermined travel time has elapsed, so the determination process in step S32 is It becomes unnecessary.
If the braking / driving force control unit 8 determines that the predetermined traveling time has elapsed, the braking / driving force control unit 8 determines that the traveling condition for counting up is satisfied, and proceeds to step S33. Further, if the predetermined traveling time has not elapsed, the braking / driving force control unit 8 determines that the traveling condition for counting up is not satisfied, and proceeds to step S36.

  In step S33, the braking / driving force control unit 8 determines whether or not an upper limit value traveling condition is satisfied. The braking / driving force control unit 8 determines whether or not the upper limit value traveling condition is satisfied so as not to evaluate the matching free state more than necessary. For example, the braking / driving force control unit 8 determines that the upper-limit value traveling condition is satisfied when a predetermined time (for example, 1 minute) has elapsed from the time when the matching free state is reached. The braking / driving force control unit 8 proceeds to step S36 in order not to count up when the traveling condition for the upper limit restriction is satisfied. On the other hand, if the braking / driving force control unit 8 does not satisfy the upper limit value travel condition, the process proceeds to step S34. The predetermined time here is a value set by an experimental value, an empirical value, or a theoretical value.

In step S34, the braking / driving force control unit 8 corrects the count-up rate. Specifically, the braking / driving force control unit 8 sets a unit for counting up. Here, the braking / driving force control unit 8 sets a unit to be counted up based on a difference in road type (road attribute).
First, the braking / driving force control unit 8 acquires a difference in road type as follows.

FIG. 8 shows a correspondence between road types and numerical values. In FIG. 8, each road is associated with a value of 0 to 7 (hereinafter referred to as a road type corresponding value). According to this association, as the difference in road type correspondence value between certain roads increases, the road type (attribute) differs greatly between the roads.
Based on this FIG. 8 (table etc.), the braking / driving force control unit 8 obtains the road type corresponding value corresponding to the road type when it is determined in the previous (most recent) matching on state in the process of FIG. get. Further, the braking / driving force control unit 8 acquires a road type corresponding value corresponding to the road type when it is determined that the matching is in the previous state in the same process based on FIG. 8 (table or the like).

  For example, in the process of FIG. 7, the braking / driving force control unit 8 stores road type information as a history in storage means such as the memory 8b (see FIG. 1). That is, the braking / driving force control unit 8 stores the road type of the road displayed as traveling on the map (the road that matches the vehicle position on the map). Furthermore, the braking / driving force control unit 8 stores the road type of the road when the vehicle is positioned on the road from the matching free state on the map.

As shown in FIG. 5, the vehicle 100 is displayed on the road (the road on the left side in FIG. 5) 201 that actually travels on the road 202 (the road on the right side in FIG. 5) on the map. A case of moving will be described as an example.
In this case, the braking / driving force control unit 8 stores the road type of the road that was actually running, and then stores the road type of the road 202 that is running concurrently. For example, when the matching road 202 enters a matching free state (a state where the road 202 is not actually on the road on which the vehicle is actually traveling), the change history of the road type information is being recorded until the next vehicle is displayed on the road. The latest (most recent) road type information is that of the road 202 running side by side.

  The braking / driving force control unit 8 refers to the change history of the road type information as described above, and acquires the road type in the previous matching-on state and the road type in the previous matching-on state. Then, the braking / driving force control unit 8 acquires the difference (absolute value) between the road type corresponding values respectively corresponding to the acquired road type in the previous matching-on state and the road type in the previous matching-on state. Here, in the change history of the road type information, the road type information in the previous matching-on state is the latest road type information. In the change history, the road type at the time of the matching-on state immediately before is the road type information immediately before the latest road type information.

Subsequently, the braking / driving force control unit 8 sets a unit to count up based on the difference between the road type corresponding values.
FIG. 9 shows the correspondence between the difference of the road type correspondence value and the count-up unit. As shown in FIG. 9, the greater the difference between road type correspondence values, that is, the greater the difference in road type, the larger the count-up unit (the count-up rate increases).
The braking / driving force control unit 8 sets a count-up unit based on the difference in road type (difference in road type corresponding value) using FIG. 9 (table or the like).

Subsequently, in step S35, the braking / driving force control unit 8 counts up the matching counter 8a with the count-up rate (set count-up unit) corrected in step S34. Then, the braking / driving force control unit 8 proceeds to step S41.
On the other hand, in step S36, which proceeds to the case where it is determined in step S31 that the matching state information is ON (matching on state), the braking / driving force control unit 8 determines whether or not the traveling condition for counting down is satisfied. That is, the braking / driving force control unit 8 determines the countdown interval.

Specifically, like the step S32, the braking / driving force control unit 8 determines whether or not a predetermined traveling time has elapsed from the previous processing (previous count up or previous count down).
For example, if the predetermined traveling time is equivalent to the sampling time of the process, the execution of the process means that the predetermined traveling time has elapsed. It becomes unnecessary.

If the braking / driving force control unit 8 determines that the predetermined traveling time has elapsed, the braking / driving force control unit 8 determines that the traveling condition for counting down is satisfied, and proceeds to step S37. Further, if the predetermined traveling time has not elapsed, the braking / driving force control unit 8 determines that the traveling condition for counting down is not satisfied, and proceeds to step S41.
In step S37, the braking / driving force control unit 8 corrects the countdown rate. Specifically, the braking / driving force control unit 8 sets a unit for counting down. Here, the braking / driving force control unit 8 sets a unit to count down based on the difference in road type.

  First, the braking / driving force control unit 8 uses the above-described FIG. 8 (table or the like) for associating the road type with the road type corresponding value, and the road corresponding to the road type of the road determined to be currently in the matching-on state Get the value corresponding to the type. Further, the braking / driving force control unit 8 acquires a road type corresponding value corresponding to the road type when it is determined that the matching is on in the previous process. Here, the braking / driving force control unit 8 acquires past road type information with reference to the change history of the road type information, for example, in the same manner as the process of step S35.

  Then, the braking / driving force control unit 8 acquires the difference (absolute value) between the road type corresponding value that corresponds to the road type of the road that is currently in the matching-on state and the road type in the previous matching-on state. Here, in the change history of the road type information, the road type information of the road currently in the matching on state is the latest road type information, and the road type in the previous matching on state is 1 of the latest road type information. This is the previous road type information.

Subsequently, the braking / driving force control unit 8 sets a unit to be counted down based on the difference between the acquired road type corresponding values.
FIG. 10 shows the correspondence between the difference of the road type correspondence value and the countdown unit. As shown in FIG. 10, the countdown unit increases (the countdown rate increases) as the difference between the road type corresponding values decreases.
The braking / driving force control unit 8 sets a countdown unit based on the difference in road type (difference in road type corresponding value) using FIG. 10 (table or the like).

Subsequently, at step S38, the braking / driving force control unit 8 counts down the matching counter 8a with the countdown rate (set countdown unit) corrected at step S37. Then, the braking / driving force control unit 8 proceeds to step S39.
In step S39, the braking / driving force control unit 8 determines whether or not the counter value of the matching counter 8a is less than zero. When the counter value of the matching counter 8a is less than zero (counter value <0), the braking / driving force control unit 8 proceeds to step S40. If the counter value of the matching counter 8a is not zero (counter value ≧ 0), the braking / driving force control unit 8 proceeds to step S41.

In step S40, the braking / driving force control unit 8 sets the counter value of the matching counter 8a to zero (counter value = 0). Then, the braking / driving force control unit 8 proceeds to step S41.
In step S41, the braking / driving force control unit 8 determines whether or not the counter value of the matching counter 8a is less than a predetermined threshold value. When the counter value of the matching counter 8a is less than the predetermined threshold value (counter value <threshold value), the braking / driving force control unit 8 proceeds to step S42. The braking / driving force control unit 8 proceeds to step S43 when the counter value of the matching counter 8a is equal to or greater than a predetermined threshold value (counter value ≧ threshold value). Here, the predetermined threshold is a value set by an experimental value, an empirical value, or a theoretical value.

  In step S42, the braking / driving force control unit 8 sets 1 to the actual road travel accuracy kd (kd = 1). In step S43, the braking / driving force control unit 8 sets the actual road travel accuracy kd to zero (kd = 0). And the braking / driving force control unit 8 performs the process from step S31 again after the process of this step S42 or step S43.

If the certainty factor kd is 1 by the process of step S9 described above, the corrected target deceleration (the value on the left side of the equation (7)) Xgs becomes the value before correction. If the certainty factor kd is zero, the corrected target deceleration (the value on the left side of the equation (7)) Xgs is zero.
Subsequently, in step S10, the braking / driving force control unit 8 makes an alarm activation start determination. Specifically, the braking / driving force control unit 8 uses the target deceleration Xgs calculated in step S9 to determine the start of alarm operation using the following equations (8) and (9).
Alarm inactive state (Fwarn = OFF)
Xgs ≧ Xgswarn (8)
Alarm activated state (Fwarn = ON)
Xgs ≧ Xgswarn−Khwarn (9)

Here, Fwarn is a flag indicating the operating state of the alarm. The flag Fwarn is turned on when the expression (8) or the expression (9) is established, and turned off when both the expressions (8) and (9) 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 braking / driving force control unit 8 calculates the alarm start determination set value Xgswarn by the following equation (10).
Xgswarn = Xgswarn0 (10)

Here, Xgswarn0 is an alarm start determination set value. The alarm monitor 15 outputs a display and sound or a buzzer sound as an alarm.
Subsequently, in step S11, the braking / driving force control unit 8 makes a control operation start determination (automatic deceleration control start determination). Specifically, the braking / driving force control unit 8 uses the target deceleration Xgs calculated in step S9 to make a control operation start determination according to the following equations (11) and (12).

When control is not activated (Fgensoku = OFF)
Xgs ≧ Xgsstart (11)
During control operation (Fgensoku = ON)
Xgs ≧ Xgsstart−Khstart (12)

  Here, Fgensoku is a flag indicating the operating state of control. The flag Fgensoku is turned on when the expression (11) or the expression (12) is established, and is turned off when both the expressions (11) and (12) are not established. Khstart is hysteresis for preventing hunting of alarm ON / OFF. 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 becomes larger than the alarm start determination set value Xgswarn in order to activate an alarm before the start of automatic deceleration control.

Subsequently, in step S12, the braking / driving force control unit 8 calculates a target brake hydraulic pressure for each wheel. Specifically, the braking / driving force control unit 8 calculates the target control hydraulic pressure using the target deceleration Xgs calculated in step S9 when the control start determination is made (Fgensoku = ON). 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, the braking / driving force control unit 8 uses the target deceleration Xgs (corrected target deceleration Xgs) calculated in step S9 when the control start determination is made (Fgensoku = ON), (13) The control target hydraulic pressure Pc is calculated from the equation.
Pc = Kb · Xgs (13)

Here, Kb is a constant determined from brake specifications and the like. According to the equation (13), the control target hydraulic pressure Pc increases as the target deceleration Xgs increases. Then, the braking / driving force control unit 8 calculates the target brake hydraulic pressure of each wheel by adding the brake operation of the driver to the calculated control target hydraulic pressure Pc. Specifically, the braking / driving force control unit 8 first calculates the front-wheel target braking hydraulic pressure Psfr by the following equation (14).
Psfr = max (Pm, Pc) (14)

Here, the function max (m1, m2) is a function for selecting the larger value of m1 and m2. In other words, the braking / driving force control unit 8 selects the front-wheel target braking fluid pressure Psfr by the select high from the control target fluid pressure Pc and the fluid pressure Pm by the driver's braking. Then, the braking / driving force control unit 8 calculates the rear-wheel target braking fluid pressure Psrr by the following equation (15) using the front-wheel target braking fluid pressure Psfr calculated by the equation (14).
Psrr = f3 (Psfr) (15)
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 braking / driving force control unit 8 calculates the target braking hydraulic pressures Psfr and Psrr for the front and rear wheels.

Subsequently, in step S13, the braking / driving force control unit 8 calculates the driving force of the driving wheels. Specifically, the braking / driving force control unit 8 calculates the target driving torque Trqds by the following equations (16) and (17) using the control target hydraulic pressure Pc and the accelerator opening Acc calculated in step S12. To do.
During control operation (Fgensoku = ON)
Trqds = f4 (Acc) −f5 (Pc) (16)
When control is not activated (Fgensoku = OFF)
Trqds = f4 (Acc) (17)

Here, the function f4 (Acc) is a function for calculating the target drive torque Trqds according to the accelerator opening Acc. The function 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, the braking / driving force control unit 8 calculates the target drive torque Trqds according to the accelerator opening Acc and the control amount g (Pc) of the automatic deceleration control according to the equation (16). . Thus, the braking / driving force control unit 8 uses the calculated target driving torque Trqds to prevent the driver from accelerating by reducing the engine output even if the driver performs an accelerator operation during the operation of the automatic deceleration control.

Further, the braking / driving force control unit 8 calculates the target driving torque Trqds according to the accelerator opening Acc according to the equation (17) when the automatic deceleration control is not operating.
Subsequently, in step S14, the braking / driving force control unit 8 outputs a control signal to the braking fluid pressure control unit 7 and the driving torque control unit 12 based on the target braking hydraulic pressure Psi (Psfr, Psrr) and the target driving torque Trqds. To do. Here, the target braking fluid pressure Psi (Psfr, Psrr) is the value calculated in step S12. The target drive torque Trqds is the value calculated in step S13.
The braking / driving force control unit 8 controls the braking force and the driving force by the process of step S14. Further, the braking / driving force control unit 8 outputs a control signal for driving the warning monitor 15.

(Operation and action)
While the vehicle is traveling, the vehicle deceleration control device performs warning and automatic deceleration control based on the node information of the navigation device 14 and the like.
That is, the vehicle deceleration control device reads various data from each sensor and the like, 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 (see above). Step S1 to Step 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). The vehicle deceleration control device calculates the target vehicle speed Vr based on the set allowable lateral acceleration Yglmit, and calculates the target deceleration Xgs (steps S7 and S8).

Then, the vehicle deceleration control device acquires the actual road travel accuracy kd, and corrects the target deceleration Xgs based on the acquired actual road travel accuracy kd (step S9). Then, the vehicle deceleration control device makes a warning activation start decision and a control activation start decision based on the corrected 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 described above, the vehicle deceleration control device corrects the target deceleration Xgs based on the actual road travel accuracy kd. The vehicle deceleration control apparatus performs the following processing for that purpose.
The vehicle deceleration control device is in a matching-free state, and corrects the count-up rate (sets the count-up unit) when the traveling condition for counting up is satisfied and the traveling condition for limiting the upper limit value is not satisfied ( Steps S31 to S34).

  Then, the vehicle deceleration control device counts up the matching counter 8a based on the corrected count-up rate (Step S35). Further, the vehicle deceleration control device does not count up the matching counter 8a when the matching free state is not satisfied, when the traveling condition for counting up is not satisfied, or when the traveling condition for limiting the upper limit is satisfied.

  On the other hand, when the vehicle deceleration control device is in the matching-on state and the running condition for counting down is satisfied, first, the vehicle decelerates the countdown rate (sets the countdown unit) (steps S31, S36, and S37). Then, the vehicle deceleration control device counts down the matching counter 8a based on the corrected countdown rate. At this time, the vehicle deceleration control device places a limit so that the counter value does not become less than zero (steps S39 and S40). Further, the vehicle deceleration control device does not count down the matching counter 8a when the traveling condition for counting down is not satisfied.

The vehicle deceleration control device repeats the above processing and repeats count-up or count-down to increase or decrease the counter value. The vehicle deceleration control device sets the actual road travel accuracy kd to 1 if the counter value is less than the predetermined threshold value, and the actual road travel accuracy if the counter value is equal to or greater than the predetermined threshold value. kd is set to zero (steps S41 to S43).
The counter value is a value indicating a difference or a comparison result (comparison value) between a matching state quantity serving as an index of a matching state and a matching free state quantity serving as a matching free state index.

  As a result, the vehicle deceleration control device sets the actual road travel accuracy kd to zero when the travel time in the matching free state is long and the count value becomes equal to or greater than the predetermined threshold value by counting up. At this time, since the count-up rate increases as the difference in the road type corresponding value (difference in road type) obtained based on the change history of the road type information increases, the vehicle deceleration control device determines the actual road travel accuracy kd. Is easily set to zero.

  On the other hand, the vehicle deceleration control device sets the actual road travel accuracy kd to 1 when the travel time in the matching-on state is long and the count value becomes less than a predetermined threshold value due to the countdown. At this time, the countdown rate decreases as the difference between the road type corresponding values obtained based on the change history of the road type information increases. Therefore, even in the matching-on state, if the difference between the road type correspondence values is large, the countdown rate becomes small, and the vehicle deceleration control device makes it difficult to set the actual road travel accuracy kd to 1 or to easily set it to zero. Become.

And the deceleration control apparatus for vehicles correct | amends the target deceleration Xgs by said (7) Formula using the actual road driving | running | working accuracy kd calculated as mentioned above.
As a result, if the actual road travel accuracy kd is 1, that is, if the vehicle displayed on the map by the navigation device 14 is actually traveling on the road, the vehicle deceleration control device is high. Maintains the target deceleration Xgs (not corrected). In addition, if the actual road travel accuracy kd is zero, that is, if the vehicle displayed on the map on the navigation device 14 is actually traveling on the road, the vehicle deceleration control device is The target deceleration Xgs is set to zero.

  By the way, in the present embodiment, the alarm activation start determination and the control alarm activation start determination are performed using the target deceleration Xgs (the above-described equations (8), (9), (11), and (12)). ). Specifically, the vehicle deceleration control device determines to start the alarm when the target deceleration Xgs is equal to or greater than a predetermined threshold (alarm start determination set value Xgswarn, control determination set value Xgsstart), or Judgment to start automatic deceleration control. For this reason, when the target deceleration Xgs is likely to be small, the alarm is difficult to operate. On the other hand, when the target deceleration Xgs is likely to increase, the alarm is easily activated. This relationship with the target deceleration Xgs is the same for the determination of the start of automatic deceleration control.

  For this reason, if the actual road travel accuracy kd is 1, the vehicle deceleration control device maintains the target deceleration Xgs without correction, so that the alarm activation start determination and the control information activation start determination are performed as usual. To do. In other words, the vehicle deceleration control device determines whether or not to start the alarm operation as usual if the vehicle displayed on the map on the navigation device 14 has a high probability of actually traveling on the road. Judgment is made to start the operation.

  On the other hand, if the actual road travel accuracy kd is zero, the vehicle deceleration control device corrects the target deceleration Xgs to zero to make it difficult to operate an alarm or automatic deceleration control. In other words, the vehicle deceleration control device is unlikely to activate an alarm or automatic deceleration control if there is a low probability that the vehicle displayed on the map by the navigation device 14 is actually traveling on the road. is doing. That is, the vehicle deceleration control apparatus delays the intervention timing of the alarm or automatic deceleration control.

In the present embodiment, the vehicle deceleration control device calculates the control target hydraulic pressure Pc for automatic deceleration control based on the target deceleration Xgs (the above equation (13)). Specifically, the control target hydraulic pressure Pc increases as the target deceleration Xgs increases. For this reason, the vehicle deceleration control apparatus calculates the control target hydraulic pressure Pc as usual in order to maintain the target deceleration Xgs without correction if the actual road travel accuracy kd is 1. Become.
As a result of the operation as described above, in the example in which the vehicle 100 is displayed off the road 201 that is actually running as shown in FIG. 5A, the counter value is set to a predetermined value by counting up. When the threshold value is exceeded, the actual road travel accuracy kd becomes zero. Thereby, the alarm and the automatic deceleration control become difficult to operate.

  Further, in the case of an example in which the vehicle 100 travels and is displayed on other roads 202 and 211 that are not actually traveling roads 201 and 212 as shown in FIG. 5B and FIG. 6B. The count-up rate increases as the difference in road type between the roads increases. Or, the countdown rate becomes small. For this reason, the counter value tends to increase. As a result, the actual road travel accuracy kd is likely to be zero, so that the alarm and automatic deceleration control are difficult to operate. Therefore, even when a curve to be controlled is detected on the other roads 202 and 211, the alarm and the automatic deceleration control are difficult to operate.

  In the first embodiment, the navigation device 14 (positioning unit 14a) corresponds to positioning means. The navigation device 14 (storage medium 14c) corresponds to map information storage means. The navigation device 14 (map matching unit 14b) corresponds to map matching means. The processing of step S3 to step S6 of the braking / driving force control unit 8 corresponds to the forward curve detecting means. The processing of step S7 to step S8 of the braking / driving force control unit 8 corresponds to the target deceleration calculating means. The processes of steps S11 to S14 of the braking / driving force control unit 8 correspond to vehicle speed control means. 7 of the braking / driving force control unit 8 corresponds to the accuracy calculation means. The processing in step S9 of the braking / driving force control unit 8 corresponds to the correcting means.

7 corresponds to the matching state quantity calculating means and the matching free state quantity calculating means.
7 and the matching counter 8 of the braking / driving force control unit 8 correspond to the elapsed time corresponding counting means and the distance corresponding counting means.
The memory 8b corresponds to history information storage means. The process of step S9 of the braking / driving force control unit 8 corresponds to the road history corresponding state quantity correcting means.

(Effects of the first embodiment)
(1) The map matching means performs map matching for specifying the vehicle position on the map of the map information based on the vehicle position measured by the positioning means and the map information stored in the map information storage means.
Further, the target deceleration calculating means calculates the target deceleration based on the magnitude of the curve curvature ahead of the vehicle detected from the vehicle position on the map specified by the map matching means and the map information. The vehicle speed control means controls the vehicle to decelerate based on the target deceleration.
Then, the accuracy calculation means calculates the accuracy of map matching by the map matching means. The correcting unit corrects the target deceleration so that the lower the accuracy of the map matching calculated by the accuracy calculating unit, the smaller the target deceleration.

Accordingly, the vehicle deceleration control device corrects the deceleration based on the road where the vehicle is not actually traveling by correcting the target deceleration of the deceleration control for the curve performed based on the map information based on the accuracy of the map matching. Control can be suppressed.
Therefore, the vehicle deceleration control device can appropriately perform the deceleration control for the curve performed based on the map information. That is, the vehicle deceleration control device can prevent inadvertently operating the deceleration control.

(2) The matching state quantity calculating means is a matching state serving as an index of a state (matching state, matching on state) where the road position on the map matches the vehicle position on the map specified by the map matching means. Calculate the amount. Further, the matching free state quantity calculating means calculates a matching free state quantity as an index of a state (matching free state) where the position of the road on the map and the vehicle position on the map specified by the map matching means do not match. calculate.
Then, the accuracy calculation means calculates the map matching accuracy based on the difference between the matching state quantity calculated by the matching state quantity calculation means and the matching free state quantity calculated by the matching free state quantity calculation means.
As a result, the vehicle deceleration control device can quantify the matching state and the matching free state, compare them, and calculate the accuracy of map matching as the comparison result.
(3) The accuracy calculation means calculates the accuracy of map matching lower as the matching state quantity is smaller than the matching free state quantity.
Thereby, the deceleration control apparatus for vehicles can calculate the accuracy of map matching corresponding to the relationship between the matching state quantity and the matching free state quantity.
As a result, the vehicle deceleration control device can more reliably suppress the deceleration control when there is a high possibility that deceleration control based on a road on which the vehicle is not actually traveling is performed.

(3) The elapsed time corresponding counting means, which is a counter, decrements as the matching state quantity according to the passage of time when the road position on the map matches the vehicle position on the map specified by the map matching means. As the matching free state quantity, the number of roads on the map and the vehicle position on the map specified by the map matching means are added according to the passage of time.
Then, the accuracy calculation means calculates the accuracy of the map matching lower as the count value of the counter subtracted and added by the elapsed time corresponding counting means is larger.
As described above, the vehicle deceleration control device calculates the accuracy of map matching in accordance with the passage of time in the matching state and the matching free state.
Thereby, the deceleration control apparatus for vehicles can determine the possibility of performing deceleration control based on the road on which the vehicle is not actually traveling according to the passage of time in the matching state and the matching free state.

(4) The history information storage means stores the change history of the road type of the road that matches the vehicle position on the map specified by the map matching means.
The road history corresponding state quantity correction means calculates the matching state quantity based on the difference between the latest road type in the change history stored in the history information storage means and the road type immediately before the latest road type. The difference between the matching state quantity calculated by the means and the matching free state quantity calculated by the matching free state quantity calculating means is corrected.

Specifically, the road history corresponding state quantity correction means calculates the difference between the road type in the previous matching on state and the road type in the previous matching on state (difference in road type corresponding value) in the matching free state. The difference is corrected by setting a count-up rate based on this.
In addition, the road history corresponding state correction means counts down based on the difference between the road type in the current matching on state and the road type in the previous matching on state (difference in road type corresponding value) when the matching is on. The difference is corrected by setting a rate.

As a result, the vehicle deceleration control device has a high possibility of performing deceleration control based on a road on which the vehicle is not actually traveling when the road type changes greatly or when the road type changes frequently. Deceleration control can be suppressed.
For example, when the road type is frequently repeated within a certain time, the possibility that the vehicle is displayed on the road that is not actually running on the map increases. In such a case, the vehicle deceleration control device can suppress the deceleration control, assuming that there is a high possibility of performing deceleration control based on a road on which the vehicle is not actually traveling.

(5) The history information storage means stores the change history of the road type of the road that matches the vehicle position on the map specified by the map matching means.
Then, the road history corresponding count value correcting means corrects the count value based on the difference between the latest road type in the change history stored in the history information storage means and the road type immediately before the latest road type. To do.
Thus, the vehicle deceleration control device performs deceleration control based on the road on which the vehicle is not actually traveling when the road type changes significantly or when the road type changes frequently. Deceleration control can be suppressed because it is highly likely to be performed.
Moreover, the vehicle deceleration control device can realize such suppression of deceleration control by a simple process such as only correcting the count value.

(6) The road history corresponding count value correcting means, when the road position on the map does not match the vehicle position specified by the map matching means, the latest road type in the change history and the latest road type. Based on the difference from the previous road type, the addend rate is corrected.
Specifically, the road history corresponding count value correcting means, when matching free state, the difference between the road type corresponding value which is the difference between the road type in the previous matching on state and the road type in the previous matching on state is When the difference is large, the addend ratio is made larger than when the difference is small.
As a result, when the road type changes greatly, the vehicle deceleration control device can suppress the deceleration control, assuming that there is a high possibility of performing the deceleration control based on the road on which the vehicle is not actually traveling.

(7) The counting means counts within the limit value. Specifically, the counting means is configured not to increase the count value when the upper limit value limited travel condition is met in the matching free state.
As a result, the vehicle deceleration control device can prevent the adverse effect of the count value becoming difficult to decrease even if the count value becomes too large and the count-down is performed in the matching ON state. For example, the vehicle deceleration control device can prevent the deceleration control from becoming difficult to operate in the matching-on state after the matching-free state.

(Modification of the first embodiment)
(1) In the first embodiment, traveling conditions for counting up or counting down are determined based on the passage of time (elapsed traveling time). On the other hand, in the first embodiment, it is possible to determine a traveling condition for counting up based on the traveling distance of the host vehicle. In this case, in the first embodiment, for example, if the vehicle has traveled a predetermined distance from the previous process (previous count up or previous count down), the count up or count down is determined as satisfying the travel condition for counting up or down. carry out.
Thus, the vehicle deceleration control device calculates the accuracy of the map matching according to the traveling distance in the matching state and the matching free state.
Accordingly, the vehicle deceleration control device can determine the possibility of performing deceleration control based on the road on which the vehicle is not actually traveling according to the traveling distance in the matching state and the matching free state.

(2) In the first embodiment, the upper limit value travel condition is determined based on time. On the other hand, it is possible to determine the upper limit value travel condition based on the travel distance. In this case, in the first embodiment, for example, when the vehicle travels a predetermined distance from the time when the matching free state is entered, it is determined that the travel condition for the upper limit value restriction is satisfied. Here, the predetermined distance is about 1 to 2 km. For example, since it is difficult to think of running for one minute at a vehicle speed of 100 km / h (100 (km / h) / 60 (min) ≈1.7 (km)), a predetermined distance is taken into consideration. Is about 1-2 km.
Thereby, the deceleration control apparatus for vehicles can prevent inadvertent count-up from the viewpoint of travel distance in addition to travel time.

(3) In the first embodiment, when the counter value of the matching counter 8a is less than a predetermined threshold value, the actual road travel accuracy kd is set to 1, and when the counter value is equal to or greater than the predetermined threshold value, The actual road travel accuracy kd is set to zero (steps S41 to S43).

  On the other hand, in the first embodiment, the actual road travel accuracy kd can be set in conjunction with the counter value. In this case, in the first embodiment, the actual road travel accuracy kd is set to be smaller in the range between 0 and 1 as the counter value increases. Thereby, in the first embodiment, the actual road travel accuracy kd can be set as a continuously changing value. As a result, in the first embodiment, for example, the target deceleration Xgs can be corrected continuously (see the above equation (7)).

  Thereby, in 1st Embodiment, when delaying the intervention timing of warning or automatic deceleration control, for example, the intervention timing can be changed continuously. Specifically, in the first embodiment, the intervention timing can be delayed as the actual road travel accuracy kd decreases. In the first embodiment, the deceleration (braking force, control amount) when the automatic deceleration control intervenes can be continuously changed. Specifically, in the first embodiment, the deceleration of the automatic deceleration control can be reduced as the actual road travel accuracy kd decreases.

(4) In the first embodiment, the matching counter 8a is counted up in the matching free state, and the matching counter 8a is counted down in the matching on state. In contrast, in the first embodiment, on the contrary, the matching counter 8a can be counted down in the matching free state, and the matching counter 8a can be counted up in the matching on state. In this case, in the first embodiment, other processes are also matched with the process of the matching counter 8a. That is, for example, in the first embodiment, the actual road travel accuracy kd is increased as the counter value of the matching counter 8a increases, and the actual road travel accuracy kd is decreased as the counter value of the matching counter 8a decreases.
Thereby, the deceleration control apparatus for vehicles can make the matching counter 8a highly adaptable.

(5) In the first embodiment, the target deceleration Xgs is corrected based on the actual road travel accuracy kd. On the other hand, in the first embodiment, other values that affect the operation of the alarm and the automatic deceleration control can be corrected based on the actual road travel accuracy kd. For example, in the first embodiment, the allowable lateral acceleration Yglmit is corrected based on the actual road travel accuracy kd. In this case, in the first embodiment, when the actual road travel accuracy kd is 1, the allowable lateral acceleration Yglmit is maintained without correction, and when the actual road travel accuracy kd is zero, the allowable lateral acceleration Yglmit is increased. Make corrections. As a result, in the first embodiment, when the actual road travel accuracy kd is zero, the target deceleration Xgs is corrected to be small, so that it is difficult to make a determination to start the alarm or automatic deceleration control ((5) above). (Refer Formula, (6) Formula, (8) Formula-(12) Formula etc.)).
Thereby, the deceleration control apparatus for vehicles can correct | amend values other than the target deceleration Xgs based on the actual road travel accuracy kd, and can suppress the action | operation of an alarm and automatic deceleration control.

(6) In the first embodiment, the target vehicle speed Vr can be corrected based on the actual road travel accuracy kd. In this case, in the first embodiment, when the actual road travel accuracy kd is 1, the target vehicle speed Vr is maintained without correction, and when the actual road travel accuracy kd is zero, the target vehicle speed Vr is increased. To do. Accordingly, in the first embodiment, when the actual road travel accuracy kd is zero, the target deceleration Xgs is corrected to be small, so that it is difficult to make a determination to start the alarm or the automatic deceleration control ((6) above). (Refer to formulas, formulas (8) to (12)).
As a result, the vehicle deceleration control device can correct the target vehicle speed Vr based on the actual road travel accuracy kd and suppress the operation of the alarm and the automatic deceleration control.

(7) In the first embodiment, based on the actual road travel accuracy kd, predetermined threshold values (alarm start determination set value Xgswarn, control determination set value Xgsstart) for determination of alarm operation start and control report operation start determination. ) Can be corrected. In this case, in the first embodiment, when the actual road travel accuracy kd is 1, the predetermined threshold value is maintained without correction, and when the actual road travel accuracy kd is zero, the predetermined threshold value is set. Make corrections to increase. As a result, in the first embodiment, when the actual road travel accuracy kd is zero, it is difficult to make a determination to start the alarm or the automatic deceleration control (see the formulas (8) to (12)).
Thereby, the deceleration control apparatus for vehicles can correct | amend a threshold value based on the real road driving | running | working accuracy kd, and can suppress the action | operation of an alarm or automatic deceleration control.

(Second Embodiment)
(Constitution)
As in the first embodiment, the second embodiment is a vehicle equipped with a vehicle deceleration control device. The configuration of the vehicle of the second embodiment is the same as the configuration of the vehicle of the first embodiment shown in FIG. The processing contents in the second embodiment are basically the same as the processing contents in the first embodiment shown in FIGS.
However, in the second embodiment, the correction of the countdown rate (setting of the countdown unit) is performed based on different standards.

In the following description, unless otherwise noted, the configuration and processing contents of the second embodiment are the same as the configuration and processing contents of the first embodiment.
In the second embodiment, the difference between the position of the host vehicle (hereinafter referred to as the positioning position) based on the GPS information and the position of the host vehicle displayed on the map of the navigation device 14 (hereinafter referred to as the display position) is used as a reference. Set the unit to count down. Here, the display position is a vehicle position on the map specified by map matching.

First, the braking / driving force control unit 8 calculates the difference between the positioning position and the display position. For example, the braking / driving force control unit 8 calculates the difference between the positioning position and the display position by the following equation (18), which is a general equation for calculating the geodesic line length (error distance between two points) S.
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 )
... (18)

Here, (x ₁ , y ₁ ) is the coordinates of a certain 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, the GPS coordinates (positioning position) of the host vehicle (x ₁ , y ₁ ) = (10, 30), and the host vehicle position display map coordinates (display position) (x ₂ , y ₂ ) = (20, 50), the geodesic length S is 22.363 m. Note that, as described above, the present invention is not limited to using the planar rectangular coordinate system, and the difference between the positioning position and the display position can be calculated by other calculation methods.

Subsequently, the braking / driving force control unit 8 sets a unit to count down based on the difference between the positioning position calculated as described above and the display position.
FIG. 11 shows the correspondence between the difference (error distance) between the positioning position and the display position and the countdown unit. As shown in FIG. 11, the greater the difference between the positioning position and the display position, the smaller the countdown unit.
The braking / driving force control unit 8 sets a countdown unit based on the difference between the positioning position and the display position, using FIG. 11 (table or the like).

(Operation and action)
In particular, in the case of the second embodiment, the braking / driving force control unit 8 sets the countdown unit based on the difference (error distance) between the positioning position and the display position. Specifically, the braking / driving force control unit 8 decreases the countdown unit (decreases the countdown rate) as the difference between the positioning position and the display position increases. As a result, as the difference between the positioning position and the display position increases, the counter value of the matching counter 8a tends to increase. As a result, the actual road travel accuracy kd is easily set to zero, so that the alarm and the automatic deceleration control are difficult to operate.

The braking / driving force control unit 8 can also set the count-up unit in the matching free state based on the difference between the positioning position and the display position. In this case, the braking / driving force control unit 8 increases the count-up unit (increases the count-up rate) as the difference between the positioning position and the display position increases. As a result, as the difference between the positioning position and the display position increases, the counter value of the matching counter 8a tends to increase. As a result, the actual road travel accuracy kd is easily set to zero, so that the alarm and the automatic deceleration control are difficult to operate.
In the second embodiment, the braking / driving force control unit 8 (the first function) is realized as a position difference corresponding state quantity correcting means.

(Effect of 2nd Embodiment)
(1) The position difference corresponding state quantity correction means is based on the matching state quantity calculated by the matching state quantity calculation means based on the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means. The difference from the matching free state quantity calculated by the matching free state quantity calculating means is corrected.
Specifically, the position difference corresponding state quantity correction means makes the countdown unit in the matching on state smaller when the difference between the positioning position and the display position is large than when the difference is small (the countdown rate is reduced). Small). Alternatively, when the difference between the positioning position and the display position is large, the position difference corresponding state quantity correction means increases the count-up unit in the matching free state rather than the difference is small (the count-up rate is increased). is doing).
As a result, the vehicle deceleration control device reduces the deceleration based on the road on which the vehicle is not actually traveling when the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means is large. Deceleration control can be suppressed because the possibility of performing control is high.

(2) The position difference corresponding count value correcting means corrects the count value to be larger as the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means is larger.
As a result, the vehicle deceleration control device reduces the deceleration based on the road on which the vehicle is not actually traveling when the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means is large. Deceleration control can be suppressed because the possibility of performing control is high.
Moreover, the vehicle deceleration control device can realize such suppression of deceleration control by a simple process such as only correcting the count value.

(Third embodiment)
(Constitution)
As in the first embodiment, the third embodiment is a vehicle equipped with a vehicle deceleration control device. The configuration of the vehicle of the third embodiment is the same as the configuration of the vehicle of the first embodiment shown in FIG. The processing contents in the third embodiment are basically the same as the processing contents in the first embodiment shown in FIG.
However, in the third embodiment, the actual road travel accuracy kd is set based on a different standard from the above-described embodiment.
In the following description, unless otherwise specified, the configuration and processing content of the third embodiment are the same as the configuration and processing content of the first embodiment.
In the third embodiment, the actual road travel accuracy kd is set without using the matching counter 8a. Specifically, in the third embodiment, the actual road travel accuracy kd is set based on the difference in road type (difference in road type corresponding value).

FIG. 12 shows the procedure of the setting process. As shown in FIG. 12, first, in step S61, the braking / driving force control unit 8 acquires the latest road type.
Subsequently, in step S62, the braking / driving force control unit 8 obtains a road type immediately before the latest road type. For example, if the matching is in the free state at the present time, the latest road type is the road type information in the previous matching on state, and the road type immediately before the latest road type is the road in the previous matching on state. It becomes a type. If the matching is on at the present time, the latest road type is the road type of the road that is currently in the matching on state, and the road type immediately before the latest road type is the road in the previous matching on state. It becomes a type. Here, the braking / driving force control unit 8 refers to the change history of the road type information and acquires the road type.

  Subsequently, in step S63, the braking / driving force control unit 8 sets the actual road travel accuracy kd. Therefore, the braking / driving force control unit 8 first determines the road type corresponding value corresponding to the latest road type obtained in step S61 and 1 of the latest road type obtained in step S62 based on FIG. A road type corresponding value corresponding to the previous road type is acquired. Furthermore, the braking / driving force control unit 8 calculates the difference (absolute value) between the road type corresponding value corresponding to the acquired latest road type and the road type corresponding value corresponding to the road type immediately before the latest road type. get. Then, the braking / driving force control unit 8 sets the actual road travel accuracy kd based on the difference between the acquired road type corresponding values.

FIG. 13 shows the correspondence between the difference between the road type correspondence values and the actual road travel accuracy kd. As shown in FIG. 13, the actual road travel accuracy kd decreases as the difference between the road type corresponding values increases. At this time, the actual road travel accuracy kd varies between 0 and 1 according to the road type corresponding value.
The braking / driving force control unit 8 sets the actual road travel accuracy kd based on the difference in road type (difference in road type corresponding value) using FIG. 13 (table or the like).

(Operation and action)
In particular, in the case of the third embodiment, the braking / driving force control unit 8 sets the actual road travel accuracy kd based on the difference between the road type corresponding values. Specifically, the braking / driving force control unit 8 decreases the actual road travel accuracy kd as the difference between the road type corresponding values increases. As a result, the greater the difference between the road type corresponding values, the easier it is for the actual road travel accuracy kd to be set to zero, so that the alarm and the automatic deceleration control are less likely to operate.
In the third embodiment, the processing of FIG. 12 by the braking / driving force control unit 8 corresponds to the accuracy calculation means.

(Effect of the third embodiment)
(1) The history information storage means stores the change history of the road type of the road that matches the vehicle position on the map specified by the map matching means.
Then, the accuracy calculation means corrects (sets) the accuracy based on the difference between the latest road type in the change history and the road type immediately before the latest road type.
Specifically, the accuracy calculation means decreases the actual road travel accuracy kd when the difference between the road type correspondence values is large than when the difference is small.
As a result, the vehicle deceleration control device has a high possibility of performing deceleration control based on a road on which the vehicle is not actually traveling when the road type changes greatly or when the road type changes frequently. Deceleration control can be suppressed.

(Fourth embodiment)
(Constitution)
As in the first embodiment, the fourth embodiment is a vehicle equipped with a vehicle deceleration control device. The configuration of the vehicle of the fourth embodiment is the same as the configuration of the vehicle of the first embodiment shown in FIG. The processing content in the fourth embodiment is basically the same as the processing content in the first embodiment shown in FIG.
However, in the fourth embodiment, the actual road travel accuracy kd is set based on a different standard from the above-described embodiment.
In the following description, unless otherwise specified, the configuration and processing contents of the fourth embodiment are the same as the configuration and processing contents of the first embodiment.
In the fourth embodiment, as in the third embodiment, the actual road travel accuracy kd is set without using the matching counter 8a. Specifically, in the fourth embodiment, the actual road travel accuracy kd is set based on the difference between the positioning position and the display position.

FIG. 14 shows the procedure of the setting process. As shown in FIG. 14, first, in step S71, the braking / driving force control unit 8 detects a positioning position.
Subsequently, in step S72, the braking / driving force control unit 8 detects the display position. For example, the braking / driving force control unit 8 detects the positioning position and the display position in the matching free state.

Subsequently, in step S73, the braking / driving force control unit 8 sets the actual road travel accuracy kd based on the difference between the positioning position detected in step S71 and step S72, respectively, and the display position.
FIG. 15 shows the correspondence between the difference between the positioning position and the display position and the actual road travel accuracy kd. As shown in FIG. 15, the actual road travel accuracy kd decreases as the difference between the positioning position and the display position increases. At this time, the actual road travel accuracy kd changes between 0 and 1 according to the difference between the positioning position and the display position.
The braking / driving force control unit 8 sets the actual road travel accuracy kd based on the difference between the positioning position and the display position using FIG. 15 (table or the like).

(Operation and action)
In particular, in the case of the fourth embodiment, the braking / driving force control unit 8 sets the actual road travel accuracy kd based on the difference between the positioning position and the display position. Specifically, the braking / driving force control unit 8 decreases the actual road travel accuracy kd as the difference between the positioning position and the display position increases. As a result, the greater the difference between the positioning position and the display position, the easier it is for the actual road travel accuracy kd to be set to zero, so that the alarm and automatic deceleration control are less likely to operate.
In the fourth embodiment, the processing of FIG. 14 by the braking / driving force control unit 8 corresponds to the accuracy calculation means.

(Effect of the fourth embodiment)
(1) The accuracy calculation means corrects (sets) the accuracy based on the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means.
Specifically, the accuracy calculation means decreases the actual road travel accuracy kd when the difference between the positioning position and the display position is large, compared to when the difference is small.
As a result, when the difference between the positioning position and the display position is large, the vehicle deceleration control device suppresses the deceleration control because it is highly likely that the vehicle will perform deceleration control based on the road shape on which the vehicle is not actually traveling. it can.

(Fifth embodiment)
(Constitution)
The fifth embodiment is a vehicle equipped with a vehicle deceleration control device, as in the first embodiment. The configuration of the vehicle of the fifth embodiment is the same as the configuration of the vehicle of the first embodiment shown in FIG. The processing contents in the fifth embodiment are basically the same as the processing contents in the first embodiment shown in FIG.
However, in the fifth embodiment, the actual road travel accuracy kd is set based on a different standard from the previous embodiment.

In the following description, unless otherwise noted, the configuration and processing contents of the fifth embodiment are the same as the configuration and processing contents of the first embodiment.
In the fifth embodiment, the braking / driving force control unit 8 uses the actual road travel accuracy kd obtained using the matching counter 8a and the actual road travel accuracy kd obtained separately from the matching counter 8a to A running accuracy kd is set. Specifically, the braking / driving force control unit 8 determines the actual road travel accuracy kd acquired by the matching counter 8a as in the first or second embodiment, and the road type as in the third embodiment. The actual road travel accuracy kd is set based on the actual road travel accuracy kd acquired based on the difference.

  In the first embodiment, the braking / driving force control unit 8 counts up or down the matching counter 8a based on the difference in road type. In the second embodiment, the braking / driving force control unit 8 counts up or down the matching counter 8a based on the difference between the positioning position and the display position.

FIG. 16 shows a processing procedure for setting the actual road travel accuracy kd in the fifth embodiment. As shown in FIG. 16, first in step S81, the braking / driving force control unit 8 sets the actual road travel accuracy kd (hereinafter referred to as the first actual road travel accuracy kd1) based on the counter value of the matching counter 8a. (See FIG. 7 above).
Subsequently, in step S82, the braking / driving force control unit 8 sets the actual road travel accuracy kd (hereinafter referred to as the second actual road travel accuracy kd2) based on the difference in road type (difference in road type corresponding value). (See FIG. 12).
In step S83, the braking / driving force control unit 8 sets a final actual road travel accuracy kd based on the first and second actual road travel accuracy kd1 and kd2 set in steps S81 and S82. . Specifically, the braking / driving force control unit 8 calculates the final actual road travel accuracy kd using the following equation (19).
kd = kd1 · kd2 (19)

(Operation and action)
In particular, in the case of the fifth embodiment, as the difference between the road type corresponding values increases, the count-up rate increases or the count-down rate decreases, so the counter value of the matching counter 8a tends to increase. In addition, as the difference between the road type correspondence values increases, the actual road travel accuracy kd tends to decrease. As a result, the greater the difference between the road type correspondence values, the easier it is for the actual road travel accuracy kd to be set to zero, so that the alarm and automatic deceleration control are less likely to operate.
In the fifth embodiment, the processing of FIG. 16 by the braking / driving force control unit 8 corresponds to the accuracy calculation means.

(Effect of 5th Embodiment)
(1) The accuracy calculation means corrects the accuracy based on the difference between the latest road type in the change history and the road type immediately before the latest road type.
In other words, in the fifth embodiment, the vehicle deceleration control device finally determines the actual road travel accuracy kd acquired by the matching counter 8a and the actual road travel accuracy kd acquired based on the difference in road type. The actual road travel accuracy kd is set in FIG. As a result, the vehicle deceleration control device realizes the correction of accuracy based on the difference between the latest road type in the change history and the road type immediately before the latest road type.
Thereby, the vehicle deceleration control device adds the actual road travel accuracy kd obtained from the difference between the road type corresponding values to the actual road travel accuracy kd obtained from the matching counter 8a (as a correction result), and finally The road running accuracy kd can be set.

(Sixth embodiment)
(Constitution)
As in the first embodiment, the sixth embodiment is a vehicle equipped with a vehicle deceleration control device. The configuration of the vehicle of the fifth embodiment is the same as the configuration of the vehicle of the first embodiment shown in FIG. The processing contents in the sixth embodiment are basically the same as the processing contents in the first embodiment shown in FIG.
However, in the sixth embodiment, the actual road travel accuracy kd is set based on a different standard from the above-described embodiment.
In the following description, unless otherwise specified, the configuration and processing contents of the sixth embodiment are the same as the configuration and processing contents of the first embodiment.
In the sixth embodiment, as in the fifth embodiment, using the actual road travel accuracy kd obtained using the matching counter 8a and the actual road travel accuracy kd obtained separately from the matching counter 8a, The actual road travel accuracy kd is set.

However, in the sixth embodiment, the actual road travel accuracy kd acquired by the matching counter 8a as in the first or second embodiment, and the positioning position and the display position as in the fourth embodiment. Based on the actual road travel accuracy kd acquired based on the difference, the actual road travel accuracy kd is set.
FIG. 17 shows a processing procedure for setting the actual road travel accuracy kd in the sixth embodiment. As shown in FIG. 17, first, in step S91, the braking / driving force control unit 8 sets the actual road travel accuracy kd (first actual road travel accuracy kd1) based on the counter value of the matching counter 8a (see FIG. 7). reference).

Subsequently, in step S92, the braking / driving force control unit 8 sets the actual road travel accuracy kd (hereinafter referred to as the third actual road travel accuracy kd3) based on the difference between the positioning position and the display position (see FIG. 3). 14).
In step S93, the braking / driving force control unit 8 sets a final actual road travel accuracy kd based on the first and third actual road travel accuracy kd1 and kd3 set in steps S91 and S92. . Specifically, the braking / driving force control unit 8 calculates the final actual road travel accuracy kd using the following equation (20).
kd = kd1 · kd3 (20)

(Operation and action)
In particular, in the case of the sixth embodiment, as the difference between the road type correspondence values increases, the count-up rate increases or the count-down rate decreases, so the counter value of the matching counter 8a tends to increase. In addition, as the difference between the positioning position and the display position increases, the actual road travel accuracy kd tends to decrease. As a result, the greater the difference between the road type correspondence values, and the greater the difference between the positioning position and the display position, the easier the actual road travel accuracy kd is set to zero. It becomes difficult.
In the sixth embodiment, the processing of FIG. 17 by the braking / driving force control unit 8 corresponds to the accuracy calculation means.

(Effect of 6th Embodiment)
(1) The accuracy calculation means corrects the accuracy based on the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means.
That is, in the sixth embodiment, the vehicle deceleration control device is based on the actual road travel accuracy kd acquired by the matching counter 8a and the actual road travel accuracy kd acquired based on the difference between the positioning position and the display position. Finally, the actual road travel accuracy kd is set. Thereby, the deceleration control apparatus for vehicles has implement | achieved the correction | amendment of the accuracy performed based on the difference of the vehicle position measured by the positioning means, and the vehicle position on the map which the map matching means specified.
Thus, the vehicle deceleration control device adds the actual road travel accuracy kd obtained from the difference between the positioning position and the display position to the actual road travel accuracy kd obtained from the matching counter 8a (as a correction result), and finally It becomes possible to set the actual road travel accuracy kd.

(Seventh embodiment)
(Constitution)
As in the first embodiment, the seventh embodiment is a vehicle equipped with a vehicle deceleration control device. The configuration of the vehicle of the seventh embodiment is the same as the configuration of the vehicle of the first embodiment shown in FIG. The processing contents in the seventh embodiment are basically the same as the processing contents in the first embodiment shown in FIG.
However, in the seventh embodiment, a part of the processing of FIG. 7 in the first embodiment is different. In the description below,
Unless otherwise specified, the configuration and processing contents of the seventh embodiment are the same as the configuration and processing contents of the first embodiment.

FIG. 18 is a processing procedure corresponding to FIG. 7 and shows a processing procedure of the braking / driving force control unit 8 in the seventh embodiment.
As shown in FIG. 18, the processing of step S61 to step S64 is newly provided for the processing of FIG.
As shown in FIG. 18, in step S <b> 31, the braking / driving force control unit 8 determines whether or not it is in a matching free state. Here, when the matching state information is OFF, the braking / driving force control unit 8 determines that the state is the matching free state, and proceeds to step S32 as in the first embodiment. If not, that is, if the matching state information is ON, the braking / driving force control unit 8 proceeds to step S61.

  In step S61, the braking / driving force control unit 8 determines whether or not the current traveling position of the host vehicle is a highway service area (SA) or a parking area (PA). The braking / driving force control unit 8 acquires service area and parking area information as map information from the navigation device 14, and the position obtained by converting the position of the vehicle measured by GPS into the position on the map is the service area ( SA) or whether it is on the parking area (PA).

Note that the distance between the normal highway service area (SA) or parking area (PA) and the main highway (running road) is large relative to the GPS measurement error, and even if a measurement error occurs in the GPS, It is possible to determine whether the vehicle is on a highway service area (SA) or parking area (PA).
Here, the braking / driving force control unit 8 proceeds to step S62 when the current traveling position of the host vehicle is the service area or the parking area. If not, that is, if the current travel position of the host vehicle is neither the service area nor the parking area, the braking / driving force control unit 8 proceeds to step S36.

  In step S62, the braking / driving force control unit 8 determines whether the host vehicle speed V is equal to or less than the speed threshold value, or the accelerator opening degree θt is equal to or less than the opening degree threshold value. For example, the speed threshold value and the opening threshold value are values set by experimental values, empirical values, or theoretical values. The speed threshold value and the opening degree threshold value are values for determining the traveling state of the vehicle when the driver does not intend to accelerate but the driver is driving the host vehicle at a low speed. In the present embodiment, the speed threshold is 60 km / h, and the opening threshold is 5%.

  Here, the braking / driving force control unit 8 performs automatic deceleration control when the host vehicle speed V is 60 km / h or less (V ≦ 60 km / h) or when the accelerator opening θt is 5% or less (θt ≦ 5%). In step S32, the control is unnecessary. If not (V> 60 km / h and θt> 5%), the braking / driving force control unit 8 proceeds to step S36.

In step S32, the braking / driving force control unit 8 determines whether or not the traveling condition for counting up is satisfied, as in the first embodiment. Here, the braking / driving force control unit 8 proceeds to step S63 when the traveling condition for counting up is satisfied. The braking / driving force control unit 8 proceeds to step S36 when the traveling condition for counting up is not satisfied.
In step S63, in the matching free state, the braking / driving force control unit 8 has the own vehicle speed V of 60 km / h (speed threshold value) or less, or the accelerator opening θt is 5% (opening) in the matching free state. Threshold value) or less.

  Specifically, in step S63, the braking / driving force control unit 8 first obtains a determination result of the matching free state in step S31, and determines whether or not the process proceeds to step S63. The braking / driving force control unit 8 proceeds to step S65 when the determination result of the matching free state is not obtained in step S31. Further, when the braking / driving force control unit 8 obtains the result of the matching free state in step S31, it is determined whether or not the host vehicle speed V is 60 km / h or less, or the accelerator opening θt is 5% or less. Determine. Here, the braking / driving force control unit 8 determines that the host vehicle speed V is 60 km / h (speed threshold value) or less, or the accelerator opening degree θt is 5% (opening threshold value) or less. move on. Otherwise, the braking / driving force control unit 8 proceeds to step S65.

In step S64, the braking / driving force control unit 8 sets an upper limit value of the counter value. The upper limit value is a value that limits an increase in the counter value of the matching counter 8a. Specifically, the braking / driving force control unit 8 sets the upper limit value such that the count value reaches a predetermined threshold value from the upper limit value after 15 seconds have elapsed since the matching counter 8a started counting down. That is, the braking / driving force control unit 8 sets the upper limit value so that the actual road travel accuracy kd1 becomes 1 or the suppression of the automatic deceleration control is released after 15 seconds from the start of the countdown. do.
The setting of the upper limit value can also be realized by correcting to reduce a preset value (an initial set upper limit value (for example, an upper limit value of 16 seconds or more)).

After setting the upper limit as described above, the braking / driving force control unit 8 proceeds to step S34.
In step S65, the braking / driving force control unit 8 determines whether or not an upper limit value traveling condition is satisfied as the same process as in step S33. For example, the braking / driving force control unit 8 determines that the upper-limit value traveling condition is satisfied when a predetermined time (for example, 1 minute) has elapsed from the time when the matching free state is reached. Here, the braking / driving force control unit 8 proceeds to step S36 in order not to count up when the upper limit value limiting traveling condition is satisfied. On the other hand, if the braking / driving force control unit 8 does not satisfy the upper limit value travel condition, the process proceeds to step S34.

(Operation and action)
In particular, in the seventh embodiment, even when the braking / driving force control unit 8 is in the matching-on state, the current travel position of the host vehicle is the service area or the parking area, and the host vehicle speed V is 60 km / h or less, or the accelerator opening degree. When θt is 5% or less, the count is incremented. The order of processing at this time is step S31, step S61, step S62, step S32, step S64, step S65, step S35, and step S36.

The braking / driving force control unit 8 suppresses the operation of the automatic deceleration control by such count-up.
FIG. 19 is a diagram for explaining an operating state of automatic deceleration control in a service area or the like.
Here, the driver usually tends to drive the vehicle at a relatively low speed without intention to accelerate in the service area or the like. For this reason, when the driver is traveling with the vehicle speed V set to 60 km / h or less without intention to accelerate, as shown in FIG. The operation of automatic deceleration control is suppressed for each curve at. As a result, the driver can smoothly drive the host vehicle in the service area or the like.

Further, even when the driver is not accelerating and is driving the host vehicle with the accelerator opening θt being 5% or less, as shown in FIG. Suppresses the operation of automatic deceleration control for each curve of the road.
As shown in FIG. 19, if the vehicle speed V is greater than 60 km / h and the accelerator opening θt is greater than 5% immediately after entering the service area or the like on the highway, the vehicle deceleration The control device operates the automatic deceleration control as usual. Thereby, the deceleration control apparatus for vehicles operates automatic deceleration control as usual with respect to the curve immediately after approaching into a service area etc.

As described above, the vehicle deceleration control device is required to have the host vehicle speed V of 60 km / h or less or the accelerator opening θt of 5% or less. When the speed drops, the operation of automatic deceleration control can be suppressed. That is, the vehicle deceleration control device can prevent the automatic deceleration control from operating unnecessarily.
Further, in the seventh embodiment, the braking / driving force control unit 8 has the upper limit value when the host vehicle speed V is 60 km / h or less or the accelerator opening θt is 5% or less in the matching free state. Setting is made (step S63 → step S64).
The braking / driving force control unit 8 prevents the automatic deceleration control from being carelessly suppressed by setting such an upper limit value.

FIG. 20 shows an example of the matching state during traveling in the parking lot and when traveling on the road adjacent to the parking lot is started again.
As shown in FIG. 20, there is a case where the host vehicle travels in a parking lot adjacent to a general road and enters a matching free state. Usually, in the map information of the navigation device 14, a parking lot adjacent to a general road is not handled as a road. Therefore, when the vehicle travels in the parking lot, the navigation device 14 enters a matching free state.
In addition, the driver usually tends to drive the vehicle at a relatively low speed without intention to accelerate in the parking lot.

  As a result, when the driver is driving in the parking lot and the host vehicle is traveling at a vehicle speed V of 60 km / h or less without intention to accelerate, the vehicle deceleration control device is in a matching-free state. If so, set the upper limit. In addition, since the driver is in a parking lot, the vehicle deceleration control device is in a matching-free state even when the vehicle is traveling with an accelerator opening θt of 5% or less without intention to accelerate. In this case, an upper limit value is set.

On the other hand, the vehicle deceleration control device counts up according to the travel time and the travel distance while traveling in the parking lot by being in the matching free state (step S35). In this example, it is assumed that the counter value has reached the upper limit value due to this count-up.
Then, it is assumed that, after the vehicle has left the parking lot, as shown in FIG. 20, the navigation device 14 is again in a matching-on state with respect to the road adjacent to the parking lot. Then, when the vehicle continues to travel on the road, the vehicle deceleration control device reduces the count value to a predetermined threshold value or less in about 15 seconds from the upper limit value by counting down.

Here, for example, it is assumed in step S32 that the determination is made based on the predetermined travel time, the predetermined travel time is 1 second, and the countdown rate is 1. Assuming that, the braking / driving force control unit 8 repeats the process of FIG. 18 15 times, so that the count value reaches the predetermined threshold value from the upper limit value in 15 seconds.
Thus, when the count value reaches a predetermined threshold value, the vehicle deceleration control device sets the automatic deceleration control to a normal operable state.

  From the above, even if the vehicle is in a matching free state while traveling in the parking lot, the driver is in the parking lot, but the driver does not intend to accelerate but drives the vehicle with a willingness to travel. If this is the case, the increasing counter value stops at the set upper limit value. After that, when the vehicle leaves the parking lot and starts traveling on the adjacent road and enters the matching-on state again with the navigation device 14, the vehicle deceleration control device can perform automatic deceleration control normally after 15 seconds. Return to the state. As a result, when the vehicle deceleration control device detects a curve to be controlled, the vehicle deceleration control device operates automatic deceleration control on the curve as usual. As described above, the vehicle deceleration control device prevents the automatic deceleration control from being inadvertently suppressed.

In addition, immediately after leaving the parking lot, the navigation device 14 may be in a matching-on state with respect to another road instead of the road adjacent to the parking lot. However, in the case of a general road, the normal navigation device 14 can be brought into a matching-on state on the original road on which the vehicle travels in a relatively short time. On the other hand, the vehicle deceleration control device suppresses the operation of automatic deceleration control for at least 15 seconds until the counter value reaches a predetermined threshold value. As a result, the vehicle deceleration control device can prevent the automatic deceleration control from operating in an erroneous matching state that occurs within a relatively short time after leaving the parking lot.
In the seventh embodiment, the process of step S64 of the braking / driving force controller 8 corresponds to an upper limit setting unit.

(Effect of 7th Embodiment)
(1) When the elapsed time counting means determines that the vehicle is traveling in the service area or parking area of the highway and the vehicle speed is equal to or less than a preset vehicle speed threshold, In accordance with the time when the position of the road and the vehicle position on the map specified by the map matching means match, an addition is performed instead of a reduction.
Then, the accuracy calculation means calculates the accuracy of map matching to be lower and the target deceleration to be smaller as the count value of the counter subtracted and added by the elapsed time corresponding counting means is larger.
As a result, the vehicle deceleration control device reduces the target deceleration even in the matching-on state when the driver does not intend to accelerate but is traveling with the vehicle intention in the service area or the like. It is possible to prevent the automatic deceleration control from being operated unnecessarily.

(2) When the elapsed time counting means determines that the vehicle is traveling in the service area or parking area of the highway and the accelerator opening of the vehicle is equal to or less than a preset opening threshold, the matching state As an amount, an addition is performed instead of a reduction according to the time when the position of the road on the map matches the vehicle position on the map specified by the map matching means.
Then, the accuracy calculation means calculates the accuracy of map matching to be lower and the target deceleration to be smaller as the count value of the counter subtracted and added by the elapsed time corresponding counting means is larger.
As a result, the vehicle deceleration control device reduces the target deceleration even in the matching-on state when the driver does not intend to accelerate but is traveling with the vehicle intention in the service area or the like. It is possible to prevent the automatic deceleration control from being operated unnecessarily.

(3) When the distance correspondence counting means determines that the vehicle is traveling in the service area or parking area of the highway and the vehicle speed is equal to or less than a preset vehicle speed threshold, In accordance with the travel distance of the vehicle in a state where the position of the road and the vehicle position on the map specified by the map matching means match, addition is performed instead of reduction.
Then, the accuracy calculation means calculates the accuracy of map matching to be lower and decreases the target deceleration as the count value of the counter subtracted and added by the distance correspondence counting means is larger.
As a result, the vehicle deceleration control device reduces the target deceleration even in the matching-on state when the driver does not intend to accelerate but is traveling with the vehicle intention in the service area or the like. It is possible to prevent the automatic deceleration control from being operated unnecessarily.

(4) When the distance correspondence counting means determines that the vehicle is traveling in the service area or parking area of the highway and the accelerator opening of the vehicle is equal to or less than a preset opening threshold, the matching state quantity As shown, the road position on the map and the vehicle position on the map specified by the map matching means are added in place of the reduction in accordance with the travel distance of the vehicle.
Then, the accuracy calculation means calculates the accuracy of the map matching lower as the count value of the counter subtracted and added by the distance correspondence counting means is larger, and decreases the target deceleration.
As a result, the vehicle deceleration control device reduces the target deceleration even in the matching-on state when the driver does not intend to accelerate but is traveling with the vehicle intention in the service area or the like. It is possible to prevent the automatic deceleration control from being operated unnecessarily.

(5) The upper limit value setting means is in a state where the position of the road on the map and the vehicle position on the map specified by the map matching means do not match, and the vehicle speed is equal to or less than a preset vehicle speed threshold value. If it is determined, the upper limit value of the count value is set.
As a result, the vehicle deceleration control device limits the increase in the count value when the driver is not willing to accelerate but is driving the parking lot with a driving intention even in the matching free state.
As a result, the vehicle deceleration control device can prevent the operation of the automatic deceleration control from being suppressed more than necessary when the vehicle exits the parking lot and starts traveling on the general road again.

(6) The upper limit value setting means is in a state where the position of the road on the map and the vehicle position on the map specified by the map matching means do not match, and the accelerator opening of the vehicle is a preset opening degree. If it is determined that the value is less than or equal to the threshold value, the upper limit value of the count value is set.
As a result, the vehicle deceleration control device limits the increase in the count value when the driver is not willing to accelerate but is driving the parking lot with a driving intention even in the matching free state.
As a result, the vehicle deceleration control device can prevent the operation of the automatic deceleration control from being suppressed more than necessary when the vehicle exits the parking lot and starts traveling on the general road again.

(Modification of the seventh embodiment)
(1) In the seventh embodiment, the upper limit value is set so that the count value reaches a predetermined threshold value 15 seconds after the matching counter 8a starts counting down. That is, the upper limit is set based on the travel time. On the other hand, the upper limit value can be set based on the travel distance. Specifically, the upper limit value is set so that the count value reaches a predetermined threshold when the traveling distance reaches 150 m after the matching counter 8a starts counting down. For example, the distance of 150 m is a count value while continuously running for 15 seconds at a vehicle speed of 30 km / h ((30 (km / h) / 60 (min)) / 4 = 125 (m)). Is a value for reaching a predetermined threshold value.

For example, in step S32, a determination is made based on a predetermined travel distance, and it is assumed that the predetermined travel distance is 10 m and the countdown rate is 1. Under such assumption, the braking / driving force control unit 8 repeats the process of FIG. 18 15 times, so that the count value reaches a predetermined threshold when the vehicle travels 150 m.
As a result, the vehicle deceleration control device can prevent the automatic deceleration control operation from being suppressed more than necessary when the vehicle exits the parking lot and starts traveling on the general road again, using the travel distance as an index.

(2) In the seventh embodiment, when the matching free state is satisfied in step S31 and the vehicle speed V is 60 km / h or less, or the accelerator opening θt is 5% or less, the step S64 is satisfied. An upper limit is set. On the other hand, when the braking / driving force control unit 8 satisfies the requirement, the upper limit value can be limited by prohibiting the count-up of the matching counter 8a by proceeding to step S34.
Accordingly, the vehicle deceleration control device stops counting up when the host vehicle is running at a speed of 60 km / h or less without intention to accelerate because it is a parking lot. As a result, the vehicle deceleration control device suppresses the operation of the automatic deceleration control more than necessary when the vehicle exits the parking lot and starts traveling on the general road again, by the same effect as when the upper limit value is set. Can be prevented.

  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 (20)

Positioning means for positioning the vehicle position;
Map information storage means for storing map information in advance;
Map matching means for performing map matching for identifying the vehicle position on the map of the map information based on the vehicle position measured by the positioning means and the map information stored in the map information storage means;
From the vehicle position on the map specified by the map matching means and the map information, forward curve detection means for detecting a curve curvature ahead of the vehicle,
Target deceleration calculation means for calculating a target deceleration based on the magnitude of the curve curvature detected by the forward curve detection means;
Vehicle speed control means for controlling deceleration of the vehicle based on the target deceleration;
Accuracy calculation means for calculating the accuracy of map matching by the map matching means;
Correction means for correcting the target deceleration to be smaller as the accuracy of map matching calculated by the accuracy calculation means is lower;
A vehicle deceleration control device comprising: A matching state quantity calculating means for calculating a matching state quantity serving as an index of a state in which the position of the road on the map and the vehicle position on the map specified by the map matching means match;
Matching free state quantity calculating means for calculating a matching free state quantity serving as an index of a state where the position of the road on the map and the vehicle position on the map specified by the map matching means do not match,
The accuracy calculating means calculates the accuracy of the map matching based on a difference between the matching state quantity calculated by the matching state quantity calculating means and the matching free state quantity calculated by the matching free state quantity calculating means. The vehicle deceleration control device according to claim 1, characterized in that:   3. The vehicle deceleration control device according to claim 2, wherein the accuracy calculation unit calculates the accuracy of the map matching to be lower as the matching state quantity is smaller than the matching free state quantity. The matching state quantity is decremented over time when the road position on the map matches the vehicle position on the map specified by the map matching means, and the matching free quantity is used as the matching free state quantity. Elapsed time corresponding counting means which is a counter that is added according to the passage of time when the position of the road on the map and the vehicle position on the map specified by the map matching means do not match,
The accuracy calculation means calculates the accuracy of the map matching as the count value of the counter subtracted and added by the elapsed time corresponding counting means is larger. Vehicle deceleration control device. The matching state quantity is decremented according to the travel distance of the vehicle in a state where the position of the road on the map and the vehicle position on the map specified by the map matching means match, and the matching free state The distance correspondence counting means which is a counter that adds as the quantity according to the travel distance of the vehicle in a state where the position of the road on the map and the vehicle position on the map specified by the map matching means do not match Configured as
The accuracy calculation means calculates the accuracy of the map matching lower as the count value of the counter subtracted and added by the distance correspondence counting means is larger. The vehicle deceleration control device according to Item. A history information storage unit that stores a change history of a road type of a road that matches the vehicle position on the map specified by the map matching unit;
The accuracy calculation unit further corrects the accuracy based on a difference between a latest road type in the change history and a road type immediately before the latest road type. The vehicle deceleration control device according to any one of?   The accuracy calculation unit further corrects the accuracy based on a difference between a vehicle position measured by the positioning unit and a vehicle position on a map specified by the map matching unit. The vehicle deceleration control device according to any one of 6.   A history information storage unit that stores a change history of a road type of a road that matches the vehicle position on the map identified by the map matching unit; and a latest road type in a change history stored by the history information storage unit; Based on the difference between the latest road type and the previous road type, the difference between the matching state quantity calculated by the matching state quantity calculating means and the matching free state quantity calculated by the matching free state quantity calculating means The vehicle deceleration control device according to any one of claims 2 to 5, further comprising a road history corresponding state quantity correcting means for correcting.   A history information storage unit that stores a change history of a road type of a road that matches the vehicle position on the map identified by the map matching unit; and a latest road type in a change history stored by the history information storage unit; 6. The vehicle according to claim 4, further comprising road history corresponding count value correcting means for correcting the count value based on a difference between the latest road type and the previous road type. Deceleration control device.   When the road history corresponding count value correcting means does not match the road position on the map and the vehicle position specified by the map matching means, the latest road type in the change history and the latest road type The vehicular deceleration control device according to claim 9, wherein the addend ratio is corrected based on a difference from a previous road type.   Based on the difference between the vehicle position measured by the positioning means and the vehicle position on the map specified by the map matching means, the matching state quantity calculated by the matching state quantity calculating means and the matching free state quantity calculating means are calculated. The vehicle deceleration control apparatus according to any one of claims 2 to 10, further comprising a position difference corresponding state quantity correction unit that corrects a difference from the matching free state quantity.   A position difference corresponding count value correcting unit that performs correction to increase the count value as the difference between the vehicle position measured by the positioning unit and the vehicle position on the map specified by the map matching unit increases. 6. The vehicle deceleration control device according to claim 4, wherein the vehicle deceleration control device is characterized in that:   6. The vehicle deceleration control device according to claim 4, wherein the counting means counts within a limit value.   When it is determined that the vehicle is traveling in a service area or a parking area of an expressway and the vehicle speed is equal to or less than a preset vehicle speed threshold value, the elapsed time corresponding counting means 5. The vehicle deceleration according to claim 4, wherein an addition is performed instead of the decrement according to a time when a position of the road matches a vehicle position on the map specified by the map matching means. Control device.   When the elapsed time corresponding counting means determines that the vehicle is traveling in a service area or a parking area of an expressway and the accelerator opening of the vehicle is equal to or less than a preset opening threshold, the matching state quantity 5. The addition is performed instead of the decrement according to the time when the position of the road on the map and the vehicle position on the map specified by the map matching means match. 14. A vehicle deceleration control device according to 14.   When the distance correspondence counting unit determines that the vehicle is traveling in a service area or a parking area of an expressway and the vehicle speed is equal to or less than a preset vehicle speed threshold value, the matching state quantity is determined on the map. 6. An addend is used instead of the decrement in accordance with the travel distance of the vehicle in a state where the position of the road is coincident with the vehicle position on the map specified by the map matching means. The vehicle deceleration control device described in 1.   When the distance corresponding counting unit determines that the vehicle is traveling in a service area or a parking area of an expressway and the accelerator opening of the vehicle is equal to or less than a preset opening threshold, the matching state quantity is The road position on the map and the vehicle position on the map specified by the map matching means are in accordance with the travel distance of the vehicle, and an addend is used instead of the reduction. The vehicle deceleration control device according to claim 5 or 16.   When the road position on the map and the vehicle position on the map specified by the map matching means do not match, and the vehicle speed is determined to be less than or equal to a preset vehicle speed threshold, the count value The vehicle deceleration control device according to claim 4 or 5, further comprising an upper limit value setting means for setting an upper limit value.   It is determined that the road position on the map does not match the vehicle position on the map specified by the map matching means, and the accelerator opening of the vehicle is equal to or less than a preset opening threshold value. Then, the vehicle deceleration control device according to claim 4, 5 or 18, further comprising an upper limit value setting means for setting an upper limit value of the count value. A first step of performing map matching for identifying a vehicle position on a map of the map information based on the vehicle position measured by the positioning means and the map information stored in advance in the map information storage means;
A second step of detecting a curve curvature ahead of the vehicle from the vehicle position on the identified map and the map information, and calculating the accuracy of the map matching;
A third step of calculating a target deceleration based on the magnitude of the detected curve curvature, and correcting the calculated target deceleration to be smaller as the accuracy of the map matching is lower;
A fourth step of performing deceleration control of the vehicle based on the target deceleration;
A vehicle deceleration control method comprising:

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