JP2010253964A - Traveling control device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling control device of a vehicle, which is immediately applied to a currently prevailing vehicle, perform appropriate vehicle traveling control when receiving an emergency earthquake prompt report, and suppress a panic which is threatening to occur due to the emergency earthquake prompt report. <P>SOLUTION: When receiving an emergency earthquake prompt report and performing earthquake corresponding control, when gas pedal operation amounts AP are increased, the gas pedal operation amounts AP are corrected so that the change amounts of the increase direction decreases (rate of increase is reduced), and corrected gas pedal operation amounts APC are calculated. The driving control of a throttle actuator 31 which controls the throttle valve opening of an engine is performed according to the corrected gas pedal manipulated values APC. As for brake pedal operation amounts BP and a steering angle ST of a steering wheel, corrected brake pedal operation amounts BPC and a corrected steering angle STC are calculated by almost the similar processing. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicle travel control device, and more particularly to a travel control device having a function of receiving an emergency earthquake bulletin transmitted when an earthquake occurs.

  A service that issues emergency earthquake warnings has been provided by the Japan Meteorological Agency since October 1, 2007 for areas where strong earthquakes are expected to reach. This service estimates the epicenter and magnitude of earthquakes from seismic wave data measured by a seismometer at an observation point close to the epicenter immediately after the occurrence of the earthquake, and notifies the seismic intensity expected in the area as quickly as possible. is there.

  Currently, in Japan, there are two types of “Earthquake Early Warning for Advanced Users”, which is detailed, and “Earthquake Early Warning for the general public,” which has improved accuracy and limited content to avoid unnecessary confusion. Earthquake early warning is provided.

  Generally, when an earthquake occurs during driving of a vehicle, it is required to reduce the traveling speed of the vehicle and stop it on the left shoulder. Similarly, when receiving an earthquake early warning, it is recommended to avoid sudden braking and steering, flash the hazard lamp, slow down slowly, and stop on the left shoulder. In particular, since there is a possibility that a vehicle that has not received the earthquake early warning is traveling in the vicinity, attention is strongly urged not to perform a rapid driving operation.

  Patent Document 1 discloses a travel control device for appropriately traveling a vehicle when an earthquake occurs. According to this device, after receiving the earthquake early warning, considering the expected seismic intensity, the area where the collapse is predicted, the situation of surrounding obstacles, the driving situation of surrounding vehicles, considering deceleration, lane change, and stop of the vehicle A travel plan is formulated, and travel control is performed based on the travel plan.

JP 2008-146168 A

  According to the accuracy evaluation reports in the test operation stage in 2004 and 2005, there were relatively many false early earthquake warnings (20 out of 320 were false), or it was not in time for the arrival time of the earthquake (main motion) There are many problems pointed out (11 out of 16 cases with seismic intensity of 5 or less).

  Even if a travel plan is formulated by combining the conditions of vehicles and lanes that run before and after the vehicle and the expected arrival time, the surrounding environment is constantly changing, and the formulated travel plan is not always appropriate. Not always.

  The present invention has been made by paying attention to this point, and can be applied immediately to vehicles that are currently popular, and when the earthquake early warning is received, appropriate vehicle travel control is performed, and is caused by the emergency earthquake early warning. An object of the present invention is to provide a vehicle travel control device that can suppress a panic that is concerned.

  In order to achieve the above object, according to a first aspect of the present invention, there is provided a vehicle travel control device comprising an emergency earthquake early warning receiving means for receiving an emergency earthquake early warning, wherein the driver of the vehicle operates for vehicle travel control. Operation means, operation input amount detection means for detecting an operation input amount (AP, BP, ST) input by the driver via the operation means, and a traveling state of the vehicle corresponding to the operation of the operation means Control actuators (31, 32, 33) for controlling the control actuator, drive means for driving the control actuators according to the operation input amounts (AP, BP, ST), and the earthquake early warning reception means receive the earthquake early warnings. When the operation input amount (AP, BP, ST) increases in the case of reception, the operation input amount (AP, BP, ST) is corrected so that the increase speed decreases. And an earthquake response control means for calculating a correction operation input amount (APC, BPC, STC), and the drive means, when the earthquake response control means is operating, the correction operation input amount (APC, The control actuator is driven according to BPC, STC).

  According to a second aspect of the present invention, in the vehicle travel control apparatus according to the first aspect, the driver further includes an earthquake response control stop switch (16) for stopping the operation of the earthquake response control means. It is characterized by.

  According to a third aspect of the present invention, in the vehicle travel control device according to the first or second aspect, the earthquake response control means performs a low-pass filter process on the operation input amount (AP, BP, ST), The filter means for calculating the post-processing operation input amount (APF, BPF, STF) and the smaller one of the operation input amount (AP, BP, ST) and the post-filtering operation input amount (APF, BPF, STF) are selected. And selection means for outputting the correction operation input amount (APC, BPC, STC).

  According to a fourth aspect of the present invention, in the vehicle travel control apparatus according to any one of the first to third aspects, the emergency earthquake warning includes an estimated arrival time (tPRD) of a main motion of the earthquake. When the reception time (tRCV) at which the earthquake early warning is received is past the estimated arrival time (tPRD), or the time from the reception time (tRCV) to the estimated arrival time (tPRD) is a safe stop time It further comprises an earthquake response control prohibiting means for prohibiting the operation of the earthquake response control means when it is shorter than (TSAFE).

  According to a fifth aspect of the present invention, in the vehicle travel control device according to any one of the first to fourth aspects, when the emergency earthquake warning is received while the vehicle is stopped, the vehicle is started. It further comprises a start prohibiting means for prohibiting.

  According to a sixth aspect of the present invention, in the vehicle travel control apparatus according to any one of the first to fifth aspects, the operating means is at least one of an accelerator pedal, a brake pedal, and a steering wheel of the vehicle. It is characterized by being.

  According to the first aspect of the present invention, in the case of receiving the earthquake early warning, when the operation input amount input by the driver via the operation means increases, the operation input amount is set so that the increase speed decreases. Is corrected to calculate a correction operation input amount, and a control actuator for controlling the traveling state of the vehicle is driven according to the correction operation input amount. Therefore, when the increase rate of the operation input amount is large, the change in the drive amount of the control actuator is suppressed. As a result, an appropriate vehicle travel control is performed at the time of receiving the earthquake early warning, and an effect of suppressing a panic that is feared to be caused by the earthquake early warning is obtained.

  According to the second aspect of the present invention, it is possible to prevent the earthquake response control from being performed by operating the earthquake response control stop switch. It is possible to return to normal traveling control immediately by the switch operation.

  According to the invention of claim 3, by performing the low-pass fill process of the operation input amount, the filtered operation input amount is calculated, and the smaller of the operation input amount and the filtered operation input amount is selected, Output as a correction operation input amount. Therefore, when the operation input amount increases, the post-filtering operation input amount is generally selected (except when the operation input amount is smaller than the filtered operation input amount), while when the operation input amount decreases, Generally, the operation input amount is selected (except when the operation input amount is larger than the post-filtering operation input amount). As a result, it is possible to suppress changes in the drive amount of the control actuator when the increase rate of the operation input amount is large.

  According to the invention described in claim 4, when the earthquake early warning includes the expected arrival time of the main motion of the earthquake, the reception time when the emergency earthquake warning is received is past or is received. When the time from the time to the estimated arrival time is shorter than the safe stop time, the operation of the earthquake response control means is prohibited, so if it does not make sense to start the earthquake response control or if it cannot be stopped safely, it is normal. The traveling control is continued. Therefore, for example, when the vehicle is close to the epicenter, earthquake response control is prohibited, and a quick operation can be performed.

  According to the fifth aspect of the present invention, when the earthquake early warning is received while the vehicle is stopped, the start of the vehicle is prohibited. Therefore, it is possible to avoid starting the vehicle immediately before the earthquake reaches, Can be secured.

  According to the sixth aspect of the present invention, since the operating means is at least one of an accelerator pedal, a brake pedal, and a steering wheel of the vehicle, the accelerator pedal operation, the brake operation, and / or the Or traveling control by steering wheel operation can be performed appropriately.

1 is a block diagram illustrating a configuration of a vehicle travel control apparatus according to an embodiment of the present invention. It is a flowchart of the process which is performed when an earthquake early warning is received and performs the prohibition determination of earthquake response control. It is a flowchart of the process which determines the execution condition of earthquake response control. It is a flowchart of the process which correct | amends the accelerator pedal operation amount (AP) (earthquake response control). It is a time chart for demonstrating the process of FIG. It is a flowchart of the process which correct | amends brake pedal operation amount (BP) (earthquake response control). It is a flowchart of the process which correct | amends the steering angle (ST) of a steering wheel (seismic response control). It is a flowchart of the process which performs start prohibition determination of a vehicle.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a vehicle travel control apparatus according to an embodiment of the present invention. The vehicle is an automobile driven by an internal combustion engine (hereinafter referred to as “engine”), and includes a steering wheel, an accelerator pedal, a brake pedal, an automatic transmission, a range selection lever of the automatic transmission, and an emergency earthquake. A receiving device 1 that receives a breaking news, an earthquake control electronic control unit (hereinafter referred to as “EQC-ECU”) 2 for performing earthquake handling control when the receiving device 1 receives an earthquake early warning, an emergency earthquake And a display unit 3 for displaying information related to the breaking news. The receiving device 1 can receive an emergency earthquake warning for advanced users.

  The EQC-ECU 2 includes an accelerator sensor 11 that detects an accelerator pedal depression amount (hereinafter referred to as “accelerator pedal operation amount”) AP, a steering angle sensor 12 that detects a steering angle ST of a steering wheel, and a brake pedal depression amount (hereinafter referred to as an “accelerator pedal operation amount”). A brake sensor 13 for detecting BP (referred to as “brake pedal operation amount”), a vehicle speed sensor 14 for detecting vehicle speed VP, and a shift position sensor for detecting position (hereinafter referred to as “shift position”) SP of a range selection lever of the automatic transmission. 15 is connected, and detection signals of these sensors are supplied to the EQC-ECU 2. In the present embodiment, the steering angle ST takes a positive value when the steering wheel is operated in the right direction, and takes a negative value when the steering wheel is operated in the left direction.

  The EQC-ECU 2 is connected to a control stop switch 16 for the driver of the vehicle to stop the earthquake response control corresponding to the emergency earthquake warning, and an ON / OFF signal of the control stop switch 16 is connected to the EQC-ECU 2. To be supplied.

  An engine control electronic control unit (hereinafter referred to as “ENG-ECU”) 21, a steering control electronic control unit 22, and a brake control electronic control unit 23 are connected to the output side of the EQC-ECU 2. .

  The EQC-ECU 2 shapes input signal waveforms from various sensors, corrects the voltage level to a predetermined level, converts an analog signal value into a digital signal value, and the like, a central processing circuit (hereinafter “ CPU ”), a storage circuit for storing various calculation programs executed by the CPU, calculation results, and the like, and an output circuit for supplying control signals to the display unit 3, the ENG-ECU 21, and the like.

  The EQC-ECU 2 does not correct the detected accelerator pedal operation amount AP, steering angle ST, and brake pedal operation amount BP except for immediately after receiving the earthquake early warning, and corrects the ENG-ECU 21, STR-ECU 22, and It outputs to BRK-ECU23. When the earthquake early warning is received, the earthquake response control described later is executed, the accelerator pedal operation amount AP, the steering angle ST, and the brake pedal operation amount BP are corrected, and the corrected accelerator pedal operation amount APC and the corrected steering angle STC are corrected. , And a corrected brake pedal operation amount BPC.

  The ENG-ECU 21 generates a throttle valve drive control signal corresponding to the corrected accelerator pedal operation amount APC (equal to the accelerator pedal operation amount AP when there is no correction) supplied from the EQC-ECU 2, and a throttle for driving the engine throttle valve. This is supplied to the control actuator 31. Thereby, the output torque of the engine 1 is controlled according to the corrected accelerator pedal operation amount APC.

  The STR-ECU 22 generates a steering control actuator 32 for driving the steering mechanism by using a drive control signal for the steering mechanism corresponding to the corrected steering angle STC (equal to the steering angle ST when there is no correction) supplied from the EQC-ECU 2. To supply. Thereby, the turning angle of the steered wheels of the vehicle is controlled according to the corrected steering angle STC.

  The BRK-ECU 23 generates a brake control actuator for driving the brake mechanism by using a drive control signal for the brake mechanism in accordance with the corrected brake pedal operation amount BPC (equal to the brake pedal operation amount BP when there is no correction) supplied from the EQC-ECU 2. 33. Thereby, the brake of the vehicle is controlled according to the corrected brake pedal operation amount BPC.

FIG. 2 is a flowchart of the control prohibition determination process. This process is executed by the CPU of the EQC-ECU 2 every predetermined time TCAL (for example, 100 msec).
In step S10, it is determined whether or not the earthquake early warning reception has been received, and when received, the reception flag FRCV is set to “1” (step S11). If not received, the process immediately proceeds to step S12.

  In step S12, it is determined whether or not the reception flag FRCV is “1”. If the answer is negative (NO), the earthquake response control prohibition flag FINH is set to “1” (step S13). When the earthquake response control prohibition flag FINH is set to “1”, execution of the earthquake response control is prohibited.

  When FRCV = 1 in step S12, the process proceeds to step S14, where the current time t is before the time obtained by adding the allowance time ΔT (for example, 10 seconds) to the predicted arrival time tPRD of the main motion included in the emergency earthquake warning. It is determined whether or not there is. If the answer is negative (NO), the reception flag FRCV is returned to “0” (step S15), and the earthquake response control prohibition flag FINH is set to “1” (step S18).

If the current time t is before the time obtained by adding the allowance time ΔT to the estimated arrival time tPRD in step S14, whether or not the time from the reception time tRCV to the estimated arrival time tPRD is shorter than the safe stop time TSAFE of the vehicle. Is determined (step S16). The safe stop time TSAFE is calculated by the following equation (1), for example. KSTP in Equation (1) is a conversion factor that is experimentally determined in advance. That is, the safe stop time TSAFE is set to be proportional to the vehicle speed VP.
TSAFE = kSTP × VP (1)

  Instead of using equation (1), a TSAFE table corresponding to the vehicle speed VP may be set in advance, and the safe stop time TSAFE may be calculated by table search.

  When the answer to step S16 is negative (NO), the earthquake response control prohibition flag FINH is set to “0” (step S17). On the other hand, if the answer to step S16 is affirmative (YES) and the time until the main motion arrives is shorter than the safe stop time TSAFE, the process proceeds to step S18, and the earthquake response control prohibition flag FINH is set to “1”. To do.

FIG. 3 is a flowchart of processing for determining an execution condition of earthquake response control. This process is executed by the CPU of the EQC-ECU 2 every predetermined time TCAL.
In step S21, it is determined whether or not the earthquake response control prohibition flag FINH is “1”. If the answer is negative (NO), it is determined whether or not the control stop switch 16 is in an off state. (Step S22).

  When the answer to step S21 is affirmative (YES) or the answer to step S22 is negative (NO), that is, when the earthquake response control prohibition flag FINH is “1”, or when the control stop switch 16 is on Then, the control execution flag FREQ is set to “0” (step S24).

  On the other hand, when the answer to step S22 is affirmative (YES), the control execution flag FREQ is set to “1”. When the control execution flag FREQ is set to “1”, earthquake response control is executed.

  If the earthquake response control prohibition flag FINH is “0” and the control stop switch 16 is turned off by the processing of FIG. 3, the earthquake response control is executed. Further, as soon as the control stop switch 16 is turned on, the earthquake response control is stopped.

  FIG. 4 is a flowchart of processing for correcting the accelerator pedal operation amount AP and calculating a corrected accelerator pedal operation amount APC. This process is executed by the CPU of the EQC-ECU 2 every predetermined time TCAL.

In step S31, low-pass filter processing is performed on the accelerator pedal operation amount AP, and a filtered accelerator pedal operation amount APF is calculated. Specifically, the accelerator pedal operation amount AP (k) is applied to the following equation (2) to calculate the filtered accelerator pedal operation amount APF.
APF = CFAP × AP (k) + (1−CFAP) × APF (k−1) (2)
Here, CFAP is a filter coefficient, and is set to 0.01, for example. “K” is a discretization time discretized by a predetermined time TCAL that is an execution cycle of this processing, and (k) indicates that it is the current value, but is usually omitted.

  In step S32, it is determined whether or not the control execution flag FREQ is “1”. If the answer is negative (NO), the value of the first transient control counter CTFLT is set to “256” (step S32). S36). The first transient control counter CTFLT is used in steps S34 and S35 described later.

In step S37, the transient control value APTEMP is calculated by the following equation (3). CTNOFLT in Expression (3) is a second transient control counter set to “256” in step S33, and is set to “256” immediately after the earthquake response control is finished.
APTEMP = {APF × CTNOFLT
+ AP (k) × (256-CTNOFLT)} / 256 (3)

  In step S38, the value of the second transient control counter CTNOFLT is decremented by “1”. At this time, limit processing is performed so that the value of the second transient control counter CTNOFLT does not become a negative value.

  Therefore, by repeatedly executing Steps S37 and S38, the transient control value APTEMP is equal to the filtered accelerator pedal operation amount APF immediately after the end of the earthquake response control, and then gradually approaches the accelerator pedal operation amount AP (k). When the value of the second transient control counter CTNOFLT becomes “0”, it coincides with the accelerator pedal operation amount AP (k).

In step S39, the corrected accelerator pedal operation amount APC is calculated by selecting the smaller of the transient control value APTEMP and the accelerator pedal operation amount AP (k) by the following equation (4).
APC = min (APTEMP, AP (k)) (4)

When FREQ = 1 in step S32 and the earthquake response control is executed, the value of the second transient control counter CTNOFLT is set to “256” (step S33). In step S34, the transient control value APTEMP is calculated by the following equation (5). CTFLT in Expression (5) is a first transient control counter that is set to “256” in step S36, and is set to “256” immediately after the earthquake response control is started.
APTEMP = {AP (k) × CTFLT
+ APF × (256−CTFLT)} / 256 (5)

  In step S35, the value of the first transient control counter CTFLT is decremented by “1”. At this time, limit processing is performed so that the value of the first transient control counter CTFLT does not become a negative value. After executing step S35, the process proceeds to step S39.

  Therefore, by repeatedly executing steps S34 and S35, the transient control value APTEMP is equal to the accelerator pedal operation amount AP (k) immediately after the start of the earthquake response control, and thereafter gradually approaches the filtered accelerator pedal operation amount APF. When the value of the first transient control counter CTFLT becomes “0”, it coincides with the post-filter accelerator pedal operation amount APF.

  The corrected accelerator pedal operation amount APC calculated by the processing of FIG. 4 is supplied to the ENG-ECU 21, and drive control of the throttle control actuator is performed according to the corrected accelerator pedal operation amount APC.

FIG. 5 is a time chart for explaining the processing of FIG. 4, and shows an example in which the earthquake response control is started at time t1 and is ended at time t6. 5 (a) to 5 (c) show transitions of the control execution flag FREQ, the value of the first transient control counter CTFLT, and the value of the second transient control counter CTNOFLT, respectively. FIG. The transition of the pedal operation amount AP (solid line L1), the filtered accelerator pedal operation amount APF (broken line L2), and the corrected accelerator pedal operation amount APC (thick broken line L3) is shown. Further, the transient control value APTEMP (one-dot chain line L4) is shown only during the time t1 to t2.

  Between time t1 and t3, the transient control value APTEMP takes a value between the accelerator pedal operation amount AP and the filtered accelerator pedal operation amount APF, but between time t1 and t2, the accelerator pedal operation amount. Since AP is smaller than the transient control value APTEMP, the corrected accelerator pedal operation amount APC is equal to the accelerator pedal operation amount AP.

  Between times t2 and t3, the corrected accelerator pedal operation amount APC is set to the transient control value APTEMP. From time t3 to t6, the transient control value APTEMP is equal to the post-filter accelerator pedal operation amount APF.

  The corrected accelerator pedal operation amount APC is equal to the filtered accelerator pedal operation amount APF from time t3 to t4, is equal to the accelerator pedal operation amount AP from time t4 to t5, and is subjected to filter processing from time t5 to t6. It becomes equal to the rear accelerator pedal operation amount APF.

  When the earthquake response control is completed at time t6, the transient control value APTEMP takes a value between the accelerator pedal operation amount AP and the filtered accelerator pedal operation amount APF until time t8, but is substantially between time t7 and t8. Since it corresponds to the accelerator pedal operation amount AP, the illustration is omitted. The corrected accelerator pedal operation amount APC is set to the transient control value APTEMP from time t6 to time t7, and becomes equal to the accelerator pedal operation amount AP after time t7.

  As described above, according to the process of FIG. 4, during the earthquake response control, when the accelerator pedal operation amount AP increases, the accelerator pedal operation amount AP is smaller than the filtered accelerator pedal operation amount APF. While the accelerator pedal operation amount AP is corrected so that the amount of change in the increase direction decreases (the increase speed decreases), when the accelerator pedal operation amount AP decreases, the accelerator pedal operation amount AP is subjected to the accelerator pedal operation after filtering. The corrected accelerator pedal operation amount APC is calculated by adopting the accelerator pedal operation amount AP as it is except when it is larger than the amount APF. Therefore, a sudden increase in the accelerator pedal operation amount AP is suppressed, and a change in the drive amount of the throttle control actuator is suppressed. As a result, an appropriate engine output control is performed at the time of receiving the earthquake early warning, and an effect of suppressing a panic that is feared to be caused by the earthquake early warning is obtained.

  FIG. 6 is a flowchart of processing for calculating a corrected brake pedal operation amount BPC according to the detected brake pedal operation amount BP. This process is executed by the CPU of the EQC-ECU 2 every predetermined time TCAL. The process shown in FIG. 6 is basically the same process as the process of FIG. 4 and is subsequently executed after the process of FIG.

In step S41 of FIG. 6, the brake pedal operation amount BP is subjected to a low-pass filter process, and the filtered brake pedal operation amount BPF is calculated. Specifically, the brake pedal operation amount BP (k) is applied to the following equation (6) to calculate the filtered brake pedal operation amount BPF.
BPF = CFBP × BP (k) + (1−CFBP) × BPF (k−1) (6)
Here, CFBP is a filter coefficient, and is set to the same value as the filter coefficient CFAP of equation (2), for example. Note that the filter coefficient CFBP may be set to a value different from the filter coefficient CFAP.

In step S42, it is determined whether or not the control execution flag FREQ is "1". If the answer is negative (NO), a transient control value BPTEMP is calculated by the following equation (7) (step S47). The value of the second transient control counter CTNOFLT updated in the process of FIG. 4 is applied to CTNOFLT in Expression (7) as it is.
BPTEMP = {BPF × CTNOFLT
+ BP (k) × (256-CTNOFLT)} / 256 (7)

When FREQ = 1 in step S42, the transient control value BPTEMP is calculated by the following equation (8) (step S44). The value of the first transient control counter CTFLT updated in the process of FIG. 4 is applied as it is to CTFLT in the equation (8).
BPTEMP = {BP (k) × CTFLT
+ BPF × (256−CTFLT)} / 256 (8)

In step S49, the corrected brake pedal operation amount BPC is calculated by selecting the smaller of the transient control value BPTEMP and the brake pedal operation amount BP (k) by the following equation (9).
BPC = min (BPTEMP, BP (k)) (9)

  6, during the earthquake response control, when the brake pedal operation amount BP increases, the change amount in the increasing direction is the same except when the brake pedal operation amount BP is smaller than the filtered brake pedal operation amount BPF. When the brake pedal operation amount BP decreases while the brake pedal operation amount BP decreases, the brake pedal operation amount is excluded except when the brake pedal operation amount BP is greater than the filtered brake pedal operation amount BPF. By adopting BP as it is, the corrected brake pedal operation amount BPC is calculated. Therefore, an abrupt increase in the brake pedal operation amount BP is suppressed, and a change in the drive amount of the brake control actuator 33 is suppressed. As a result, an appropriate brake control is performed at the time of receiving the earthquake early warning, and an effect of suppressing a panic that is feared to be caused by the earthquake early warning is obtained.

  FIG. 7 is a flowchart of a process for calculating the corrected steering angle STC according to the detected steering angle ST. This process is executed by the CPU of the EQC-ECU 2 every predetermined time TCAL. The process shown in FIG. 7 is basically the same process as the process in FIG. 4 and is subsequently executed after the process in FIG. 4 ends.

In step S51 of FIG. 7, a low-pass filter process of the steering angle ST is performed, and a post-filter steering angle STF is calculated. Specifically, the filtered steering angle STF is calculated by applying the steering angle ST (k) to the following equation (10).
STF = CFST × ST (k) + (1−CFST) × STF (k−1) (10)
Here, CFST is a filter coefficient, and is set to the same value as the filter coefficient CFAP of Expression (2), for example. Note that the filter coefficient CFST may be set to a value different from the filter coefficient CFAP.

In step S52, it is determined whether or not the control execution flag FREQ is "1". If the answer is negative (NO), a transient control value STTEMP is calculated by the following equation (11) (step S57). The value of the second transient control counter CTNOFLT updated in the process of FIG. 4 is applied to CTNOFLT in Expression (11) as it is.
STTEMP = {STF × CTNOFLT
+ ST (k) × (256-CTNOFLT)} / 256 (11)

When FREQ = 1 in step S52, the transient control value STTEMP is calculated by the following equation (12) (step S54). The value of the first transient control counter CTFLT updated in the process of FIG. 4 is applied as it is to CTFLT in Expression (12).
STTEMP = {ST (k) × CTFLT
+ STF × (256−CTFLT)} / 256 (12)

In step S59, the absolute value of the corrected steering angle STC is calculated by selecting the smaller of the absolute value of the transient control value STTEMP and the absolute value of the steering angle ST (k) by the following equation (13). The corrected steering angle STC is calculated by (14).
| STC | = min (| STTEMP |, | ST (k) |) (13)
STC = | STC | × ST (k) / | ST (k) | (14)

  7, during the earthquake response control, when the absolute value of the steering angle ST increases, the absolute value | ST | is excluded except when the absolute value | ST | is smaller than the absolute value of the filtered steering angle STF. When the steering angle ST is corrected so that the amount of change in the increasing direction decreases (the increasing speed decreases), while the absolute value of the steering angle ST decreases, the absolute value | ST | The corrected steering angle STC is calculated by adopting the steering angle ST as it is except when it is larger than the absolute value of. Therefore, a rapid increase in the absolute value of the steering angle ST is suppressed, and a change in the drive amount of the steering control actuator 32 is suppressed. As a result, it is possible to perform an appropriate turning control at the time of receiving the earthquake early warning, and to obtain an effect of suppressing a panic that may be caused by the emergency earthquake early warning.

FIG. 8 is a flowchart of a process for making a vehicle start prohibition determination. This process is executed by the CPU of the EQC-ECU 2 every predetermined time TCAL.
In step S61, it is determined whether or not the reception flag FRCV is “1”. If the answer is affirmative (YES), it is determined whether or not the vehicle speed VP is “0” (step S62). . If the answer to step S61 or S62 is negative (NO), the start prohibition flag FSTINH is set to “0” (step S66).

  If the answer to step S62 is affirmative (YES), that is, if the vehicle is stopped, it is determined whether or not the shift position SP is in the P range (step S63). When the answer is affirmative (YES), the start prohibition flag FSTINH is set to “1”. If the answer to step S63 is negative (NO), that is, if the shift position SP is a range other than the P range, it is determined whether or not the start permission flag FST is “1”.

  The start permission flag FST is set to “1”, for example, when the shift position SP is continuously switched between the D range and the N range twice. In such a case, it is recognized that the driver has made a clear start intention display, the process proceeds to step S66, and the start prohibition flag FSTINH is set to “0”.

  When the answer to step S64 is negative (NO), the start prohibition flag FSTINH is set to “1” (step S65).

  Information on the start prohibition flag FSTINH is supplied to the ENG-ECU 21. When the start prohibition flag FSTINH is set to “1”, the ENG-ECU 21 forcibly does not supply an ignition signal to the engine, for example. Prohibit engine start or stop operation.

  As described above, in the present embodiment, when the emergency earthquake warning is received, when the accelerator pedal operation amount AP input by the driver via the accelerator pedal or the like increases, the accelerator pedal is set so that the increasing speed decreases. By correcting the operation amount AP, the corrected accelerator pedal operation amount APC is calculated, and the control actuator 31 that controls the traveling state of the vehicle is driven according to the corrected accelerator pedal operation amount APC. Similarly, the corrected brake pedal operation amount BPC and the corrected steering angle STC are calculated for the brake pedal operation amount BP and the steering angle ST, and the control actuator 32 corresponding to the corrected brake pedal operation amount BPC and the corrected steering angle STC is calculated. , 33 are driven. Therefore, when the acceleration pedal operation amount AP, the brake pedal operation amount BP, and the increasing speed of the absolute value of the steering angle ST are large, changes in the drive amounts of the control actuators 31 to 33 are suppressed. As a result, an appropriate vehicle travel control is performed at the time of receiving the earthquake early warning, and an effect of suppressing a panic that is feared to be caused by the earthquake early warning is obtained.

  In addition, since the driver can turn off the control stop switch 16 so that the earthquake response control is not performed, for example, when it is determined that there is a false alarm, a normal driving is immediately performed by the driver's switch operation. You can return to control.

  Further, by performing a low pass fill process on the accelerator pedal operation amount AP, a filtered accelerator pedal operation amount APF is calculated, and the smaller one of the accelerator pedal operation amount AP and the filtered accelerator pedal operation amount APF is selected, and the corrected accelerator pedal is selected. Output as pedal operation amount APC. The brake pedal operation amount BP is similarly selected, and the steering angle ST having the smaller absolute value is selected from the steering angle ST and the filtered steering angle STF, and is output as the corrected steering angle STC. Therefore, when the accelerator pedal operation amount AP or the brake pedal operation amount BP increases, or when the absolute value of the steering angle ST increases, the post-filter processing accelerator pedal operation amount APF, and the post-filter processing brake pedal operation amount BPF. Alternatively, when the filtered steering angle STF is selected, and the increase rate of the operation input amount AP, BP, or | ST | is large, the change in the drive amount of the control actuator can be suppressed.

  Moreover, when the earthquake early warning reception time tRCV is past the estimated arrival time tPRD, or when the time from the reception time tRCV to the estimated arrival time tPRD is shorter than the safe stop time TSAFE, the earthquake response control is prohibited. When the earthquake response control does not make sense or cannot be stopped safely, normal traveling control is continued. Therefore, for example, when the vehicle is close to the epicenter, earthquake response control is prohibited, and a quick operation can be performed.

  In addition, when an emergency earthquake warning is received while the vehicle is stopped, the vehicle is prohibited from starting in principle, so that it is possible to avoid starting the vehicle immediately before the earthquake arrives and to ensure safety.

  In the present embodiment, the receiving device 1 corresponds to an emergency earthquake warning receiving means, the accelerator pedal, the brake pedal, and the steering wheel correspond to operation means, and the accelerator sensor 11, the steering angle sensor 12, and the brake sensor 13 are operated and input. The EQC-ECU2, the ENG-ECU21, the STR-ECU22, and the BRK-ECU23 correspond to drive means. The EQC-ECU 2 constitutes earthquake response control means, filter means, selection means, earthquake response control prohibition means, and start prohibition means.

  The present invention is not limited to the embodiment described above, and various modifications can be made. For example, in the above-described embodiment, the earthquake response control is performed for all of the accelerator pedal operation amount AP, the brake pedal operation amount BP, and the steering angle ST. However, any one or two of these operation amounts are performed. The earthquake response control may be performed.

Moreover, the structure which can receive the earthquake early warning with a mobile telephone and can input the received earthquake early warning into EQC-ECU2 may be employ | adopted.
In the above-described embodiment, the earthquake early warning and the related information are provided to the driver by the display device, but may be provided by the voice output device.

  In the above-described embodiment, an example in which the margin time ΔT applied to the determination in step S14 in FIG. 2 is 10 seconds has been described. However, the margin time ΔT is set to “0” and the emergency earthquake bulletin reception time tRCV is expected to arrive. When the time tPRD has passed, the earthquake response control prohibition flag FINH may be immediately set to “1”.

  In the above-described embodiment, an example in which a receiving device that can receive an earthquake early warning for advanced users is used. However, the present invention can also be applied to a case where a receiving device that can receive only an earthquake early warning for general users is used. it can. However, since the earthquake early warning for general public does not include the predicted arrival time of the main motion, for example, by adding the maximum time (estimated value) until the arrival of the main motion to the predicted arrival time, for example, the predicted arrival time It is desirable to calculate.

1 Receiving device (Earthquake early warning receiving means)
2 Electronic control unit for earthquake response control (earthquake response control means, filter means, selection means, earthquake response control prohibition means, start prohibition means)
11 Accelerator sensor (operation input amount detection means)
12 Steering angle sensor (operation input amount detection means)
13 Brake sensor (operation input detection means)
16 Control stop switch 21 Electronic control unit for engine control (drive means)
22 Steering control electronic control unit (drive means)
23 Electronic control unit for brake control (drive means)

Claims (6)

In a vehicle travel control device comprising an emergency earthquake bulletin receiving means for receiving an earthquake early warning,
Operating means for the vehicle driver to operate for vehicle travel control;
An operation input amount detection means for detecting an operation input amount input by the driver via the operation means;
A control actuator for controlling the running state of the vehicle in response to an operation of the operating means;
Drive means for driving the control actuator in accordance with the operation input amount;
When the emergency earthquake bulletin receiving unit receives the emergency earthquake bulletin, when the operation input amount increases, the operation input amount is corrected so that the increase speed decreases, thereby correcting the operation input amount. An earthquake response control means for calculating,
The drive control device for a vehicle, wherein the drive means drives the control actuator in accordance with the correction operation input amount when the earthquake response control means is operating.   The vehicle travel control device according to claim 1, further comprising an earthquake response control stop switch for the driver to stop the operation of the earthquake response control means.   The earthquake response control means performs a low-pass fill process of the operation input amount, selects a filter means for calculating a post-filter operation input amount, and selects the smaller of the operation input amount and the post-filter operation input amount, The vehicle travel control apparatus according to claim 1, further comprising a selection unit that outputs the corrected operation input amount.   When the earthquake early warning includes the predicted arrival time of the main motion of the earthquake, the reception time when the emergency earthquake warning is received is past the estimated arrival time, or from the reception time to the estimated arrival time 4. The vehicle travel according to claim 1, further comprising an earthquake response control prohibiting unit that prohibits the operation of the earthquake response control unit when the time is shorter than a safe stop time. 5. Control device.   The vehicle travel according to any one of claims 1 to 4, further comprising a start prohibiting unit that prohibits the start of the vehicle when the emergency earthquake warning is received while the vehicle is stopped. Control device.   6. The vehicle travel control device according to claim 1, wherein the operation means is at least one of an accelerator pedal, a brake pedal, and a steering wheel of the vehicle.

Images