JP2013056667A - Run control device of vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable appropriate switching of control modes when carrying out run control of a vehicle by cooperation of two or more control modes that are different in braking conditions.SOLUTION: The run control device 4 of a vehicle switches the control modes to be adopted based on the run conditions by cooperatively controlling two or more control modes to control of driving and braking of the vehicle under mutually different braking conditions. The threshold of switching from the curve deceleration control mode to the constant speed control mode is changed according to the state of the gradient of the track. Specifically, the threshold is raised more as the gradient is more decline.

Description

  The present invention relates to a vehicle travel control apparatus and a vehicle travel control method that cooperatively control two or more control modes having different braking conditions.

  As a technique for cooperatively controlling two or more control modes, for example, there is a technique described in Patent Document 1. The vehicle travel control device described in Patent Document 1 has two control modes, a constant speed control mode (auto cruise device) and a curve deceleration control mode, as control modes. In the constant vehicle speed control mode, the braking / driving force is controlled so that the vehicle travels at a constant speed based on the set vehicle speed input by the driver. In the curve deceleration control mode, braking control is performed so that the vehicle can pass through a curved road at an appropriate speed. That is, in a traveling state where the front is a curved road or traveling on a curved road, the curve deceleration control mode has a higher priority than the constant vehicle speed control mode.

  In the technique described in Patent Document 1, when a curved road is detected in front of the traveling route during constant speed traveling control at the set vehicle speed Vi, the target vehicle speed Vs that is the maximum speed that can accurately pass through the curved road. Is calculated. When the current vehicle speed V0 is equal to or higher than the target vehicle speed Vs and the vehicle needs to be decelerated, the automatic braking control is performed by adopting the curve braking control mode so as to accurately pass the curved road. On the other hand, if deceleration is not required, the deviation between the vehicle speed Vi selected and the target vehicle speed Vs and the current vehicle speed V0 is calculated. If the deviation ΔV is smaller than the threshold value, the speed is maintained. If the deviation ΔV is larger than the threshold value, automatic acceleration is performed.

Japanese Patent Laid-Open No. 7-125565

The constant speed control mode (auto cruise device) and the curve deceleration control mode have different braking conditions.
In other words, in the curve deceleration control mode, large braking is necessary depending on the vehicle speed in order to ensure traveling on a curved road. For this reason, in the curve deceleration control mode, braking is performed by, for example, engine braking and friction braking by a disc brake device or the like. On the other hand, in the constant speed control mode, braking conditions are set so that braking is as small as engine braking so as not to cause large acceleration / deceleration. Further, the target vehicle speed for determining whether or not to perform braking differs depending on the control mode.

However, in the prior art, when switching between the two control modes under cooperative control, a traveling scene in which the vehicle cannot be decelerated under the braking condition of the constant vehicle speed control mode depending on the gradient state of the road surface, such as a downhill road, is taken into consideration. Not.
In other words, it is assumed that the curve braking control mode is employed in order to accurately pass the curved road in a traveling scene (running state) in which the control is performed before and on the curved road. Subsequently, it is determined that the vehicle has decelerated until it can travel accurately on the curved road, and the curve deceleration control is terminated. When the curve deceleration control is completed, if the vehicle is on a downward slope, acceleration occurs in the vehicle and the vehicle speed increases again. At this time, if the vehicle cannot be decelerated under the braking condition in the constant vehicle speed control mode, the process shifts to the curve deceleration control again. Further, even when the vehicle can be decelerated in the constant vehicle speed control mode, when the condition for switching to the curve deceleration control mode is satisfied due to a delay in deceleration control or the like, the mode is again switched to the curve deceleration control mode.

In particular, in a traveling scene with a long curve section, such control mode switching occurs continuously a plurality of times, and a hunting phenomenon occurs for switching between two control modes for cooperative control. This contributes to an uncomfortable feeling for the vehicle occupant.
The present invention has been made paying attention to the above points, and it is possible to appropriately switch the control mode when the vehicle is travel-controlled in cooperation with two or more control modes having different braking conditions. An object of the present invention is to provide a vehicle travel control device and a vehicle travel control method.

  In order to solve the above-described problems, the present invention is directed to vehicle travel control in which two or more control modes for controlling braking / driving of a vehicle under different braking conditions are coordinated and the control mode to be adopted is switched based on the travel state. It is. Then, the threshold value of the switching condition from the currently adopted control mode to another control mode is changed according to the gradient state of the travel path.

  According to the present invention, when the vehicle is controlled in cooperation with two or more control modes, the control mode can be switched appropriately.

1 is a schematic configuration diagram of a travel control system according to an embodiment of the present invention. It is a block diagram of the constant speed control vehicle speed command value setting part which concerns on embodiment based on this invention. It is a block diagram of the curve deceleration control vehicle speed command value setting part and control mode and target vehicle speed calculating part which concern on embodiment based on this invention. It is a block diagram which shows the vehicle speed control part which concerns on embodiment based on this invention. It is a figure which shows the process of the constant speed control vehicle speed command value setting part which concerns on embodiment based on this invention. It is a figure which shows the process of the curve deceleration control vehicle speed command value setting part which concerns on embodiment based on this invention. It is a figure which shows the process of the target vehicle speed calculating part which concerns on 1st Embodiment based on this invention. It is a figure which shows the process of the target vehicle speed calculating part which concerns on 1st Embodiment based on this invention. It is a figure which shows the operation example which concerns on 1st Embodiment based on this invention. It is a figure which shows the operation example of a comparison. It is a figure which shows the process of the target vehicle speed calculating part which concerns on 2nd Embodiment based on this invention. It is a figure which shows the operation example which concerns on 2nd Embodiment based on this invention. It is a figure which shows the process of the target vehicle speed calculating part which concerns on 2nd Embodiment based on this invention. It is a figure which shows the operation example which concerns on 2nd Embodiment based on this invention.

(First embodiment)
Next, embodiments of the present invention will be described with reference to the drawings.
In the present embodiment, a case in which two control modes of a constant speed control mode and a curve deceleration control mode are cooperatively controlled as a control mode for braking / driving control for vehicle travel control will be described as an example.
In the constant vehicle speed control mode, the braking / driving force is controlled so that the vehicle travels at a constant speed based on the set vehicle speed command value Vset set by the driver. In the curve deceleration control mode, braking control is performed so that the vehicle can pass through a curved road at an appropriate speed. Here, paying attention to braking, in the constant speed control mode, deceleration control is performed with deceleration about the magnitude of engine braking. This is to suppress the driver's uncomfortable feeling due to the increase in deceleration as much as possible. In the curve deceleration control mode, the engine brake and the friction brake are used. That is, the setting of the maximum deceleration at the time of braking differs between the two control modes. Note that differences in braking conditions include not only maximum deceleration but also timing (such as a threshold value) at which braking is started.

(Constitution)
FIG. 1 shows the system configuration of this embodiment.
In the vehicle travel control device 4 of the present embodiment, as shown in FIG. 1, ACCSW 1, wheel speed sensor 2, navigation device 3, travel control device 4, braking / driving means 10 for accelerating / decelerating, Is provided.
The ACCSW 1 outputs a signal for setting a set vehicle speed for constant vehicle speed control to the travel control device 4 by the driver's operation.
The travel control device 4 includes a host vehicle speed calculation unit 5, a constant speed control vehicle speed command value setting unit 6, a curve deceleration control vehicle speed command value setting unit 7, a control mode / target vehicle speed calculation unit 8, and a vehicle speed control unit 9. The constant speed control vehicle speed command value setting unit 6 sets a constant speed control vehicle speed command value Vacc. The curve deceleration control vehicle speed command value setting unit 7 sets a curve deceleration control vehicle speed command value. The control mode / target vehicle speed calculation unit 8 calculates the control mode / target vehicle speed. The vehicle speed control unit 9 outputs a command for vehicle speed control to the braking / driving means 10.

Further, the host vehicle speed calculation unit 5 calculates the host vehicle speed V based on the signal from the wheel speed sensor 2. For example, in the case of a rear-wheel drive vehicle, the wheel speeds Vw1 and Vw2 of the left and right front wheels are acquired, and the average value is calculated as the vehicle speed V as shown in the following equation (1).
V = (Vw1 + Vw2) / 2 (1)
Then, the host vehicle speed calculation unit 5 converts the calculated host vehicle speed V into a constant speed control vehicle speed command value setting unit 6, a curve deceleration control vehicle speed command value setting unit 7, a control mode / target vehicle speed calculation unit 8, and a vehicle speed control unit 9. Output to.
As shown in FIG. 2, the constant speed control vehicle speed command value setting unit 6 includes a vehicle speed setting unit 6A and a constant speed control vehicle speed command value calculation unit 6B.
The vehicle speed setting unit 6A reads the set vehicle speed command value Vset set by the driver based on the signal from the ACCSW1, and outputs the set vehicle speed command value Vset to the constant speed control vehicle speed command value calculation unit 6B.

The constant speed control vehicle speed command value calculation unit 6B calculates a constant speed control vehicle speed command value Vacc based on the set vehicle speed command value Vset and the host vehicle speed V input from the host vehicle speed calculation unit 5. The constant speed control vehicle speed command value calculation unit 6B outputs the calculated constant speed control vehicle speed command value Vacc to the control mode / target vehicle speed calculation unit 8.
As shown in FIG. 3, the curve deceleration control vehicle speed command value setting unit 7 includes a forward road information processing unit 7A, each node point turning vehicle speed calculation unit 7B, each node point target deceleration calculation unit 7C, and curve deceleration control vehicle speed. A command value calculation unit 7D is provided.

  The forward road information processing unit 7A acquires the vehicle position using GPS. Further, the front road information processing unit 7A reads the coordinates of each node point ahead of the host vehicle and the distance from the host vehicle position to each node point based on the navigation device 3 and the host vehicle position. Further, the curvature radius of each node point is calculated based on the vehicle position and each node point coordinate. The calculated radius of curvature of each node point is output to each node point turning vehicle speed calculation unit 7B and curve deceleration control vehicle speed command value calculation unit 7D. Further, the distance to each node point is output to each node point target deceleration calculation unit 7C and curve deceleration control vehicle speed command value calculation unit 7D.

Each node point turning vehicle speed calculation unit 7B calculates each node point turning vehicle speed for turning at a predetermined lateral acceleration at each node point based on the input curvature radius of each node point. Each calculated node point turning vehicle speed is output to each node point target deceleration calculating unit 7C.
Each node point target deceleration calculating unit 7C is input from the own vehicle speed input from the own vehicle speed calculating unit 5, the distance to each node point input from the front road information processing unit 7A, and the input from each said node point turning vehicle speed calculating unit 7B. Each node point target deceleration is calculated based on the turning vehicle speed. The calculated node point target deceleration is output to the curve deceleration control vehicle speed command value calculation unit 7D.

  The curve deceleration control vehicle speed command value calculation unit 7D specifies the node point target deceleration with the maximum deceleration from the node point target decelerations calculated by the node point target deceleration calculation units 7C. Then, the node point having the maximum deceleration is selected as the target node point. Further, based on the distance to each node point input from the front road information processing unit 7A, a curve deceleration control vehicle speed command value Vcop for calculating the turning vehicle speed of the target node point when the target node point is reached is calculated. . The calculated curve deceleration control vehicle speed command value Vcop is output to the control mode / target vehicle speed calculation unit 8.

In addition, the control mode / target vehicle speed calculation unit 8 includes the host vehicle speed V input from the host vehicle speed calculation unit 5, the constant speed control vehicle speed command value Vacc and the set vehicle speed command value Vset input from the constant speed control vehicle speed command value calculation unit 6B. And the target vehicle speed Vt (n) is calculated based on the curve deceleration control vehicle speed command value calculator 7D and the curve deceleration control vehicle speed command value Vcop. The calculated target vehicle speed Vt (n) is output to the vehicle speed control unit 9.
As shown in FIG. 4, the vehicle speed control unit 9 includes a vehicle speed servo calculation unit 9A, a wheel torque distribution control calculation unit 9B, an engine torque controller 9C, and a brake hydraulic pressure controller 9D.

The vehicle speed servo calculation unit 9A drives and decelerates the vehicle so that the host vehicle speed V becomes the target vehicle speed Vt calculated by the control mode / target vehicle speed calculation unit 8 when the conditions for performing vehicle travel control are satisfied. Take control. That is, the vehicle speed servo calculation unit 9A calculates a target deceleration or a target acceleration (hereinafter referred to as a target acceleration / deceleration) for making the host vehicle speed the target vehicle speed Vt. The calculated target acceleration / deceleration is output to the wheel torque distribution control calculation unit 9B.
The wheel torque distribution control calculation unit 9B distributes the target acceleration / deceleration calculated by the vehicle speed servo calculation unit 9A to the engine torque and the brake torque. Then, the drive command value and the brake command value corresponding to the distribution are output to the engine torque controller 9C and the brake fluid pressure controller 9D, respectively.

The engine torque controller 9C calculates a control command value based on the drive command value input from the wheel torque distribution control calculation unit 9B and outputs it to an engine torque actuator 10A such as a throttle.
The brake hydraulic pressure controller 9D calculates a control command value based on the braking command value input from the wheel torque distribution control calculation unit 9B, and outputs it to the brake hydraulic pressure actuator 10B for each wheel.

Next, a description will be given of portions relating to processing corresponding to each control mode and switching processing. That is, the processes of the constant speed control vehicle speed command value setting unit 6, the curve deceleration control vehicle speed command value setting unit 7, and the control mode / target vehicle speed calculation unit 8 will be described.
The processing of the constant speed control vehicle speed command value setting unit 6 will be described with reference to FIG. The processing of the constant speed control vehicle speed command value setting unit 6 is performed every predetermined sampling time.

First, in step S10, various data from each sensor is read. Specifically, a vehicle speed setting flag is read from ACCSW1. Subsequently, the host vehicle speed V is input from the host vehicle speed calculation unit 5 in step S20.
Subsequently, in step S30, a set vehicle speed command value Vset is set. That is, the set vehicle speed command value Vset set by the driver based on the signal from ACCSW1 is read. For example, the host vehicle speed corresponding to when the vehicle speed setting flag is turned on in ACCSW1 is set as the set vehicle speed command value Vset.

Next, in step S40, a constant speed control vehicle speed command value Vacc is calculated from the set vehicle speed command value Vset and the current host vehicle speed V. For example, if the deviation between the current host vehicle speed and the set vehicle speed command value Vset is within a predetermined value, the current host vehicle speed V is set as a constant speed control vehicle speed command value Vacc. Otherwise, if the set vehicle speed command value Vset is higher than the current host vehicle speed V, it is set by the following equation (2). If the set vehicle speed command value Vset is lower than the current host vehicle speed V, the following (3 ) To set.
δV is a vehicle speed deviation value that can be decelerated by braking equivalent to engine braking.
Vacc = V−δV (2)
Vacc = V + δV (3)
The set vehicle speed command value Vset may be used as it is as the constant speed control vehicle speed command value Vacc.
Then, after the obtained constant speed control vehicle speed command value Vacc is output to the control mode / target vehicle speed calculation unit 8, the process is terminated.

Next, processing of the curve deceleration control vehicle speed command value setting unit 7 will be described with reference to FIG. The process of the curve deceleration control vehicle speed command value setting unit 7 is performed every predetermined sampling time.
First, in step S <b> 110, various data are read from the own vehicle speed calculation unit 5 and the navigation device 3. Specifically, the host vehicle speed V is input from the host vehicle speed calculation unit 5. In addition, the navigation device 3 reads the vehicle position (X, Y) and node point information (X (n), Y (n), L (n)) ahead of the vehicle (n = 1 to p: p is integer).
Here, X (n) and Y (n) are the coordinates of each node point. L (n) is a distance from the own vehicle position (X, Y) to the position (X (n), Y (n)) of each node point. Also, n is a node point number. The relationship between the node points represents a position farther from the host vehicle as the node point has a larger node point number.

Next, in step S120, the radius of curvature R (n) of each node point N (n) is calculated based on the node point information ahead of the host vehicle. Here, there are several methods for calculating the curvature radius itself. For example, the radius of curvature is calculated based on a generally adopted three-point method.
Next, in step S130, each node point turning vehicle speed V (n) is calculated. Specifically, each node point turning vehicle speed V (n) is calculated based on the turning curvature radius R (n) of each node point by the following equation (4). Each node point turning vehicle speed V (n) is a vehicle speed at which each node point turns at a predetermined lateral acceleration Yg.
V (n) 2 = Yg × | R (n) | (4)
Here, the predetermined lateral acceleration Yg is set to 0.4 G, for example. Further, for example, the set lateral acceleration by the driver may be used.
According to the above equation (4), when the radius of curvature R (n) is increased, each node point turning vehicle speed V (n) is also increased.

Next, in step S140, each node point target deceleration G (n) is calculated. Specifically, the target deceleration at each node point is calculated based on the vehicle speed V, the distance L (n) to each node point, and each node point turning vehicle speed V (n) by the following equation (5). G (n) is calculated.
G (n) = (V2−V (n) 2) / (2 × L (n))
= (V2-Yg × | R (n) |) / (2 × L (n)) (5)
Here, each node point target deceleration G (n) is positive on the deceleration side. Each node point target deceleration G (n) is a value that can be calculated from the own vehicle speed V, each node point turning vehicle speed V (n), and the distance L (n) to each node point.

According to the above equation (5), each node point target deceleration G (n) becomes smaller as the target vehicle speed V (n) is smaller, the curvature radius R (n) is smaller, or the distance L (n) is smaller. growing.
Next, in step S150, a target node point is set. Specifically, based on each node point target deceleration G (n), a target node point to be controlled is selected from the plurality of node points obtained in step S110. For example, the node point at which each node point target deceleration G (n) is maximized is selected as the target node point.
Here, the node point number of the target node point is N. In addition, data with (n) of data regarding each node point being (N) indicates information on the target node point.

Next, in step S160, a curve deceleration control vehicle speed command value Vcop is calculated. Specifically, the curve deceleration control vehicle speed command value Vcop is calculated based on the distance L (N) to the target node point and the turning vehicle speed V (N) by the following equation (6). The curve deceleration control vehicle speed command value Vcop is a vehicle speed command value for achieving the turning vehicle speed V (N) when the vehicle reaches the target node point at a predetermined deceleration G from the own vehicle position.
Vcop2 = V (N) 2 + 2 × G × L (N) (6)

The predetermined deceleration G is, for example, 0.12G. The predetermined deceleration G may be a set deceleration set by the driver.
The curve deceleration control vehicle speed command value Vcop is a value that can be calculated from the turning vehicle speed V (N) and distance L (N) of the target node point and the deceleration G. That is, according to the above equation (6), the curve deceleration control vehicle speed command value Vcop increases as the turning vehicle speed V (N) increases, the distance L (N) increases, or the deceleration G increases.
Next, in step S170, after the curve deceleration control vehicle speed command value Vcop is output to the control mode / target vehicle speed calculation unit 8, the process is terminated.

Next, the processing of the control mode / target vehicle speed calculation unit 8 will be described with reference to FIG.
The processing of the control mode / target vehicle speed calculation unit 8 is performed every predetermined sampling time.
First, in step S210, various vehicle speed command values are read. Specifically, the host vehicle speed is read from the host vehicle speed calculation unit 5. Further, the constant speed control vehicle speed command value setting unit 6 reads the constant speed control vehicle speed command value Vacc and the set vehicle speed command value Vset. Further, the curve deceleration control vehicle speed command value setting unit 7 reads the curve deceleration control vehicle speed command value Vcop.

Next, in step S220, it is determined whether or not the constant speed control vehicle speed command value Vacc is adopted as the target vehicle speed final value Vt (i-1) at the time of the previous process.
When the constant speed control vehicle speed command value Vacc is adopted as the target vehicle speed final value Vt (i-1) at the time of the previous process, the process proceeds to step S230. On the other hand, if the constant speed control vehicle speed command value Vacc is not adopted as the target vehicle speed final value Vt (i-1) at the previous processing (the curve deceleration control vehicle speed command value Vcop is adopted), the process proceeds to step S260. To do. Here, i represents the number of processes, and i-1 represents the process at the previous sampling period.

When it is determined that the curve deceleration control is not activated and the process proceeds to step S230, it is determined whether or not the host vehicle speed Vi is greater than the curve deceleration control vehicle speed command value Vcop. If the host vehicle speed Vi is greater than the curve deceleration control vehicle speed command value Vcop, the process proceeds to step S240. On the other hand, if the host vehicle speed Vi is equal to or lower than the curve deceleration control vehicle speed command value Vcop, the process proceeds to step S250.
In step S240, the target vehicle speed final value Vt (i) is set as the curve deceleration control vehicle speed command value Vcop, and the process proceeds to step S290. This switches to the curve attenuation control mode.
In step S250, the target vehicle speed final value Vt (i) is set to the constant speed control vehicle speed command value Vacc, and the process proceeds to step S290.

Next, when it is determined that the curve deceleration control is in operation and the process proceeds to step S260, it is determined whether or not the host vehicle speed V is greater than the set vehicle speed command value Vset. If the host vehicle speed V is greater than the set vehicle speed command value Vset, the process proceeds to step S270. On the other hand, if the host vehicle speed V is not greater than the set vehicle speed command value Vset, the process proceeds to step S230.
Next, in step S270, the gradient estimated value Ag of the traveling road is calculated, and the process proceeds to step S280.

The calculation of the estimated gradient value Ag of the travel path will be described.
The gradient estimated value Ag is estimated by a sensor that detects the gradient.
Alternatively, the estimated gradient value Ag is estimated from the behavior of the vehicle with respect to the target vehicle speed Vt output in the process of step S290 until the previous process. For example, the estimated gradient value Ag is estimated from the difference between the target deceleration and the actual deceleration when the acceleration / deceleration control for achieving the target vehicle speed Vt is performed. Here, if the deceleration that should normally be settled by the target deceleration does not fit, the traveling road is known as a downward slope.
Alternatively, the gradient of the travel path may be estimated from the map information data in the navigation device 3.
Next, in step S280, the target vehicle speed final value Vt (i) is set based on the calculated gradient estimated value Ag, and the process proceeds to step S290.
In step S290, the target vehicle speed final value Vt (i) is output to the vehicle speed control unit 9 as the target vehicle speed Vt, and then the process ends.

Next, an example of the process of step S280 (steps S281 to S285) will be described with reference to FIG.
First, in step S281, based on the estimated gradient value Ag, a gradient acceleration As that is an acceleration that will be generated in the vehicle due to the gradient is calculated, and the process proceeds to step S282.
For example, the gradient acceleration As is calculated by multiplying the gradient estimated value Ag by a predetermined gain.
Next, in step S282, the curve deceleration control acceleration / deceleration Acop is calculated from the curve deceleration control vehicle speed command value Vcop and the host vehicle speed V. The curve deceleration control acceleration / deceleration Acop is an acceleration / deceleration in curve deceleration control.

Next, in step S284, the gradient acceleration As and the curve deceleration control acceleration / deceleration Acop are compared. When the gradient acceleration As is greater than the curve deceleration control acceleration / deceleration Acop, the process proceeds to step S285. On the other hand, when the gradient acceleration As is equal to or less than the curve deceleration control acceleration / deceleration Acop, the process proceeds to step S286.
In step S285, the target vehicle speed final value Vt (n) is set as the curve deceleration control vehicle speed command value Vcop, and the process proceeds to step S290. That is, the curve deceleration control is continued.

In step S286, the target vehicle speed final value Vt (i) is set to the constant speed control vehicle speed command value Vacc, and the process proceeds to step S290. That is, the curve deceleration control is switched to the constant speed control.
Here, step S270 constitutes a gradient determination means. Steps S284 to S286 constitute switching condition changing means. Step S281 constitutes a gradient acceleration estimating means.

(Operation example)
FIG. 9 shows a transition example in the operation example of the present embodiment. In this example, a traveling state (running scene) is assumed in which the vehicle travels on a downhill road and enters a curved road as it is. Further, in this example, the vehicle is accelerated when the driver steps on the accelerator pedal before traveling downhill, and the vehicle speed is higher than the set vehicle speed command value Vset for constant speed control.

The slope acceleration As of the downhill road is set to 0.4.
When a curve road that needs to be decelerated forward is detected, the curve deceleration control mode is changed from the constant vehicle speed control mode in order to appropriately pass the curve road. That is, before entering the curve, the brake deceleration control is performed by adopting the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n).
As a result, before entering the curve, the host vehicle speed is reduced to a vehicle speed at which the vehicle can accurately travel on the curve.

  Subsequently, assuming that the host vehicle speed has decreased to a vehicle speed at which the vehicle can accurately travel on the curve, and the vehicle is switched to the constant vehicle speed mode, the vehicle speed increases again due to the acceleration of the vehicle generated by the downhill as shown in FIG. Then, it switches to the curve braking control mode again. In this case, the longer the downhill section is, the more frequently this control mode switching occurs and the control mode switching becomes the hunting state. This makes the driver feel uncomfortable.

On the other hand, in this embodiment, even if the host vehicle speed decelerates to a vehicle speed that can accurately travel on the curve, the curve deceleration control continues until the curve deceleration control acceleration / deceleration Acop becomes larger than the gradient acceleration As.
Then, when the curve deceleration control acceleration / deceleration Acop becomes larger than the gradient acceleration As, the use of the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n) is terminated. That is, the curve deceleration control mode is switched to the constant speed control mode.

Here, when the traveling road is a flat road, the gradient acceleration As is, for example, zero or a value near zero. As a result, the host vehicle speed is reduced to a vehicle speed at which the vehicle can accurately travel on the curve, thereby switching from the curve deceleration control mode to the constant vehicle speed deceleration mode.
In addition, when the traveling road is an uphill slope, the gradient acceleration As is a negative value. As a result, when the host vehicle speed decelerates to a vehicle speed at which the vehicle can accurately travel on the curve, the curve deceleration control mode is switched to the constant vehicle speed deceleration mode earlier than switching on a flat road.

(Effect of this embodiment)
(1) When controlling the traveling of the vehicle in cooperation with two or more control modes, the control mode can be appropriately switched according to the state of the road surface gradient.
This makes it possible to smoothly and appropriately switch the control mode on the flat road, the downhill road, and the uphill road according to the state of the gradient. As a result, the uncomfortable feeling given to the driver accompanying the switching of the control mode can be reduced.

(2) In addition, the switching threshold is changed so that the descending slope has a larger slope.
As a result, it is possible to suppress unnecessary switching between the curve deceleration control mode and the constant vehicle speed control mode even when there is vehicle acceleration due to a downward slope in a driving state in which the curve deceleration control mode is preferentially adopted. Become. The traveling state that preferentially adopts the curve deceleration control mode is, for example, a scene that travels before entering a curved road and in a curved road.
As described above, hunting of the control mode caused by the slope of the downhill road can be performed at an optimum timing, and the control mode can be switched smoothly and appropriately, and the uncomfortable feeling given to the driver accompanying the switching of the control mode can be reduced.

(3) Further, the mode switching threshold is relatively changed when switching from a control mode preferentially adopted according to the current running state to a control mode having a lower priority than the control mode. This is the case of switching.
As a result, switching from the curve deceleration control mode to the constant vehicle speed control mode depending on the gradient state changes the setting threshold to a higher value, suppresses unnecessary switching as described above, and gives priority to the driving state. Preferentially adopt the control mode with high degree.
On the other hand, even when the vehicle is descending, switching from the constant vehicle speed control mode to the curve deceleration control mode does not change the switching threshold. Thereby, it is possible to change to the curve deceleration control mode having a relatively high priority according to the traveling state as usual.

(4) The switching threshold is changed to a magnitude corresponding to the gradient acceleration. As a result, an appropriate switching threshold value is obtained depending on the gradient of the travel path. As a result, it is possible to prevent the curve deceleration control mode from being set more than necessary.
(5) When the acceleration / deceleration command value is larger than the gradient acceleration, switching is permitted. This makes it possible to switch to the constant speed control mode even if the switching threshold is changed.
(6) When determining the gradient state of the traveling road based on the map information data acquired from the navigation device 3, the following effects are obtained.
That is, a device for detecting the gradient of the current travel path is not required. In addition, it is possible to deal with the gradient of the preceding traveling road in advance.

(Modification)
(1) In the above embodiment, the constant speed control mode and the curve deceleration control mode are exemplified as control modes having different braking conditions, and the cooperative control of the two control modes has been described as an example. The target cooperative control mode is not limited to these two control modes. Other driving force control modes may be used as long as they are combinations of control modes in which the braking conditions are different and the modes are switched according to the driving state. For example, there are control modes such as inter-vehicle distance control, tracking control, and lane maintenance control.
(2) The present invention can also be applied to a traveling control system that cooperatively controls three or more control modes.

(Second Embodiment)
Next, embodiments of the present invention will be described with reference to the drawings. In addition, about the structure similar to the said embodiment, the same code | symbol is attached | subjected and demonstrated.
The basic configuration of this embodiment is the same as that of the first embodiment.
However, the processing in step S281 of step S280 is different. That is, instead of the process of step S280, steps S310 to S330 are performed.
The processes in steps S284 to S290 are the same as in the first embodiment. However, instead of the determination in step S284, the determination process in step S284-1 is performed.

The process will be described with reference to FIG.
When the process of step S270 is completed, the process proceeds to step S310. In step S310, it is determined based on the estimated gradient value Ag whether the traveling road surface is a downward gradient having an inclination equal to or greater than a predetermined value Aconst. If it is determined that the slope is equal to or greater than the predetermined value Aconst, the process proceeds to step S320. On the other hand, if it is determined that it is not a downward slope equal to or greater than the predetermined value Aconst, the process proceeds to step S330.

In step S320, A_end1 is set to the curve deceleration adoption end threshold A_end, and the process proceeds to step S282.
In step S330, A_end2 is set to the curve deceleration adoption end threshold A_end, and the process proceeds to step S282.
Here, A_end1> A_end2 is satisfied. For example, zero or a value in the vicinity thereof is set as A_end2. In the operation example described later, A_end2 is illustrated as a negative value close to zero.
The process in step S282 is the same as that in the first embodiment.

In step S284-1, the curve deceleration adoption end threshold A_end is compared with the curve deceleration control acceleration / deceleration Acop. When the curve deceleration adoption end threshold A_end is larger than the curve deceleration control acceleration / deceleration speed Acop, the process proceeds to step S285. On the other hand, when the curve deceleration adoption end threshold A_end is equal to or less than the curve deceleration control acceleration / deceleration Acop, the process proceeds to step S286.
Other processes are the same as those in the first embodiment.
Here, steps S310 to S330 constitute a gradient acceleration estimating means. Steps S284-1, S284, and S285 constitute a switching condition determination unit.

(Operation example)
FIG. 12 shows a transition example of the operation in the second embodiment. The basic running scene is the same as the operation example of the first embodiment.
However, the slope acceleration As of the downhill was set to 0.4. Further, A_end1 = 0.35 and A_end1 = −0.5 were set. Aconst was set to 0.2.
Thus, when a curved road that needs to be decelerated forward is detected, the curve deceleration control mode is changed from the constant vehicle speed control mode to enable the vehicle to appropriately pass through the curved road. That is, before entering the curve, the brake deceleration control is performed by adopting the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n).
As a result, before entering the curve, the host vehicle speed is reduced to a vehicle speed at which the vehicle can accurately travel on the curve.

Subsequently, even if the host vehicle speed decelerates to a vehicle speed at which the vehicle can accurately travel on the curve, if the vehicle has a predetermined downward slope or more, the curve deceleration control acceleration / deceleration Acop becomes larger than the curve deceleration adoption end threshold A_end. The deceleration control mode continues.
Then, when the curve deceleration control acceleration / deceleration Acop becomes larger than the curve deceleration adoption end threshold A_end, the use of the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n) is terminated. That is, the curve deceleration control mode is switched to the constant speed control mode.
Here, when the traveling road is a flat road, the curve deceleration adoption end threshold value A_end is a negative value slightly smaller than zero. As a result, the host vehicle speed is reduced to a vehicle speed at which the vehicle can accurately travel on the curve, thereby switching from the curve deceleration control mode to the constant vehicle speed deceleration mode.

(Effect of this embodiment)
(1) With regard to switching determination from the curve deceleration control mode to the constant speed control mode, if it is determined that the gradient amount of the traveling road is greater than or equal to a predetermined gradient, the switching threshold is changed to be higher.
As a result, even when a gradient estimation device with low detection accuracy for the gradient estimated value Ag is used, it is possible to reduce hunting in the control mode caused by the gradient of the downhill road.
(2) Other effects are the same as those of the first embodiment.
(Modification)
If it is determined in step S310 that the climbing slope is greater than or equal to a predetermined value, A_end may be set to a value smaller than A_end2. In this case, it is possible to set the switching timing to the timing corresponding to the gradient for the climb gradient.

(Third embodiment)
Next, a third embodiment of the present invention will be described with reference to the drawings. In addition, about the structure similar to the said embodiment, the same code | symbol is attached | subjected and demonstrated.
The basic configuration of this embodiment is the same as that of the first and second embodiments.
However, a part of the processing of the control mode / target vehicle speed calculation unit 8 is different.
Processing of the control mode / target vehicle speed calculation unit 8 of the present embodiment will be described with reference to FIG.
In the process of the control mode / target vehicle speed calculation unit 8 of the present embodiment, steps S410 and S420 are performed between the processes of steps S240 and S250, which are processes for switching to the curve deceleration process mode, and the process of step S290. Perform the process. That is, hunting detection processing is performed.

Moreover, the process of step S430-S450 is performed instead of the process of step S310-S330 in 2nd Embodiment.
Other processes are the same as those in the first and second embodiments.
That is, the present embodiment is an example in which hunting in a control mode that occurs due to the slope of a downhill road is detected and the target vehicle speed final value Vt (i) is set.
In step S410, the curve deceleration control acceleration / deceleration Acop is calculated from the curve deceleration control vehicle speed command value Vcop and the host vehicle speed V, and the process proceeds to step S420.

  In step S420, the presence / absence of occurrence of hunting is detected. Specifically, after the end of adopting the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n), the curve deceleration control acceleration / deceleration Acop calculated in step S410 is set to the curve deceleration adoption end threshold A_end1. Detect whether or not to exceed. If the curve deceleration adoption end threshold value A_end1 is not exceeded, it is determined that hunting has not occurred. When the curve deceleration adoption end threshold value A_end2 is exceeded, a hunting determination standby state is set.

Here, the curve deceleration adoption end threshold value in the process of step S420 need not be A_end1. For example, a value between A_end1 and A_end2 may be used.
When the curve deceleration control mode is entered and the process proceeds to step S430, it is determined whether hunting has occurred based on the determination in step S420. If it is determined that hunting has occurred, the curve deceleration adoption end threshold A_end is set to A_end1 in step S440, and the process proceeds to step S282. On the other hand, if it is determined that hunting has not occurred, the curve deceleration adoption end threshold A_end is set to A_end2 (A_end1> A_end2), and the process proceeds to step S282.

The determination of the occurrence of hunting is performed when the processing of step S420 is performed at the time of the previous processing and when hunting determination standby state is set, it is determined that hunting has occurred.
Other processes are the same as those in the first and second embodiments.
Here, steps S410 and S420 constitute a gradient determination means. Steps S430 to S450 constitute gradient acceleration estimating means.

(Operation example)
FIG. 14 shows an operation example according to the third embodiment. The traveling scene is the same as in the second embodiment.
That is, the slope acceleration As of the downhill is set to 0.4. Further, it is assumed that A_end1 = 0.35 and A_end1 = −0.5.
Thus, when a curved road that needs to be decelerated forward is detected, the curve deceleration control mode is changed from the constant vehicle speed control mode to enable the vehicle to appropriately pass through the curved road. That is, before entering the curve, the brake deceleration control is performed by adopting the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n).
As a result, before entering the curve, the host vehicle speed is reduced to a vehicle speed at which the vehicle can accurately travel on the curve.

Subsequently, when the host vehicle speed decelerates to a vehicle speed at which the vehicle can accurately travel on the curve, it switches to constant speed control. At this time, when the traveling road has a downward slope of a predetermined value or more, the vehicle accelerates and switches to the curve deceleration control mode again in a short time. By this switching, hunting is detected as a state of a downward slope of a predetermined value or more.
For this reason, when the mode is switched to the curve deceleration control mode, the curve deceleration control mode continues until the curve deceleration control acceleration / deceleration Acop becomes larger than the curve deceleration adoption end threshold A_end by changing the threshold value to a higher setting.
Then, when the curve deceleration control acceleration / deceleration Acop becomes larger than the curve deceleration adoption end threshold A_end, the use of the curve deceleration control vehicle speed command value Vcop as the target speed final value Vt (n) is terminated. That is, the curve deceleration control mode is switched to the constant speed control mode.

(Effect of this embodiment)
(1) As the state of the gradient of the traveling path, the determination is made based on the presence or absence of hunting for switching from the control mode preferentially adopted depending on the traveling state. When the occurrence of the hunting is detected, the threshold value for switching from the curve deceleration control mode, which is the preferentially adopted control mode, to another control mode is increased.
That is, by detecting that hunting has occurred, it is possible to avoid changing the curve deceleration adoption end threshold A_end and repeating hunting. As a result, it is possible to reduce hunting in the control mode caused by the gradient of the downhill road without performing a complicated process for estimating the gradient. As a result, the uncomfortable feeling given to the driver accompanying the switching of the control mode can be reduced.

3 navigation device 4 travel control device 5 own vehicle speed calculation unit 6 constant speed control vehicle speed command value setting unit 6A vehicle speed setting unit 6B constant speed control vehicle speed command value calculation unit 7 curve deceleration control vehicle speed command value setting unit 7A front road information processing unit 7B Each node point turning vehicle speed calculation unit 7C Each node point target deceleration calculation unit 7D Curve deceleration control vehicle speed command value calculation unit 8 Control mode / target vehicle speed calculation unit 9 Vehicle speed control unit As Gradient acceleration Ag Gradient estimated value Acop Curve deceleration control acceleration / deceleration A_end Curve deceleration adoption termination threshold Vacc Constant speed control vehicle speed command value Vcop Curve deceleration control vehicle speed command value Vset Set vehicle speed command value V Own vehicle speed

The present invention relates to a travel control equipment of a vehicle equipped with the curve speed reduction control to brake control to allow passing through the curved road at an appropriate speed.

In particular, in a traveling scene with a long curve section, such control mode switching occurs continuously a plurality of times, and a hunting phenomenon occurs for switching between two control modes for cooperative control. This contributes to an uncomfortable feeling for the vehicle occupant.
The present invention has been made in view of the points mentioned above, and an object of the invention to provide a travel control equipment of the vehicle which can be performed appropriately switching the operation or non-operation of the curve speed reduction control .

In order to solve the above-described problem, the present invention provides a vehicle travel control device having a curve deceleration control that performs braking control so as to be able to pass a curved road at an appropriate speed. The operation of the curve deceleration control is maintained when the acceleration / deceleration command value in the curve deceleration control is equal to or less than the estimated gradient acceleration .

According to the present invention, it is possible to appropriately switch between operation and non-operation of curve deceleration control .

Claims (10)

In a travel control device for a vehicle that has two or more control modes for controlling braking / driving of the vehicle under different braking conditions, and switches a control mode to be adopted according to a travel state.
A gradient determining means for determining a gradient state of the travel path;
According to the state of the gradient determined by the gradient determination unit, a switching condition changing unit that changes a switching condition from the currently adopted control mode to another control mode;
A vehicle travel control device comprising:   The switching condition changing means changes the switching condition when the gradient state is a downward gradient, and the switching condition is changed so that the switching threshold is higher when the gradient of the downward gradient is larger. The vehicle travel control apparatus according to claim 1, wherein   The switching condition changing means relatively changes a switching condition when switching from a control mode that is preferentially adopted according to the current traveling state to a control mode having a lower priority than the control mode. The travel control device for a vehicle according to claim 1 or 2. Gradient acceleration estimating means for estimating a gradient acceleration that is an acceleration generated in the vehicle by the gradient of the travel path,
The vehicle travel control apparatus according to any one of claims 1 to 3, wherein a threshold value for switching is changed in accordance with the gradient acceleration. Gradient acceleration estimating means for estimating a gradient acceleration that is an acceleration generated in the vehicle by the gradient of the travel path,
5. The switching is permitted when the acceleration side is defined as positive and the acceleration / deceleration command value in the currently adopted control mode is larger than the gradient acceleration. The vehicle travel control apparatus according to any one of the above. A navigation device,
The vehicle travel control device according to any one of claims 1 to 5, wherein the gradient determination means determines the state of the gradient of the travel path based on map information data acquired from the navigation device.   The switching condition changing means changes the threshold value for switching so as to increase when it is determined that the gradient amount of the downward gradient of the traveling road is greater than or equal to a predetermined value. The vehicle travel control apparatus described. The gradient determination means detects whether or not hunting for switching between the control mode preferentially adopted according to the traveling state and the other control mode has occurred as the gradient state of the traveling road,
When the occurrence of the hunting is detected, the switching condition changing means changes the threshold value for switching from the preferentially adopted control mode to another control mode. Item 8. The vehicle travel control device according to any one of items 7 to 9.   The vehicle according to any one of claims 1 to 8, wherein one of the control modes is a curve deceleration control mode in which braking control is performed so that the vehicle can pass through a curved road at an appropriate speed. Travel control device. In a vehicle running control method for controlling two or more control modes for controlling braking / driving of a vehicle under different braking conditions in a coordinated manner,
When deciding whether to switch from a control mode preferentially selected according to the current driving state to another control mode having a lower priority than that control mode, the vehicle accelerates depending on the gradient state of the driving path. If so, the vehicle travel control method is characterized by increasing the switching threshold.

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