JP2015227097A - Vehicular travel control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular travel control apparatus capable of improving operability in relation with a constant-speed travel zone in a configuration of controlling a vehicular acceleration-deceleration with a single pedal.SOLUTION: A vehicular travel control apparatus 36 performs: control so that an amount of operation increases deceleration of a vehicle 10 inversely proportionately in a deceleration zone; control so that an amount of operation increases acceleration of the vehicle 10 proportionately in an acceleration zone; control so as to maintain a constant-speed travel state of the vehicle 10 in a constant-speed travel zone; and changing a range of the constant-speed travel zone in accordance with a travel environment or travel condition of the vehicle 10, or a drive state of a driver.

Description

  The present invention relates to a vehicular travel control device that controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal.

  Patent Document 1 discloses a vehicular travel control device that is mounted on a vehicle and controls acceleration / deceleration of the host vehicle in accordance with an operation amount of one operation pedal. In the travel control device, the deceleration region, the steady / micro acceleration / deceleration region, and the acceleration region are successively set in order from the smallest in accordance with the amount of operation of the operation pedal (summary, FIGS. 3 to 8). . The steady / small acceleration / deceleration region is a region where the acceleration / deceleration is 0 or substantially 0 regardless of the operation amount of the operation pedal, and the vehicle speed is kept constant (summary, [0037]).

JP 2006-1117020 A

  As described above, in Patent Document 1, the steady / slight acceleration / deceleration region is used in addition to the deceleration region and the acceleration region. However, there is no particular reference to the range (or width) of the steady / slight acceleration / deceleration region. Can be seen.

  However, depending on the traveling environment of the vehicle, there is a difference in necessity for constant speed traveling. For example, there are scenes where the driver places importance on constant speed travel, and conversely, there are scenes where emphasis is placed on acceleration or deceleration response to pedal operation. In this regard, Patent Document 1 does not perform any examination in relation to the range (or width) of the steady / slight acceleration / deceleration region.

  The present invention has been made in consideration of the above-described problems. In a configuration in which acceleration / deceleration of a vehicle is controlled by a single operation pedal, the operability of the vehicle can be improved in relation to a constant speed traveling region. It is an object of the present invention to provide a vehicular travel control device.

  The vehicle travel control apparatus according to the present invention controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal, and the travel control apparatus corresponds to the relatively small operation amount. A deceleration region, an acceleration region corresponding to the relatively large operation amount, and a constant speed travel region located between the deceleration region and the acceleration region are set for the operation amount, and in the deceleration region, Control is performed so that the deceleration of the vehicle increases as the operation amount decreases, and in the acceleration region, the acceleration of the vehicle increases as the operation amount increases. Is controlled so as to maintain a constant speed traveling state of the vehicle, and the range of the constant speed traveling region is changed according to a traveling environment or a traveling state of the vehicle or a driving state of the driver. That.

  According to the present invention, the range of the constant speed traveling region is changed according to the traveling environment or traveling state of the vehicle or the driving state of the driver. For this reason, when responsiveness to acceleration operation or deceleration operation is required, or when emphasis is placed on constant speed driving, appropriate acceleration / deceleration according to the driving environment or driving situation or the driving state of the driver can be performed by operating the operation pedal. It becomes feasible and the operability of the vehicle can be improved.

  The constant speed travel region includes the operation amount at which the acceleration becomes zero. In the constant speed travel state, the acceleration is within a range from zero to an acceleration threshold, and the deceleration is from zero to a deceleration threshold range. It may be inside. As a result, since a single fixed value is not set as the target value, it is possible to realize gentle acceleration / deceleration.

  The travel control device relates to the operation amount in terms of a degree of responsiveness that is an index indicating ease of transition from the deceleration region to the acceleration region or from the acceleration region to the deceleration region with respect to the operation amount. Alternatively, the traveling state or the driving state may be classified, and the range of the constant speed traveling region may be changed according to the traveling environment, the traveling state, or the driving state. Thereby, the range of the constant speed traveling region can be changed according to the degree of responsiveness. For this reason, it becomes possible to improve the operativity of a vehicle.

  The travel control device maintains a range of the acceleration region when the manipulated variable shifts from the acceleration region to the deceleration region, and the deceleration control according to the traveling environment, the traveling state, or the driving state classification. When the operation amount is changed from the deceleration region to the acceleration region, the deceleration region is maintained, and the traveling environment or the traveling state or the driving state is changed. The range of the acceleration region and the constant speed traveling region may be changed according to the category.

  Thus, while maintaining the range of the region to which the operation amount at that time belongs, the range of the region to be shifted and the range of the constant speed traveling region are changed according to the classification (degree of responsiveness) of the traveling environment and the like. Is possible. Therefore, the acceleration / deceleration characteristics can be changed without causing the driver to feel uncomfortable.

  When the manipulated variable shifts from the acceleration region to the deceleration region, the travel control device is configured so that the travel environment or the travel state or the driving state classification corresponds to a greater degree of the responsiveness. The maximum speed deceleration in the deceleration area may be increased while the range of the constant speed travel area is narrowed and the range of the deceleration area is expanded.

  As a result, the greater the degree of responsiveness (that is, the higher the responsiveness requirement), the smoother the transition from the acceleration region to the deceleration region by narrowing the constant speed travel region and widening the deceleration region. It becomes possible. In addition, it is easy to provide sufficient deceleration by increasing the maximum deceleration in the deceleration region.

  In addition, the smaller the degree of responsiveness (that is, the lower the request for responsiveness), the wider the constant speed traveling area and the narrower the deceleration area, and the driver can easily use the constant speed traveling area. . For this reason, it becomes easy to keep acceleration / deceleration constant, and it becomes possible to facilitate constant speed traveling (cruise traveling) by operating the operation pedal.

  When the operation amount shifts from the deceleration region to the acceleration region, the travel control device is configured such that the travel environment or the travel state or the driving state classification corresponds to a greater degree of the responsiveness. The maximum speed in the acceleration region may be increased while the range of the constant speed traveling region is narrowed and the range of the acceleration region is expanded.

  As a result, the greater the degree of responsiveness (that is, the higher the responsiveness requirement), the smoother the transition from the deceleration region to the acceleration region by narrowing the constant speed traveling region and widening the acceleration region. It becomes possible. In addition, it becomes easy to provide sufficient acceleration by increasing the maximum acceleration in the acceleration region.

  In addition, the smaller the degree of responsiveness (that is, the lower the request for responsiveness), the easier the driver can use the constant speed traveling area by expanding the constant speed traveling area and narrowing the acceleration area. . For this reason, it becomes easy to keep acceleration / deceleration constant, and it becomes possible to facilitate constant speed traveling (cruise traveling) by operating the operation pedal.

  The travel control device makes the increase rate of the acceleration or the deceleration with respect to the operation amount variable, and the travel amount is changed when the operation amount shifts from the deceleration region to the acceleration region or from the acceleration region to the deceleration region. The increase rate of the acceleration or the deceleration may be increased as the classification of the environment or the traveling state or the driving state corresponds to a larger degree of the responsiveness.

  Thereby, not only the range of the constant speed traveling region or the like is made variable according to the degree of responsiveness, but also the rate of increase of acceleration or deceleration with respect to the operation amount is changed. As a result, the degree of responsiveness is reflected in the deceleration in the deceleration region or the change in acceleration in the acceleration region, and the operability can be improved.

  The travel control device acquires the relative distance from a relative distance detection unit that detects a relative distance of a preceding vehicle or an obstacle with respect to the vehicle, and narrows the range of the constant speed travel region as the relative distance decreases. Also good.

  As a result, when the relative distance from the vehicle (own vehicle) to the preceding vehicle or the obstacle is short, the driver can make a constant speed travel region during the transition from the acceleration region to the deceleration region or from the deceleration region to the acceleration region. Can be passed quickly. For this reason, the operability of the operation pedal can be improved in relation to the preceding vehicle or the obstacle.

  The travel control device may enlarge the range of the deceleration region and increase the maximum deceleration in the deceleration region as the relative distance becomes shorter. Thereby, it becomes possible to improve the responsiveness with respect to the deceleration request | requirement by a driver | operator, and the operativity of an operation pedal can be improved in relation to a preceding vehicle or an obstruction.

  The travel control device may increase the range of the constant speed travel region as the relative distance increases. Accordingly, when the risk of contact with the preceding vehicle or an obstacle is small, it is easy to perform constant speed traveling even if there is a slight amount of operation by the driver. For this reason, it becomes possible to improve operativity in relation to a preceding vehicle or an obstacle.

  The vehicle travel control apparatus according to the present invention controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal, and the travel control apparatus corresponds to the relatively small operation amount. A deceleration region, an acceleration region corresponding to the relatively large operation amount, and a constant speed travel region located between the deceleration region and the acceleration region are set for the operation amount, and in the deceleration region, Control is performed so that the deceleration of the vehicle increases as the operation amount decreases, and in the acceleration region, the acceleration of the vehicle increases as the operation amount increases. Controls the vehicle to maintain a constant speed traveling state, and increases the deceleration with respect to the operation amount in the deceleration region and the acceleration with respect to the operation amount in the acceleration region. At least one rate of increase of and changes according to the operating state of the traveling environment or the running condition, or the driver of the vehicle.

  According to the present invention, at least one of the increase rate of the deceleration with respect to the operation amount in the deceleration region and the increase rate of the acceleration with respect to the operation amount in the acceleration region is changed according to the driving environment or the driving situation of the vehicle or the driving state of the driver. To do. For this reason, when responsiveness is required for acceleration operation or deceleration operation, or when it is desired to emphasize constant speed driving, appropriate acceleration / deceleration according to the driving environment or driving situation or the driving state of the driver can be performed by operating the operation pedal. It becomes feasible and the operability of the vehicle can be improved.

  The travel control device relates to the operation amount in terms of a degree of responsiveness that is an index indicating ease of transition from the deceleration region to the acceleration region or from the acceleration region to the deceleration region with respect to the operation amount. Alternatively, the traveling control device classifies the traveling state or the driving state, and the traveling control device increases the response amount to the operation amount as the traveling environment or the traveling state or the driving state corresponds to a larger degree of the responsiveness. The rate of increase in deceleration or acceleration may be increased.

  Thereby, it is possible to improve the operability by reflecting the degree of responsiveness with respect to the deceleration in the deceleration region or the change in the acceleration in the acceleration region.

  According to the present invention, in a configuration in which acceleration / deceleration of a vehicle is controlled with a single operation pedal, the operability of the vehicle can be improved in relation to the constant speed traveling region.

1 is a block diagram of a vehicle equipped with an electronic control device as a vehicle travel control device according to an embodiment of the present invention. It is a block diagram which shows roughly the structure for setting a target torque in the one pedal mode of the said embodiment. It is a flowchart which calculates a request torque in the one pedal mode of the embodiment. It is a flowchart (detail of S2 of FIG. 3) which sets an acceleration / deceleration characteristic in the one pedal mode of the embodiment. It is a figure which shows the contrast content of the various acceleration / deceleration characteristics used in the said one pedal mode. It is a figure which shows an example of the acceleration / deceleration characteristic (reference | standard characteristic) used as standard in the one pedal mode of the said embodiment. It is a figure which shows an example of the acceleration / deceleration characteristic (when compared with a preceding vehicle characteristic at the time of a downhill) used when a downhill and a preceding vehicle exist. It is a flowchart (detail of S5 of FIG. 2) which sets the characteristic (filter characteristic) of a responsiveness filter in the one pedal mode of the said embodiment. It is a figure which shows the contrast content of the various filter characteristics used in the said one pedal mode. It is a figure which shows an example of the required torque at the time of using the filter characteristic (reference | standard characteristic) used normally by the one pedal mode of the said embodiment. It is a figure which shows an example of the request | requirement torque Treq_op at the time of using the anti-preceding vehicle characteristic at the time of a downhill as a filter characteristic used by the one pedal mode of the said embodiment. It is a figure which shows an example of the acceleration / deceleration characteristic (characteristic at the time of low speed driving | running | working) used at the time of low speed driving | running | working. It is a figure which shows the 1st modification which changes the inclination of the said acceleration / deceleration characteristic. It is a figure which shows the 2nd modification in which the weak deceleration area | region and the weak acceleration area | region are included in a constant speed driving | running | working area | region. It is a figure which shows the 3rd modification in which the weak deceleration area | region is included in a constant speed driving | running | working area | region.

A. One Embodiment [1. Configuration of Vehicle 10]
FIG. 1 is a block diagram of a vehicle 10 equipped with an electronic control device 36 (hereinafter referred to as “ECU 36”) as a vehicle travel control device according to an embodiment of the present invention. The vehicle 10 of the present embodiment is an engine vehicle, but may be other types of vehicles as will be described later.

  In addition to the ECU 36, the vehicle 10 includes an engine 12, a brake mechanism 14, an accelerator pedal 16, a brake pedal 18, an accelerator pedal sensor 20 (hereinafter also referred to as “AP sensor 20”), and a brake pedal sensor 22 (hereinafter referred to as “AP sensor 20”). (Also referred to as “BP sensor 22”), a vehicle speed sensor 24, a front sensor 26, a gradient sensor 28, a steering angle sensor 30, a navigation device 32, and a mode changeover switch 34. In addition to these, a reaction force generating actuator (such as a motor) (not shown) is provided, and as in Patent Document 1, a reaction force is applied to the accelerator pedal 16, and boundaries between a deceleration region, an acceleration region, and a constant speed traveling region, which will be described later, are defined. You may notify a driver | operator (refer FIGS. 3-7 of patent document 1).

  The engine 12 is a drive source of the vehicle 10 and is controlled by the ECU 36. The brake mechanism 14 includes components such as a hydraulic device and a brake pad (not shown), and applies a braking force to a wheel (not shown).

  The AP sensor 20 detects the amount of depression of the accelerator pedal 16 from the original position (hereinafter referred to as “operation amount θap” or “AP operation amount θap”) [deg] and outputs it to the ECU 36. The BP sensor 22 detects the amount of depression of the brake pedal 18 from the original position (hereinafter referred to as “operation amount θbp” or “BP operation amount θbp”) [deg] and outputs it to the ECU 36. The vehicle speed sensor 24 detects the vehicle speed V [km / h] of the vehicle 10 and outputs it to the ECU 36.

  The front sensor 26 is a laser radar provided in a front grill section or the like (not shown), and transmits an electromagnetic wave such as a millimeter wave as a transmission wave toward the front of the vehicle 10. The front sensor 26 is based on the reflected wave of the transmitted wave, the distance (front relative distance Lf) [m] to a front obstacle or an external object (for example, a front car etc.), the direction from the vehicle 10 (own vehicle), and The size of the front obstacle or external object is detected and transmitted to the ECU 38. The front sensor 26 may be configured by a sensor such as an image sensor.

  Instead of the forward relative distance Lf as a simple distance [m], it is also possible to use a time to collision (TTC: Time to Collision) until the vehicle 10 (own vehicle) comes closest to the preceding vehicle or an obstacle. It is.

  The gradient sensor 28 detects the gradient A of the traveling path of the vehicle 10 and outputs it to the ECU 36. In this embodiment, the slope A of the uphill is a positive value and the slope A of the downhill is a negative value, but the reverse may be possible. The steering angle sensor 30 detects the steering angle θstr (hereinafter also referred to as “steering steering angle θstr”) of the steering 40 and outputs the detected steering angle θstr to the ECU 36.

  The navigation device 32 provides route guidance to the driver and provides map information Im to the ECU 36. The navigation device 32 includes a map database 42 (hereinafter referred to as “map DB 42”) that stores map information Im. The map information Im here includes road information (such as types of roads such as uphill roads, downhill roads, and winding roads).

  The mode changeover switch 34 (hereinafter also referred to as “changeover switch 34” or “switch 34”) is a switch for changing the operation mode (hereinafter also referred to as “AP operation mode”) by the accelerator pedal 16, for example, steering. 40 or around it. The AP operation mode includes a normal mode and a one pedal mode.

  The one pedal mode is a mode for controlling acceleration and deceleration of the vehicle 10 in accordance with the AP operation amount θap (operation pedal operation amount). Of the range that the AP operation amount θap can take, for example, 20 to 40% is used for deceleration. The normal mode is a mode for controlling the acceleration of the vehicle 10 in accordance with the AP operation amount θap, and substantially the entire region except the original position of the accelerator pedal 16 and its peripheral portion is basically used for the acceleration of the vehicle 10. . However, so-called engine braking functions in the normal mode.

  The ECU 36 controls the engine 12 and the brake mechanism 14 based on input information such as operation amounts θap and θbp, and includes an input / output unit 50, a calculation unit 52, and a storage unit 54.

  The calculation unit 52 includes a target torque setting module 60, an engine control module 62, and a brake control module 64.

  The target torque setting module 60 sets a target value (hereinafter referred to as “target torque Ttar”) of the torque of the vehicle 10 (torque transmitted to a wheel (not shown)). The module 60 includes an environment determination unit 70, a corrected AP operation amount calculation unit 72 (hereinafter also referred to as “θapc calculation unit 72”), and a required acceleration / deceleration calculation unit 74 (hereinafter also referred to as “areq calculation unit 74”). And a target torque calculator 76 (hereinafter also referred to as “Ttar calculator 76”).

  The environment determination unit 70 determines the traveling environment or traveling state of the vehicle 10 and the driving state of the driver. The θapc calculation unit 72 calculates a corrected AP operation amount θapc obtained by correcting the AP operation amount θap based on the traveling environment of the vehicle 10 or the like. The areq calculation unit 74 calculates a required value of the acceleration / deceleration a [m / s / s] of the vehicle 10 (hereinafter referred to as “required acceleration / deceleration areq”). Here, the acceleration / deceleration a is used to include acceleration and deceleration. In the present embodiment, acceleration is processed with a positive value, and deceleration is processed with a negative value. However, when “the deceleration is large”, it means that the absolute value of the deceleration becomes large. The Ttar calculation unit 76 calculates the target torque Ttar based on the required acceleration / deceleration areq.

  The engine control module 62 controls the engine 12 based on the target torque Ttar. The brake control module 64 controls the brake mechanism 14 based on the BP operation amount θbp or the target torque Ttar.

  The storage unit 54 includes a nonvolatile memory and a volatile memory (not shown). The non-volatile memory is, for example, a flash memory or an EEPROM (Electrically Erasable Programmable Read Only Memory), and stores a program for executing processing in the arithmetic unit 52. The volatile memory is, for example, a DRAM (Dynamic Random Access Memory), and is used when the calculation unit 52 executes processing.

[2. Setting of target torque Ttar in one pedal mode]
(2-1. Overall flow)
FIG. 2 is a block diagram schematically showing a configuration for setting the target torque Ttar in the one-pedal mode of the present embodiment. As described above, the target torque Ttar is set by the target torque setting module 60.

  In FIG. 2, in addition to the target torque setting module 60 and the engine control module 62 described above, a driver request detector 80 (hereinafter also referred to as “detector 80”) is shown. The detector 80 includes sensors (for example, an AP sensor 20, a BP sensor 22, a rudder angle sensor 30, a changeover switch 34, and a shift position sensor (not shown)) that detect a request Rdr from the driver. Therefore, the request Rdr from the driver may include an AP operation amount θap, a BP operation amount θbp, a steering angle θstr, an AP operation mode selection command, a shift position, and the like. The request Rdr from the driver detected by the detector 80 is input to the target torque setting module 60.

  As shown in FIG. 2, the target torque setting module 60 includes a normal mode required torque calculation unit 82 (hereinafter also referred to as “required torque calculation unit 82”) and a one-pedal mode required torque calculation unit 84 (hereinafter “required torque calculation”). Part 84 ") and a selection part 86.

  The requested torque calculation unit 82 calculates the torque of the vehicle 10 requested by the driver in the normal mode (hereinafter referred to as “requested torque Treq_nor”). The required torque Treq_nor is calculated based on the AP operation amount θap and the vehicle speed V, for example.

  The requested torque calculation unit 84 calculates the torque of the vehicle 10 requested by the driver in the one-pedal mode (hereinafter referred to as “requested torque Treq_op”). The temporary required torque calculation unit 90, the responsive filter 92, Is provided. The temporary required torque calculation unit 90 calculates the temporary required torque Treq_p based on the AP operation amount θap, the vehicle speed V, and the like. The responsiveness filter 92 performs a filtering process on the temporary required torque Treq_p and outputs it as the required torque Treq_op. The selection unit 86 selects a request torque Treq_nor and a request torque Treq_op corresponding to the AP operation mode selected by the switch 34 and outputs the selected torque to the engine control module 62 as the target torque Ttar.

  The engine control module 62 controls the engine 12 based on the received target torque Ttar. More specifically, the engine control module 62 calculates a target ratio of a target torque (target engine torque) of the engine 12 and a transmission (for example, a continuously variable transmission (CVT)) not shown based on the target torque Ttar. The engine 12 is controlled based on the target engine torque, and the transmission is controlled based on the target ratio.

(2-2. Calculation of required torque Treq_op in one pedal mode)
FIG. 3 is a flowchart for calculating the required torque Treq_op in the one-pedal mode of the present embodiment. The flowchart in FIG. 3 is repeated at a predetermined control cycle (for example, a cycle of several microseconds to several hundred milliseconds) when the one-pedal mode is selected by the mode changeover switch 34.

  In step S1, the ECU 36 acquires various information from various sensors. The various information here includes the AP operation amount θap from the AP sensor 20, the vehicle speed V from the vehicle speed sensor 24, the gradient A from the gradient sensor 28, and the like.

  In step S2, the ECU 36 (environment determination unit 70) sets an acceleration / deceleration characteristic Ca for calculating the required acceleration / deceleration areq. Details will be described later with reference to FIG. In step S3, the ECU 36 calculates the required acceleration / deceleration areq [m / s / s] based on the AP operation amount θap and the vehicle speed V. In the present embodiment, the required acceleration / deceleration areq is a time differential value [m / s / s] of the vehicle speed V, but is not limited thereto. For example, the required acceleration / deceleration areq can be set to a time differential value [N · m / s] of the torque of the vehicle 10.

  In subsequent step S4, the ECU 36 calculates a temporary required torque Treq_p based on the required acceleration / deceleration areq. That is, the ECU 36 calculates the temporary required torque Treq_p as a torque that can achieve the required acceleration / deceleration areq with respect to the current torque of the vehicle 10 (vehicle torque). It is also possible to directly calculate the temporary required torque Treq_p based on the AP operation amount θap and the vehicle speed V.

  In step S5, the ECU 36 sets the characteristic of the responsive filter 92 (filter characteristic Cf). Details will be described later with reference to FIG. In step S6, the ECU 36 performs a filter process on the temporary required torque Treq_p using the filter characteristic Cf to calculate the required torque Treq_op.

(2-3. Setting acceleration / deceleration characteristics Ca)
In the one-pedal mode of the present embodiment, the acceleration / deceleration characteristic Ca is set in consideration of the traveling environment or traveling state of the vehicle 10. As the traveling environment or traveling state of the vehicle 10 here, whether or not the vehicle 10 is going downhill and whether or not a preceding vehicle exists are used. As will be described later, in addition to or instead of this, the acceleration / deceleration characteristic Ca may be set reflecting the driving state of the driver.

  FIG. 4 is a flowchart (details of S2 in FIG. 3) for setting the acceleration / deceleration characteristics Ca in the one-pedal mode of the present embodiment. In step S11, the ECU 36 (environment determination unit 70) determines whether or not the vehicle 10 is on a downhill (in other words, whether or not the traveling path of the vehicle 10 is a downhill road). This determination is made based on the gradient A detected by the gradient sensor 28. Alternatively, the gradient A may be determined based on the map information Im of the navigation device 32. Alternatively, the gradient A can be estimated from the relationship between the torque of the vehicle 10 (detected torque or target torque Ttar) and the vehicle speed V. When the gradient A is below a predetermined threshold (gradient threshold THa) (in other words, when the absolute value of the gradient A exceeds the absolute value of the gradient threshold THa), it is determined that the vehicle is descending and the gradient A is the gradient threshold THa. If it is not below, it is determined that it is not downhill. Here, the slope A of the downhill is a negative value.

  If the vehicle 10 is descending (S11: YES), in step S12, the ECU 36 determines whether or not a preceding vehicle exists in the vehicle 10. This determination uses the detection value of the front sensor 26.

  When a preceding vehicle exists (S12: YES), in step S13, the ECU 36 is also referred to as an acceleration / deceleration characteristic Ca when the vehicle is descending and when a preceding vehicle is present (hereinafter referred to as a “preceding vehicle characteristic Ca_down_ld during downhill”). ) (FIG. 7) is set based on the vehicle speed V, the gradient A, and the relative distance Lf. When there is no preceding vehicle (S12: NO), in step S14, the ECU 36 determines the acceleration / deceleration characteristics Ca (hereinafter referred to as “downhill characteristics Ca_down”) when the vehicle is descending and when there is no preceding vehicle. And the gradient A.

  Returning to step S11, if the vehicle 10 is not descending (S11: NO), in step S15, the ECU 36 determines whether or not there is a preceding vehicle in the vehicle 10. This determination is the same as in step S12.

  When the preceding vehicle exists (S15: YES), in step S16, the ECU 36 determines the acceleration / deceleration characteristic Ca (hereinafter also referred to as “to-preceding vehicle characteristic Ca_ld”) when the preceding vehicle is not on the downhill. , Based on the vehicle speed V and the relative distance Lf. When the preceding vehicle does not exist (S15: NO), in step S17, the ECU 36 is a standard acceleration / deceleration characteristic Ca (hereinafter referred to as “reference characteristic Ca_ref”) when the vehicle is not descending and there is no preceding vehicle. 6) is set based on the vehicle speed V.

(2-4. Specific example of acceleration / deceleration characteristic Ca in one pedal mode)
(2-4-1. Reference characteristic Ca_ref)
FIG. 5 is a diagram showing the comparison contents of various acceleration / deceleration characteristics Ca used in the one-pedal mode. FIG. 6 is a diagram illustrating an example of an acceleration / deceleration characteristic Ca (reference characteristic Ca_ref) used as a standard in the one-pedal mode of the present embodiment. In FIG. 6, the horizontal axis represents the AP operation amount θap, and the vertical axis represents the required acceleration / deceleration areq. The reference characteristic Ca_ref is changed for each vehicle speed V.

  As described above, the one-pedal mode is a mode for controlling acceleration and deceleration of the vehicle 10 in accordance with the AP operation amount θap (operation pedal operation amount). As shown in FIG. 6, a deceleration region, an acceleration region, and a constant speed traveling region are provided for the AP operation amount θap. The deceleration area corresponds to a relatively small AP operation amount θap (0 ≦ θap <θref1), and the acceleration area corresponds to a relatively large AP operation amount θap (θref2 <θap ≦ θmax). Corresponds to an intermediate AP operation amount θap (θref1 ≦ θap ≦ θref2).

  Hereinafter, the threshold values for the deceleration region and the constant speed traveling region are also referred to as a first boundary threshold value θref1 or a threshold value θref1. The threshold values for the constant speed traveling region and the acceleration region are also referred to as a second boundary threshold value θref2 or a threshold value θref2. Further, the respective widths of the deceleration region, the acceleration region, and the constant speed traveling region are indicated by L1, L2, and L3. In particular, the widths L1, L2, and L3 in the reference characteristic Ca_ref are also referred to as reference values L1ref, L2ref, and L3ref. In FIG. 6, the width L3 of the constant speed traveling region is shown to be equal to the width L2 of the acceleration region and longer than the width L1 of the deceleration region, but this is for ease of understanding. The width L3 is the shortest (the ratio of the widths L1 to L3 in FIGS. 7 and 12 is the same).

  In the deceleration region, the ECU 36 controls the engine 12 so that the deceleration of the vehicle 10 (the absolute value of the negative required acceleration / deceleration areq) increases as the AP operation amount θap decreases. For this reason, when the AP operation amount θap is zero, the required acceleration / deceleration areq is the minimum reference acceleration / deceleration areq_min_ref (= maximum deceleration). The deceleration may be adjusted by controlling the brake mechanism 14 in addition to or instead of the engine 12.

  In the acceleration region, the ECU 36 controls the engine 12 so that the acceleration of the vehicle 10 (the absolute value of the positive required acceleration / deceleration areq) increases as the AP operation amount θap increases. For this reason, when the AP operation amount θap is the maximum operation amount θmax, the required acceleration / deceleration areq is the maximum reference acceleration / deceleration areq_max_ref (= maximum acceleration).

  In the constant speed travel region, the ECU 36 controls the engine 12 so that the acceleration or deceleration of the vehicle 10 (absolute value of the requested acceleration / deceleration areq) is zero and constant regardless of the increase or decrease of the AP operation amount θap. As will be described later with reference to FIGS. 14 and 15, the acceleration or deceleration (required acceleration / deceleration areq) in the constant speed traveling region may be a value other than zero.

(2-4-2. Precedence vehicle characteristics Ca_down_ld during downhill)
FIG. 7 is a diagram illustrating an example of an acceleration / deceleration characteristic (descent vehicle characteristic Ca_down_ld (hereinafter also referred to as “characteristic Ca_down_ld”)) used when the vehicle is descending and there is a preceding vehicle. In FIG. 7, the horizontal axis represents the AP operation amount θap, and the vertical axis represents the required acceleration / deceleration areq. The characteristic Ca_down_ld is changed for each vehicle speed V. An arrow 100 in FIG. 7 shows a state in which the reference characteristic Ca_ref changes to the preceding vehicle characteristic Ca_down_ld during downhill.

  As can be seen from FIGS. 6 and 7, the reference characteristic Ca_ref and the characteristic Ca_down_ld are equal in the acceleration region. In addition, compared with the reference characteristic Ca_ref, the characteristic Ca_down_ld increases the width L1 of the deceleration region and the width L1 of the deceleration region in the constant speed traveling region. As a result, the transition from the constant speed traveling region to the deceleration region can be performed in a short time.

  As shown in FIG. 5, the width L3 of the constant speed traveling region is variable in the range of the minimum value L3down_ld_min and less than the reference value L3ref in the anti-preceding vehicle characteristic Ca_down_ld during downhill. Further, the width L1 of the deceleration region is variable within a range that is larger than the reference value L1ref and less than or equal to the maximum value L1down_ld_max. The acceleration region width L2 is maintained at the reference value L2ref.

  The absolute value of the minimum value of the minimum required acceleration / deceleration areq_min of the characteristic Ca_down_ld (hereinafter also referred to as “minimum required acceleration / deceleration areq_min_min”) is set larger than the absolute value of the minimum reference acceleration / deceleration areq_min_ref of the reference characteristic Ca_ref. Thus, it is possible to make it difficult to accelerate the vehicle 10 when descending.

(2-4-3. Downhill characteristics Ca_down)
Similarly to the descending slope characteristic Ca_down_ld, also in the descending slope characteristic Ca_down, the constant speed traveling region width L3, the deceleration region width L1 and the minimum required acceleration / deceleration areq_min are variable (see FIG. 5).

  When the slopes A are equal, the descending slope characteristic Ca_down has an absolute value of the minimum required acceleration / deceleration areq_min with a width L3 in the constant speed traveling region and a narrower width L1 in the deceleration region than the preceding vehicle characteristic Ca_down_ld in descending slope. The value is small. That is, as the preceding vehicle does not exist, the downhill characteristic Ca_down is less changed than the characteristic Ca_down_ld.

(2-4-4. Characteristics of preceding car Ca_ld)
As with the downhill vehicle characteristics Ca_down_ld and downhill characteristics Ca_down, the constant speed travel region width L3, the deceleration region width L1 and the minimum required acceleration / deceleration areq_min are variable in the anti-preceding vehicle property Ca_ld ( (See FIG. 5).

  When the relative distances Lf are equal, the anti-preceding vehicle characteristic Ca_ld is smaller than the anti-preceding vehicle characteristic Ca_down_ld when descending slope, the width L3 of the constant speed traveling region is wide, the width L1 of the deceleration region is narrow, and the minimum required acceleration / deceleration areq_min is The absolute value is small. That is, the amount of change in the anti-preceding vehicle characteristic Ca_ld is smaller than that in the characteristic Ca_down_ld because the vehicle is not downhill.

(2-5. Selection of filter characteristic Cf)
Similar to the acceleration / deceleration characteristic Ca, in the one-pedal mode of the present embodiment, the characteristic (filter characteristic Cf) of the responsive filter 92 is changed in consideration of the traveling environment or traveling state of the vehicle 10 and the driving state of the driver.

  FIG. 8 is a flowchart (details of S5 in FIG. 2) for setting the characteristic (filter characteristic Cf) of the responsive filter 92 in the one-pedal mode of the present embodiment. Steps S21, S22, and S25 in FIG. 8 are the same as S11, S12, and S25 in FIG.

  In step S23, the ECU 36 sets the filter characteristics Cf (hereinafter also referred to as “descendant vehicle characteristics Cf_down_ld” when descending) to the vehicle speed V, the gradient A, and the vehicle characteristics when the vehicle is descending and there is a preceding vehicle. Set based on the relative distance Lf. In step S24, the ECU 36 sets a filter characteristic Cf (hereinafter referred to as “downhill characteristic Cf_down”) when the vehicle is descending and no preceding vehicle is present, based on the vehicle speed V and the gradient A.

  In step S26, the ECU 36 sets a filter characteristic Cf (hereinafter also referred to as “to-preceding vehicle characteristic Cf_ld”) when the vehicle is not downhill and a preceding vehicle exists based on the vehicle speed V and the relative distance Lf. In step S <b> 27, the ECU 36 sets a standard filter characteristic Cf (hereinafter referred to as “reference characteristic Cf_ref”) (FIG. 10) based on the vehicle speed V when the vehicle is not descending and there is no preceding vehicle.

(2-6. Specific example of filter characteristic Cf in one-pedal mode)
(2-6-1. Reference characteristic Cf_ref)
FIG. 9 is a diagram showing the comparison contents of various filter characteristics Cf used in the one-pedal mode. FIG. 10 is a diagram illustrating an example of the required torque Treq_op when the filter characteristic Cf (standard characteristic Cf_ref) that is normally used in the one-pedal mode of the present embodiment is used. In FIG. 10, the horizontal axis represents time [s], and the vertical axis represents the required torque Treq_op. The reference characteristic Cf_ref is changed for each vehicle speed V.

  As shown in FIG. 9, the reference characteristic Cf_ref uses a limit value ΔDlim of the time differential value ΔD of the temporary required torque Treq_p. The limit value ΔDlim in the reference characteristic Cf_ref is particularly referred to as a reference limit value ΔDlim_ref or a limit value ΔDlim_ref. The limit value ΔDlim_ref is a normal gradient, and in the present embodiment, is the most gentle gradient among the filter characteristics Cf.

(2-6-2. Characteristics of preceding vehicle at descending slope Cf_down_ld)
FIG. 11 is a diagram illustrating an example of the required torque Treq_op when using the vehicle characteristic Cf_down_ld against a preceding slope (hereinafter also referred to as “characteristic Cf_down_ld”) as the filter characteristic Cf used in the one-pedal mode of the present embodiment. is there. In FIG. 11, the horizontal axis represents time [s], and the vertical axis represents the required torque Treq_op. The characteristic Cf_down_ld is changed for each vehicle speed V.

  The limit value ΔDlim of the characteristic Cf_down_ld is variable according to the vehicle speed V, the gradient A, and the relative distance Lf, and is the steepest inclination among the filter characteristics Cf (see FIG. 9). The absolute value of the limit value ΔDlim of the characteristic Cf_down_ld is variable in a range larger than the absolute value of the reference limit value ΔDlim_ref and not more than the absolute value of the maximum value ΔDdown_ld_max.

(2-6-3. Downhill characteristics Cf_down)
The limit value ΔDlim of the downhill characteristic Cf_down is variable according to the vehicle speed V and the gradient A. The absolute value of the limit value ΔDlim of the characteristic Cf_down is variable in a range larger than the absolute value of the reference limit value ΔDlim_ref and not more than the absolute value of the maximum value ΔDdown_max. The absolute value of the maximum value ΔDdown_max is less than the absolute value of the maximum value ΔDdown_ld_max.

(2-6-4. Characteristics of preceding car Cf_ld)
The limit value ΔDlim of the anti-preceding vehicle characteristic Cf_ld is variable according to the vehicle speed V and the relative distance Lf. The absolute value of the limit value ΔDlim of the characteristic Cf_ld is variable in a range larger than the absolute value of the reference limit value ΔDlim_ref and not more than the absolute value of the maximum value ΔDld_max. The absolute value of the maximum value ΔDld_max is less than the absolute value of the maximum value ΔDdown_ld_max.

[3. Effects of this embodiment]
As described above, according to the present embodiment, the vehicle 10 travels at a constant speed depending on whether the vehicle 10 is descending (S11 in FIG. 4) and whether there is a preceding vehicle (S12, S15). The width L3 (range) of the region is changed (S13, S14, S16, S17 in FIG. 4, FIGS. 5 to 7). For this reason, when responsiveness to acceleration operation or deceleration operation is required, or when it is desired to focus on constant speed driving, appropriate acceleration / deceleration according to the driving environment or the driving situation or the driving state of the driver is performed. This can be realized by operating the pedal), and the operability of the vehicle 10 can be improved.

  In the present embodiment, the ECU 36 (travel control device) indicates that the vehicle 10 is descending in terms of the degree of responsiveness that is an index indicating the ease of transition from the deceleration region to the acceleration region with respect to the AP operation amount θap. Whether or not there is a preceding vehicle (S12, S15). Further, the width L3 of the constant speed traveling region is changed according to the classification of whether the vehicle 10 is descending (S11 in FIG. 4) and whether there is a preceding vehicle (S12, S15) ( (S13, S14, S16, S17 in FIG. 4, FIGS. 5 to 7). Thereby, the width L3 of the constant speed traveling region can be changed according to the degree of responsiveness. For this reason, the operability of the vehicle 10 can be improved.

  In the present embodiment, when the AP operation amount θap shifts from the acceleration region to the deceleration region, the ECU 36 maintains the width L2 (range) of the acceleration region to which the AP operation amount θap at that time belongs (see FIG. 7). In addition, the ECU 36 determines the width L1 of the deceleration region and the fixed speed depending on whether the vehicle 10 is descending (S11 in FIG. 4) and whether there is a preceding vehicle (S12, S15). The width L3 of the high speed travel region is changed (FIGS. 5 to 7).

  This makes it possible to change the widths L1 and L3 of the deceleration region and the constant speed traveling region according to the degree of responsiveness while maintaining the width L2 of the acceleration region to which the AP operation amount θ at that time belongs. . Therefore, the acceleration / deceleration characteristic Ca can be changed without causing the driver to feel uncomfortable.

  In the present embodiment, when the AP operation amount θap shifts from the acceleration region to the deceleration region, whether or not the vehicle 10 is descending (S11 in FIG. 4) and whether or not a preceding vehicle exists (S12, S15). ) Corresponds to a greater degree of responsiveness, the ECU 36 narrows the width L3 of the constant speed travel region and widens the width L1 of the deceleration region, and also calculates the absolute value of the minimum required acceleration / deceleration areq_min in the deceleration region ( (Or maximum deceleration) is increased (FIGS. 5 to 7).

  As a result, the greater the degree of responsiveness (that is, the higher the responsiveness requirement), the smoother the transition from the acceleration region to the deceleration region by narrowing the constant speed travel region and widening the deceleration region. It becomes possible. In addition, it is easy to provide sufficient deceleration by increasing the maximum deceleration in the deceleration region.

  In addition, the smaller the degree of responsiveness (that is, the lower the request for responsiveness), the wider the constant speed traveling area and the narrower the deceleration area, and the driver can easily use the constant speed traveling area. . For this reason, it becomes easy to keep the acceleration / deceleration a constant, and it becomes possible to facilitate constant speed traveling (cruise traveling) by operating the accelerator pedal 16.

  In the present embodiment, the ECU 36 acquires the relative distance Lf from the front sensor 26 (relative distance detecting means) that detects the relative distance Lf of the preceding vehicle or the obstacle with respect to the vehicle 10 (FIG. 1). Further, the ECU 36 shortens the width L3 of the constant speed travel region as the relative distance Lf becomes shorter (FIG. 5).

  As a result, when the relative distance Lf from the vehicle 10 (the host vehicle) to the preceding vehicle or the obstacle is short, the driver can quickly pass through the constant speed traveling region during the transition from the acceleration region to the deceleration region. It becomes possible. For this reason, the operability of the accelerator pedal 16 can be improved in relation to the preceding vehicle or an obstacle.

  In the present embodiment, the ECU 36 increases the width L1 of the deceleration region and increases the minimum required acceleration / deceleration areq_min (maximum deceleration) in the deceleration region as the relative distance Lf decreases (FIG. 5). Thereby, it becomes possible to improve the responsiveness of the accelerator pedal 16 with respect to the deceleration request | requirement by a driver | operator, and the operativity of the accelerator pedal 16 can be improved in relation to a preceding vehicle or an obstruction.

  In the present embodiment, the ECU 36 increases the width L3 of the constant speed travel region as the relative distance Lf increases (FIG. 5). As a result, when the risk of contact of the vehicle 10 (own vehicle) with a preceding vehicle or an obstacle is small, it is easy to perform constant speed traveling even if there is a slight movement of the AP operation amount θap by the driver. For this reason, it becomes possible to improve operativity in relation to a preceding vehicle or an obstacle.

B. Modifications It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various configurations can be adopted based on the description of the present specification. For example, the following configuration can be adopted.

[1. Applicable to]
In the above embodiment, the vehicle 10 is an engine vehicle (FIG. 1). However, for example, from the viewpoint of the acceleration / deceleration characteristics Ca of the vehicle 10, the present invention is not limited to this. For example, the vehicle 10 may be an electric vehicle including a hybrid vehicle or a fuel cell vehicle. When the vehicle 10 is an electric vehicle, the target torque Ttar (deceleration) can be controlled in the deceleration region by adjusting the regenerative power of the travel motor. Further, when the vehicle 10 is a hybrid vehicle, in the deceleration region, by using at least one of the braking force of the engine 12 (engine braking) and the braking force of the traveling motor (with generation of regenerative power), the target torque Ttar ( (Deceleration) can be controlled.

[2. AP operation mode]
In the above embodiment, the normal mode and the one pedal mode are used as the AP operation mode. However, for example, when focusing on the one-pedal mode, the normal mode can be omitted.

  In the one-pedal mode of the above embodiment, the AP operation amount θap and the required acceleration / deceleration areq are used in association with each other (FIGS. 6 and 7). However, for example, if attention is paid to the functions of the deceleration region, the acceleration region, and the constant speed traveling region, the present invention is not limited to this. For example, a neutral region in which the inertial traveling of the vehicle 10 can be performed without setting the required acceleration / deceleration areq may be provided between the deceleration region and the constant speed traveling region.

  In the one-pedal mode of the above embodiment, the target torque Ttar (deceleration), which is a negative value, is realized using the torque of the engine 12 or the braking force by the engine brake (see FIG. 2). The present invention is not limited to this, and the target torque Ttar (deceleration), which is a negative value, may be adjusted by controlling the brake mechanism 14 in addition to the engine 12 or instead of the engine 12.

[3. Setting of requested acceleration / deceleration areq]
(3-1. Driving environment, driving situation of vehicle 10 or driving state of driver)
In the above embodiment, the traveling environment of the vehicle 10 includes the presence or absence of a preceding vehicle and the downhill road (FIG. 4). In other words, whether the vehicle 10 has a preceding vehicle or not and whether or not the vehicle 10 is on a downhill is used as the traveling state of the vehicle 10. However, for example, from the viewpoint of setting the acceleration / deceleration characteristics Ca based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this.

  Alternatively, an uphill road or a curved road may be used as the traveling environment of the vehicle 10. In other words, whether the vehicle 10 is climbing up or whether it is traveling on a curved road can be used as the traveling state of the vehicle 10.

  Alternatively, at least one of the vehicle speed V, the acceleration / deceleration a, and the yaw rate of the vehicle 10 can be used as the traveling state of the vehicle 10. When the vehicle speed V is used as the traveling state, for example, the minimum required acceleration / deceleration areq_min (maximum deceleration) or the maximum required acceleration / deceleration areq_max (maximum acceleration) can be increased as the vehicle speed V increases. Further, when the acceleration / deceleration a is used as the traveling state, for example, the minimum required acceleration / deceleration areq_min or the maximum required acceleration / deceleration areq_max may be increased as the absolute value of the acceleration / deceleration a increases. Further, when the yaw rate is used as the traveling state, for example, the minimum required acceleration / deceleration areq_min or the maximum required acceleration / deceleration areq_max may be decreased as the absolute value of the yaw rate increases.

  Alternatively, as in Japanese Patent Application Laid-Open No. 04-118344, it is possible to use a highway as the travel environment of the vehicle 10 (in other words, use the fact that the vehicle 10 is traveling on the highway). Further, as in Japanese Patent Laid-Open No. 04-118344, it is also possible to use that the vehicle 10 is moving backward as the traveling state of the vehicle 10.

  In addition to or instead of the driving environment or the driving situation of the vehicle 10 used in the above embodiment, the driving state of the driver can also be used. As such an operating state, the steering angle θstr or the position of the shift lever (shift position or gear position) can be used. For example, when the steering angle θstr is used, the acceleration / deceleration characteristic Ca and / or the filter characteristic Cf can be made variable according to the steering angle θstr. Similarly, when the shift position is used, the acceleration / deceleration characteristic Ca and / or the filter characteristic Cf can be made variable according to the shift position.

  In the above-described embodiment, it is determined whether or not the vehicle 10 is actually “downhill” (S11 in FIG. 4). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics Ca based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this. For example, it is possible to estimate that the vehicle 10 is expected to enter a downhill road in the near future, and to change the acceleration / deceleration characteristics Ca before actually entering the downhill road. For example, the predicted route of the navigation device 32 can be used for the prospect of entering the downhill road.

  In the above embodiment, the acceleration / deceleration characteristic Ca is changed based on the “actual” relative distance Lf between the vehicle 10 (the host vehicle) and the preceding vehicle or an obstacle (S12 and S15 in FIG. 4). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics Ca based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this, and an estimated value of the relative distance Lf in the future is calculated. It is also possible to change the acceleration / deceleration characteristics Ca based on the estimated value. The estimated value of the relative distance Lf can be calculated based on, for example, a time differential value or a second-order differential value of the relative distance Lf.

(3-2. Acceleration / deceleration characteristics Ca)
In the above embodiment, the characteristics Ca_ref, Ca_down_ld, Ca_down, and Ca_ld are used as the acceleration / deceleration characteristics Ca of the vehicle 10 (FIGS. 5 to 7). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics Ca based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this. For example, in addition to the reference characteristic Ca_ref, any one or two of the characteristics Ca_down_ld, Ca_down, and Ca_ld can be used.

  In the above embodiment, the characteristics Ca_ref, Ca_down_ld, Ca_down, and Ca_ld are changed according to the vehicle speed V (FIG. 5). However, it is also possible not to change according to the vehicle speed V (for example, the acceleration / deceleration characteristic Ca is fixed regardless of the vehicle speed V).

  In the above embodiment, the characteristics Ca_ref, Ca_down_ld, Ca_down, and Ca_ld that define the relationship between the AP operation amount θap and the required acceleration / deceleration speed areq are set (FIGS. 5 to 7). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics Ca based on the traveling environment or traveling state of the vehicle 10 or the driving state of the driver, the present invention is not limited to this. For example, a corrected AP operation amount θapc obtained by correcting the AP operation amount θap according to the traveling environment or the driving situation of the vehicle 10 or the driving state of the driver is calculated, and the required acceleration / deceleration areq is calculated based on the corrected AP operation amount θapc. It is also possible.

  In the said embodiment, the change of width L1, L3 of a deceleration area | region and a constant-speed driving | running | working area | region and the change of minimum request | requirement acceleration / deceleration areq_min were performed together (FIGS. 5-7). However, for example, when attention is paid to either one, it is not limited to this. For example, it is also possible to change the widths L1 and L3 and not change the minimum required acceleration / deceleration areq_min. Alternatively, it is also possible to change the minimum required acceleration / deceleration areq_min and not change the widths L1 and L3. In either case, the change ratio (slope) of the minimum required acceleration / deceleration areq_min with respect to the AP operation amount θap is changed.

  In FIG. 7 of the above embodiment, the deceleration region and the constant speed travel region are changed without changing the acceleration region with respect to the reference characteristic Ca_ref (FIG. 6) (FIGS. 6 and 7). On the other hand, for example, when traveling at a low speed, the acceleration region and the constant speed traveling region can be changed without changing the deceleration region.

  FIG. 12 is a diagram illustrating an example of acceleration / deceleration characteristics Ca (low-speed driving characteristics Ca_lowv (hereinafter also referred to as “characteristic Ca_lowv”)) used during low-speed driving. In the characteristic Ca_lowv, as compared with the reference characteristic Ca_ref of FIG. 6, the width L3 of the constant speed traveling region is narrowed and the width L2 of the acceleration region is widened. As a result, the vehicle 10 can be accelerated with high responsiveness to the operation of the accelerator pedal 16. An arrow 104 in FIG. 12 indicates a state in which the reference characteristic Ca_ref changes to the low-speed running characteristic Ca_lowv.

  In the characteristic Ca_lowv, the maximum required acceleration / deceleration areq_max (maximum acceleration) is larger than the reference characteristic Ca_ref in FIG. That is, the maximum required acceleration / deceleration areq_max (areq_max_max) in the characteristic Ca_lowv is larger than the maximum required acceleration / deceleration areq_max (areq_max_ref) of the reference characteristic Ca_ref. This makes it possible to realize rapid acceleration.

  The characteristic Ca_lowv in FIG. 12 can also be used as the reference characteristic Ca_ref at the time of low speed.

  In the above embodiment, the widths L1 and L3 of the deceleration region and the constant speed traveling region and the minimum required acceleration / deceleration areq_min are changed to maintain the inclination of the acceleration / deceleration characteristic Ca in the deceleration region (see FIGS. 6 and 7). However, for example, from the viewpoint of the degree of responsiveness, the present invention is not limited to this, and the slope of the acceleration / deceleration characteristic Ca can be changed.

  FIG. 13 is a diagram illustrating a first modification in which the inclination of the acceleration / deceleration characteristic Ca is changed. In the first modified example of FIG. 13, the ECU 36 (running control device) makes the change rate (acceleration or deceleration increase rate) of the requested acceleration / deceleration areq with respect to the AP operation amount θap variable. That is, the broken lines in the deceleration region and the acceleration region indicate the reference characteristic Ca_ref, and the solid lines in the deceleration region and the acceleration region indicate the characteristic Ca_hr that emphasizes responsiveness (hereinafter also referred to as “high response characteristic Ca_hr” or “characteristic Ca_hr”). Indicates. Arrows 106 and 108 indicate transition from the reference characteristic Ca_ref to the high response characteristic Ca_hr. The solid line in the constant speed travel region is common to the reference characteristic Ca_ref and the characteristic Ca_hr.

  According to the first modified example of FIG. 13, the increase rate of the deceleration with respect to the AP operation amount θap in the deceleration region and the increase rate of the acceleration with respect to the AP operation amount θap in the acceleration region are determined as the driving environment or the driving situation of the vehicle 10 or the driver. Change according to the operating condition. For this reason, when responsiveness is required for acceleration operation or deceleration operation, or when it is desired to emphasize constant speed traveling, appropriate acceleration / deceleration according to the driving environment or driving situation or the driving state of the driver is performed by operating the accelerator pedal 16. Thus, the operability of the vehicle 10 can be improved.

  The ECU 36 relates the AP operation amount θap to the driving environment or the driving situation or the driving state in terms of the degree of responsiveness that is an index indicating the ease of the transition from the deceleration region to the acceleration region or the transition from the acceleration region to the deceleration region. Break down. The ECU 36 increases the rate of increase in deceleration or acceleration with respect to the AP operation amount θap as the classification of the traveling environment or the traveling state or the driving state corresponds to a greater degree of responsiveness.

  Thereby, the increase rate of the acceleration or deceleration with respect to the AP operation amount θap is changed according to the degree of responsiveness. Thereby, it is possible to improve the operability by reflecting the degree of responsiveness with respect to the deceleration in the deceleration region or the change in the acceleration in the acceleration region.

(3-2-4. Constant speed running area)
In the above embodiment, a region including only the AP operation amount θap where the required acceleration / deceleration areq is zero is defined as a constant speed traveling region (FIGS. 6 and 7). However, for example, from the viewpoint of increasing or decreasing the range (widths L1, L2, and L3) according to the driving environment or driving condition of the vehicle 10 or the driving state of the driver, this is not limiting.

  For example, the constant speed travel region includes an AP operation amount θap at which the required acceleration / deceleration areq (acceleration) is zero, and the required acceleration / deceleration areq is within a positive threshold (acceleration threshold) with respect to zero and / or Or the area | region which exists in the range of a negative threshold value (deceleration threshold value) can be made into a constant speed driving | running | working area | region. In this case, the deceleration region, the acceleration region, and the constant speed traveling region are classified based on the boundary threshold values θref1 and θref2 of the range that increases and decreases according to the driving environment or the driving situation of the vehicle 10 or the driving state of the driver. It is possible.

  FIG. 14 is a diagram illustrating a second modification in which a weak deceleration region and a weak acceleration region are included in the constant speed traveling region. FIG. 15 is a diagram illustrating a third modification in which a weak deceleration region is included in the constant speed traveling region. The weak deceleration region is a region made up of the required acceleration / deceleration areq that is a negative value, and includes a range where the required acceleration / deceleration areq is less than zero and up to a negative threshold (deceleration threshold THde). The weak acceleration region is a region including the required acceleration / deceleration speed areq that is a positive value, and includes a range in which the required acceleration / deceleration rate areq is greater than zero and reaches a positive threshold value (acceleration threshold value THac).

  The boundary threshold value θref1 in the second modification (FIG. 14) is set as an AP operation amount θap corresponding to a preset deceleration threshold value THde. Similarly, the boundary threshold value θref2 in the second modified example (FIG. 14) is set as an AP operation amount θap corresponding to a preset acceleration threshold value THac. The threshold values THde and THac may be changed according to the traveling environment or traveling state of the vehicle 10 or the driving state of the driver. The same applies to the deceleration threshold THde in the third modification (FIG. 15).

  The above embodiment has been described on the assumption that a constant speed traveling region always exists regardless of the traveling environment or traveling state of the vehicle 10 or the driving state of the driver. However, depending on the traveling environment or traveling condition of the vehicle 10 or the driving state of the driver, the constant speed traveling region can be eliminated (in other words, the width L3 is set to zero). For example, the minimum value L3down_ld_min of the width L3 of the constant speed traveling region in the anti-preceding vehicle characteristic Ca_down_ld during downhill may be set to zero.

(3-2-5. Filter characteristic Cf of responsive filter 92)
In the above embodiment, the filter characteristic Cf is set after setting the acceleration / deceleration characteristic Ca (S5 in FIGS. 2 and 3). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics Ca and the filter characteristics Cf according to the driving environment or the driving situation of the vehicle 10 or the driving state of the driver, the present invention is not limited to this. For example, in the flowchart of FIG. 4, the acceleration / deceleration characteristic Ca and the filter characteristic Cf can be set together. Alternatively, the filter characteristic Cf can be set before setting the acceleration / deceleration characteristic Ca (or the temporary required torque Treq_p).

10 ... Vehicle 16 ... Accelerator pedal (operating pedal)
26 ... Front sensor (relative distance detecting means) 36 ... ECU (vehicle travel control device)
a ... Acceleration / deceleration (deceleration, acceleration)
areq_max: Maximum required acceleration / deceleration (maximum acceleration)
areq_min: Minimum required acceleration / deceleration (maximum deceleration)
Lf: Relative distance L1: Width of deceleration area (range)
L2: Acceleration region width (range) L3: Constant speed travel region width (range)
θap: AP operation amount (operation pedal operation amount)

Claims (12)

A vehicle travel control device that controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal,
The travel control device includes:
Regarding the operation amount, a deceleration region corresponding to the relatively small operation amount, an acceleration region corresponding to the relatively large operation amount, and a constant speed travel region located between the deceleration region and the acceleration region. Set,
In the deceleration area, control is performed so that the deceleration of the vehicle increases as the operation amount decreases.
In the acceleration region, control is performed so that the acceleration of the vehicle increases as the operation amount increases.
In the constant speed running area, control to maintain the constant speed running state of the vehicle,
The range of the constant speed traveling region is changed according to a traveling environment or a traveling state of the vehicle or a driving state of the driver. The travel control device according to claim 1,
The constant speed travel region includes the operation amount at which the acceleration is zero,
In the constant speed running state, the acceleration is in a range from zero to an acceleration threshold, and the deceleration is in a range from zero to a deceleration threshold. In the travel control device according to claim 1 or 2,
The travel control device includes:
With respect to the manipulated variable, the driving environment or the driving situation in terms of the degree of responsiveness, which is an index indicating the ease of transition from the deceleration region to the acceleration region or from the acceleration region to the deceleration region, or the Divide the operating state,
A range of the constant speed traveling region is changed according to the traveling environment or the traveling state or the classification of the driving state. The travel control device according to claim 3, wherein
The travel control device includes:
When the manipulated variable shifts from the acceleration region to the deceleration region, the range of the acceleration region is maintained, and the deceleration region and the constant speed travel are performed according to the traveling environment or the traveling state or the driving state classification. When the range of the region is changed, or when the operation amount shifts from the deceleration region to the acceleration region, the range of the deceleration region is maintained, and according to the traveling environment or the traveling state or the classification of the driving state, A travel control device that changes a range of the acceleration region and the constant speed travel region. In the travel control device according to claim 3 or 4,
When the manipulated variable shifts from the acceleration region to the deceleration region, the travel control device is configured so that the travel environment or the travel state or the driving state classification corresponds to a greater degree of the responsiveness. A travel control device that narrows the range of the constant speed travel region and widens the range of the deceleration region and increases the maximum deceleration in the deceleration region. In the travel control device according to any one of claims 3 to 5,
When the operation amount shifts from the deceleration region to the acceleration region, the travel control device is configured such that the travel environment or the travel state or the driving state classification corresponds to a greater degree of the responsiveness. A travel control device that narrows the range of the constant speed travel region and widens the range of the acceleration region and increases the maximum acceleration in the acceleration region. In the traveling control device according to any one of claims 3 to 6,
The travel control device includes:
The rate of increase of the acceleration or deceleration with respect to the manipulated variable is variable,
When the operation amount shifts from the deceleration region to the acceleration region or from the acceleration region to the deceleration region, the traveling environment or the traveling state or the driving state classification corresponds to a greater degree of responsiveness. The travel control device is characterized by increasing the increase rate of the acceleration or the deceleration. In the traveling control device according to any one of claims 1 to 7,
The travel control device includes:
Obtaining the relative distance from a relative distance detecting means for detecting a relative distance of a preceding vehicle or an obstacle with respect to the vehicle;
The travel control device characterized in that the range of the constant speed travel region is narrowed as the relative distance becomes shorter. The travel control device according to claim 8, wherein
The travel control device is characterized in that, as the relative distance becomes shorter, the range of the deceleration region is widened and the maximum deceleration in the deceleration region is increased. In the traveling control device according to claim 8 or 9,
The travel control device increases the range of the constant speed travel region as the relative distance increases. A vehicle travel control device that controls acceleration and deceleration of a vehicle according to an operation amount of one operation pedal,
The travel control device includes:
Regarding the operation amount, a deceleration region corresponding to the relatively small operation amount, an acceleration region corresponding to the relatively large operation amount, and a constant speed travel region located between the deceleration region and the acceleration region. Set,
In the deceleration area, control is performed so that the deceleration of the vehicle increases as the operation amount decreases.
In the acceleration region, control is performed so that the acceleration of the vehicle increases as the operation amount increases.
In the constant speed running area, control to maintain the constant speed running state of the vehicle,
At least one of an increase rate of the deceleration with respect to the operation amount in the deceleration region and an increase rate of the acceleration with respect to the operation amount in the acceleration region is determined according to a driving environment or a driving situation of the vehicle or a driving state of the driver. A travel control device characterized by being changed. The travel control device according to claim 11, wherein
The travel control device includes:
With respect to the manipulated variable, the driving environment or the driving situation in terms of the degree of responsiveness, which is an index indicating the ease of transition from the deceleration region to the acceleration region or from the acceleration region to the deceleration region, or the Divide the operating state,
The travel control device increases the rate of increase of the deceleration or the acceleration with respect to the operation amount as the travel environment or the travel state or the driving state classification corresponds to a larger degree of the responsiveness. A travel control device characterized by the above.

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