JP2015229405A - Vehicular travel control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular travel control apparatus capable of performing appropriate control in accordance with a travel environment or travel condition of a vehicle or a driving state of a driver, in a configuration of controlling acceleration-deceleration of the vehicle with a single operation pedal.SOLUTION: A vehicular travel control apparatus 36 performs: performing control so as to increase deceleration of a vehicle 10 proportionately with a decrease in an operation amount in a deceleration zone; performing control so as to increase acceleration of the vehicle 10 proportionately with an increase in an operation amount in an acceleration zone; and changing maximum deceleration in the deceleration zone or maximum acceleration in the acceleration zone in accordance with the travel environment or travel condition of the vehicle 10 or the driving 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 / small 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 7). .

  Patent Document 2 discloses a driving support device for an automobile including a vehicle control device that controls a control target based on a vehicle operation input amount such as an accelerator pedal depression amount, a brake pedal depression amount, a handle operation amount, a gear shift position, and the like. (Claim 1). In the driving support device, the surrounding environment of the vehicle is judged by the vehicle environment judging means, and the control amount of the controlled object is compensated and corrected according to the surrounding environment. It is said that the corresponding driving assistance is performed to reduce the burden on the driver (the second page, lower right column, lines 15 to 20, line 1).

  The surrounding environment of the vehicle here is whether or not the vehicle is traveling on a highway (Claim 2), whether or not the vehicle is traveling on an uphill road (Claim 3), and whether the vehicle is traveling backward. No. (Claim 4) and whether or not the vehicle is traveling up or down a hill (Claim 5). Further, examples of the control amount to be controlled include a steering angle change amount with respect to the steering wheel operation amount (claims 2 to 4) and a throttle opening change amount with respect to the accelerator pedal depression amount (claim 5).

  More specifically, in claim 5 of Patent Document 2, it is determined whether the vehicle is traveling up or down a hill, and when it is determined that the vehicle is traveling up a hill, the amount of change in throttle opening relative to the accelerator pedal depression amount is determined. Increase. If it is determined that the vehicle is traveling downward, the amount of change in the throttle opening with respect to the amount of depression of the accelerator pedal is decreased.

JP 2006-1117020 A Japanese Patent Laid-Open No. 02-085067

  As described above, Patent Document 1 discloses a configuration in which acceleration and deceleration are controlled by a single operation pedal (summary). However, in Patent Document 1, no consideration is given to the traveling environment of the vehicle, the traveling state, and the driving state of the driver.

  Further, in Patent Document 2, the amount of change in the throttle opening with respect to the amount of depression of the accelerator pedal is changed according to whether the vehicle is traveling uphill or descending (Claim 5). However, Patent Document 2 does not discuss control in a configuration in which acceleration and deceleration are controlled by a single operation pedal. For example, when an accelerator pedal is used as one operation pedal, the deceleration of the vehicle can be effectively controlled only by operating the accelerator pedal (without operating the brake pedal). Patent Document 2 does not mention control of deceleration characteristics of the vehicle.

  The present invention has been made in consideration of the above-described problems, and in a configuration in which acceleration / deceleration of the vehicle is controlled by a single operation pedal, it is suitable according to the driving environment or driving situation of the vehicle or the driving state of the driver. An object of the present invention is to provide a vehicular travel control apparatus capable of performing simple control.

  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 and an acceleration region corresponding to the relatively large operation amount are set for the operation amount. In the deceleration region, 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, and the maximum deceleration in the deceleration region or the maximum acceleration in the acceleration region is determined as the driving environment or driving condition of the vehicle. Or it changes according to a driver | operator's driving | running state, It is characterized by the above-mentioned.

  According to the present invention, the maximum deceleration in the deceleration region or the maximum acceleration in the acceleration region is changed according to the traveling environment or traveling state of the vehicle or the driving state of the driver. For this reason, it is possible to realize appropriate acceleration / deceleration according to the traveling environment or traveling state of the vehicle or the driving state of the driver by operating the operation pedal, and to improve the operability of the vehicle.

  The travel control device may change at least one of a deceleration characteristic in the deceleration region and an acceleration characteristic in the acceleration region in accordance with the gradient of the traveling path detected by the gradient detection unit. Thus, it is possible to improve the operability of the vehicle by realizing at least one of the deceleration characteristic and the acceleration characteristic corresponding to the gradient of the travel path.

  The travel control device may make the maximum deceleration when the gradient indicates an uphill road smaller than the maximum deceleration when the gradient indicates a flat road. This reduces the maximum deceleration that can be generated by operating the operation pedal when the vehicle is traveling on an uphill road. For this reason, it is possible to suppress the vehicle from decelerating more than the driver intends and to improve the operability of the vehicle.

  With respect to the deceleration area, the travel control device determines an increase rate of the deceleration with respect to the operation amount when the gradient indicates the uphill road, and an increase rate of the deceleration when the gradient indicates the flat road. May be made smaller. As a result, when the vehicle is traveling on an uphill road, it is possible to finely adjust the operation pedal for deceleration, and to improve the operability of the vehicle.

  With respect to the acceleration region, the traveling control device sets an increase rate of the acceleration with respect to the operation amount when the gradient indicates the uphill road to be equal to an increase rate of the acceleration when the gradient indicates a flat road. Also good. Thereby, when accelerating on an uphill road, the flat road and the acceleration characteristic do not change. For this reason, from the viewpoint of the driver's discomfort, the operability of the vehicle can be improved.

  Alternatively, with respect to the acceleration region, the travel control device may increase an increase rate of the acceleration with respect to the operation amount when the gradient indicates the uphill road than an increase rate of the acceleration when the gradient indicates a flat road. You may enlarge it. Thereby, when accelerating on an uphill road, the same acceleration can be realized with a smaller operation amount than on a flat road. For this reason, from the viewpoint of ease of acceleration, the operability of the vehicle can be improved.

  With respect to the acceleration region, the travel control device sets the acceleration increase rate relative to the operation amount when the gradient indicates a downhill road to be smaller than the acceleration increase rate when the gradient indicates a flat road. Also good. Thereby, in order to obtain the same acceleration on a downhill road as that on a flat road, a larger amount of operation is required. On the other hand, due to the weight (gravity) of the vehicle, it is easier to accelerate on downhill roads than on flat roads. For this reason, the acceleration of the vehicle actually realized based on the same operation amount can be brought close on the downhill road and the flat road. Therefore, the operability of the vehicle can be improved.

  When the slope indicates the downhill road, the travel control device performs a slight acceleration from a boundary threshold that is a threshold of the operation amount serving as a boundary between the deceleration region and the acceleration region to a predetermined value that exceeds the boundary threshold. A region from which the predetermined value to the maximum operation amount is set as a strong acceleration region, and in the weak acceleration region, an increase rate of the acceleration with respect to the operation amount may be smaller than the strong acceleration region.

  Thereby, since the predetermined threshold value or less from the boundary threshold is the weak acceleration region, the driver can easily adjust the acceleration on the downhill road. In addition, since the driver can generate a large acceleration even on a downhill road by stepping into the strong acceleration region, the operability of the vehicle can be improved.

  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 and an acceleration region corresponding to the relatively large operation amount are set for the operation amount. In the deceleration region, control is performed so that the deceleration of the vehicle increases as the operation amount decreases. In the acceleration region, control is performed such that the acceleration of the vehicle increases as the operation amount increases, and a boundary threshold value that is a threshold value of the operation amount that becomes a boundary between the deceleration region and the acceleration region is It changes according to the driving | running | working environment or driving | running state of a vehicle, or a driver | operator's driving | running state, It is characterized by the above-mentioned.

  According to the present invention, the boundary threshold value that is the threshold value of the operation amount that becomes the boundary between the deceleration region and the acceleration region is changed according to the traveling environment or traveling state of the vehicle or the driving state of the driver. For this reason, it becomes possible to set the acceleration / deceleration characteristics according to the traveling environment or traveling state of the vehicle or the driving state of the driver, and to improve the operability of the vehicle.

  The travel control device makes the boundary threshold value when the gradient of the travel path detected by the gradient detection means indicates an uphill road smaller than the boundary threshold value when the gradient indicates a flat road, and decreases the gradient. The boundary threshold value when indicating a slope is larger than the boundary threshold value when the gradient indicates the flat road, and when the gradient indicates any of the uphill road, the flat road, and the downhill road, The maximum deceleration in the deceleration region and the maximum acceleration in the acceleration region are set equal, and the acceleration / deceleration characteristics with respect to the manipulated variable from the boundary threshold value to the maximum deceleration or the maximum acceleration, the gradient is the uphill road, the flatness You may change according to which of a road and the said downhill road is shown.

  According to the above configuration, the acceleration / deceleration characteristics and the boundary threshold value with respect to the operation amount from the boundary threshold value to the maximum deceleration or maximum acceleration are changed according to the gradient of the traveling road. As a result, it is possible to easily realize acceleration / deceleration characteristics corresponding to the gradient of the travel path.

  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 and an acceleration region corresponding to the relatively large operation amount are set for the operation amount. In the deceleration region, control is performed so that the deceleration of the vehicle increases as the operation amount decreases. In the acceleration region, the target steering angle, which is the steering steering angle of the vehicle or the steering angle of the wheels, which is controlled by the steering angle detection means so that the acceleration of the vehicle increases as the operation amount increases. And the rate of increase of the deceleration or the acceleration with respect to the operation amount within a predetermined range from a boundary threshold value that is a threshold value of the operation amount serving as a boundary between the deceleration region and the acceleration region, Characterized by smaller elephant steering angle increases.

  As a result, as the target rudder angle (steering rudder angle or wheel turning angle) is larger, it is possible to make it difficult for a rapid acceleration or deceleration change to occur near the boundary threshold. Even when accelerating or decelerating with a large target rudder angle, it is possible to improve steering stability.

  The travel control device calculates a correction operation amount obtained by correcting the operation amount of the operation pedal detected by the pedal operation amount detection unit according to a travel environment or a travel state of the vehicle or a driving state of the driver. An operation amount calculation unit; and an acceleration / deceleration characteristic map that defines a relationship between the correction operation amount, the deceleration, and the acceleration, and the travel control device further calculates the correction calculated by the correction operation amount calculation unit. The deceleration or acceleration corresponding to the operation amount may be specified from the acceleration / deceleration characteristic map.

  As a result, a common acceleration / deceleration characteristic map can be used regardless of the driving environment or driving condition of the vehicle or the driving state of the driver. For this reason, it becomes possible to reduce the process at the time of setting deceleration or acceleration from the operation amount (correction operation amount).

  According to the present invention, in a configuration in which acceleration / deceleration of a vehicle is controlled with one operating pedal, it is possible to perform suitable control according to the traveling environment or traveling state of the vehicle or the driving state of the driver.

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 figure which shows an example of the basic acceleration / deceleration characteristic (reference | standard characteristic) used with the one pedal mode of the said embodiment. It is a flowchart which selects an acceleration / deceleration characteristic in 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 an uphill) used while the said vehicle is climbing uphill. It is a figure which shows an example of the acceleration / deceleration characteristic (characteristic at the time of a downhill) which the said vehicle uses during a downhill. It is a figure which shows the example of the acceleration / deceleration characteristic (winding road characteristic) which the said vehicle uses during driving | running | working of a winding road. It is a flowchart which calculates a target torque in the one pedal mode of the embodiment. It is a figure which shows an example of the relationship (acceleration amount operation amount conversion characteristic) between the accelerator pedal operation amount (henceforth "AP operation amount") at the time of climbing, and correction | amendment AP operation amount. It is a figure which shows an example of the relationship (the amount-of-downhill operation amount conversion characteristic) of the said AP operation amount at the time of downhill and the said correction | amendment AP operation amount. It is a figure which shows an example of the relationship between the said AP operation amount at the time of driving | running | working on a winding road, and the said correction | amendment AP operation amount (winding road operation amount conversion characteristic). It is a figure which shows the modification of the acceleration / deceleration characteristic (characteristic at the time of an uphill) used when the said vehicle is going uphill, and the acceleration / deceleration characteristic (characteristic at the time of downhill) used when the said vehicle is going downhill.

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 to apply a reaction force to the accelerator pedal 16 and notify the driver of the boundary between a deceleration region and an acceleration region, which will be described later, as in Patent Document 1. (See FIGS. 3 to 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 Df) [m] to a front obstacle or an external object (for example, a preceding vehicle), 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.

  The gradient sensor 28 detects the gradient A [deg] of the travel 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 switch 34 is a switch for switching an operation mode (hereinafter also referred to as “AP operation mode”) by the accelerator pedal 16, and is disposed, for example, in the steering 40 or the vicinity thereof. 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 target acceleration / deceleration calculation unit 74 (hereinafter also referred to as “atar 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. 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 atar calculation unit 74 calculates a target value (hereinafter referred to as “target acceleration / deceleration atar”) of the acceleration / deceleration a [m / s / s] of the vehicle 10. 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 a target torque Ttar based on the target acceleration / deceleration atar.

  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 acceleration / deceleration atar in one pedal mode]
(2-1. Basic acceleration / deceleration characteristics in one-pedal mode)
FIG. 2 is a diagram illustrating an example of basic acceleration / deceleration characteristics (reference characteristics Cref) used in the one-pedal mode of the present embodiment. In FIG. 2, the horizontal axis represents the AP operation amount θap and the corrected AP operation amount θapc, and the vertical axis represents the target acceleration / deceleration atar. The AP operation amount θap and the corrected AP operation amount θapc are collectively referred to as an AP operation amount θap below. The reference characteristic Cref is changed for each vehicle speed V.

  In the present embodiment, the target acceleration / deceleration atar is the time differential value [m / s / s] of the vehicle speed V, but is not limited thereto. For example, the target acceleration / deceleration atar may be a time differential value [N · m / s] of the target torque Ttar of the vehicle 10.

  As described above, the one-pedal mode is a mode for controlling acceleration and deceleration of the vehicle 10 according to the AP operation amount θap and the like (operation amount of the operation pedal). As shown in FIG. 2, a deceleration region and an acceleration region are provided for the AP operation amount θap and the like. The deceleration region corresponds to a relatively small AP operation amount θap (0 ≦ θap <θref), and the acceleration region corresponds to a relatively large AP operation amount (θref <θap ≦ θmax). Hereinafter, the threshold values of the deceleration region and the acceleration region are also referred to as a boundary threshold value θref or a threshold value θref. The maximum value that the AP operation amount θap and the like can take is referred to as the maximum operation amount θmax.

  In the range of the deceleration region that is larger than the threshold θ1 and less than the threshold θref, the ECU 36 controls the engine 12 so that the deceleration of the vehicle 10 (the absolute value of the acceleration / deceleration a) increases as the AP operation amount θap decreases. To do. In the range of 0 to θ1 in the deceleration region, the ECU 36 controls the engine 12 so that the target acceleration / deceleration atar (deceleration) of the vehicle 10 is constant at the minimum target acceleration / deceleration atar_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 in a range larger than the boundary threshold θref and less than the threshold θ2, the ECU 36 controls the engine 12 such that the acceleration (acceleration / deceleration a) of the vehicle 10 increases as the AP operation amount θap increases. In the acceleration region, the ECU 36 controls the engine 12 so that the target acceleration / deceleration atar of the vehicle 10 becomes constant at the maximum target acceleration / deceleration atar_max_ref in the range of the threshold value θ2 or more and the maximum operation amount θmax or less.

(2-2. Acceleration / deceleration characteristics according to the driving environment or driving situation of the vehicle 10 and the driving state of the driver)
(2-2-1. Selection method of acceleration / deceleration characteristics)
In the one-pedal mode of the present embodiment, the acceleration / deceleration characteristics are changed in consideration of the traveling environment or traveling state of the vehicle 10 and the driving state of the driver. As the traveling environment or traveling state of the vehicle 10 here, whether the vehicle 10 is climbing or descending or whether the vehicle 10 is traveling on a winding road is used. Further, as the driving state of the driver, the operation state of the steering 40 (that is, the steering angle θstr) is used.

  FIG. 3 is a flowchart for selecting acceleration / deceleration characteristics in the one-pedal mode of this embodiment. In step S1, the ECU 36 acquires various information from various sensors. The various information here includes the vehicle speed V from the vehicle speed sensor 24, the gradient A from the gradient sensor 28, the steering angle θstr from the steering angle sensor 30, and the like.

  In step S2, the ECU 36 (environment determination unit 70) determines whether or not the vehicle 10 is climbing up (in other words, whether or not the traveling path of the vehicle 10 is an uphill 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 (detected value or target value) of the vehicle 10 or the engine 12 and the vehicle speed V. When the gradient A exceeds a predetermined threshold value (first gradient threshold value THa1), it is determined that the vehicle is climbing up, and when the gradient A does not exceed the first gradient threshold value THa1, it is determined that the vehicle is not climbing up.

  When the vehicle 10 is climbing up (S2: YES), in step S3, the ECU 36 determines the acceleration / deceleration characteristic Cup during climbing (hereinafter referred to as “characteristic Cup” or “climbing characteristic Cup”) based on the vehicle speed V and the gradient A. (Refer to FIG. 4). When the vehicle 10 is not climbing up (S2: NO), the process proceeds to step S4.

  In step S4, the ECU 36 (environment determination unit 70) determines whether or not the vehicle 10 is going 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. That is, when the gradient A is below a predetermined threshold (second gradient threshold THa2) (in other words, when the absolute value of the gradient A is higher than the absolute value of the second gradient threshold THa2), it is determined that the vehicle is descending downhill. When the gradient A does not fall below the second gradient threshold THa2, it is determined that the vehicle is not downhill. Here, the slope A of the downhill is a negative value. The gradient A can be determined in the same manner as in step S2.

  If the vehicle 10 is descending (S4: YES), in step S5, the ECU 36 determines whether the acceleration / deceleration characteristic Cdown (hereinafter referred to as “characteristic Cdown” or “characteristic during downhill” when descending on the basis of the vehicle speed V and the gradient A. (Also referred to as “Cdown”) (FIG. 5). When the vehicle 10 is not downhill (S4: NO), the process proceeds to step S6.

  In step S6, the ECU 36 (environment determination unit 70) determines whether or not the vehicle 10 is traveling on a winding road. This determination is made based on the map information Im stored in the navigation device 32. Alternatively, the determination can be made based on a change in the acceleration / deceleration speed a of the vehicle 10 (for example, the frequency of occurrence of acceleration and deceleration within the first predetermined time). Alternatively, the determination can be made based on the yaw rate of the vehicle 10. Alternatively, a change in the steering angle θstr (for example, the number of occurrences of a left turn operation or a right turn operation within the second predetermined time) can be used. Alternatively, a change in the AP operation amount θap or the like (for example, the number of times of use of the deceleration region within the third predetermined time) may be used.

  When the vehicle 10 is traveling on the winding road (S6: YES), in step S7, the ECU 36 determines the winding road acceleration / deceleration characteristic Cw (hereinafter referred to as “winding road characteristic Cw”) according to the vehicle speed V and the steering angle θstr. (Also referred to as “characteristic Cw”) (FIG. 6). In FIG. 6, characteristics Cw1 and Cw2 are shown as examples of the characteristic Cw (details will be described later). When the vehicle 10 is not traveling on the winding road (S6: NO), the ECU 36 selects the reference characteristic Cref (FIG. 2) based on the vehicle speed V in step S8.

(2-2-2. Specific example of acceleration / deceleration characteristics)
(2-2-1. Characteristics during climbing Cup)
FIG. 4 is a diagram illustrating an example of an acceleration / deceleration characteristic (climbing characteristic Cup) used when the vehicle 10 is climbing up. In FIG. 4, the horizontal axis represents the AP operation amount θap and the corrected AP operation amount θapc, and the vertical axis represents the target acceleration / deceleration atar. The climbing characteristic Cup is changed for each vehicle speed V. An arrow 80 in FIG. 4 shows a state in which the reference characteristic Cref changes to the climbing characteristic Cup.

  As shown in FIG. 4, the reference characteristic Cref and the climbing characteristic Cup are equal in the acceleration region. In addition, compared with the reference characteristic Cref, the slope characteristic Cup reduces the slope in the deceleration region (that is, the amount of change in the target acceleration / deceleration atar with respect to the corrected AP operation amount θapc). Further, the absolute value of the minimum acceleration / deceleration atar_min1 (maximum value of the target deceleration) of the climbing characteristic Cup is made smaller than the absolute value of the minimum acceleration / deceleration atar_min_ref (the maximum value of the target deceleration) of the reference characteristic Cref. The minimum acceleration / deceleration atar_min1 is set in a range where the AP operation amount θap is not less than zero and the threshold θ11. As a result, the vehicle 10 can be made difficult to decelerate during climbing.

  Regarding the uphill characteristic Cup, the inclination in the deceleration region and the minimum acceleration / deceleration atar_min1 are changed by the gradient A in addition to the vehicle speed V.

  Note that, as will be described later with reference to FIG. 8, in the present embodiment, the characteristic Cup of FIG. 4 is realized by using the corrected AP operation amount θapc.

(2-2-2-2. Downhill characteristics Cdown)
FIG. 5 is a diagram illustrating an example of acceleration / deceleration characteristics (downhill characteristics Cdown) used by the vehicle 10 during a downhill. In FIG. 5, the horizontal axis represents the AP operation amount θap and the corrected AP operation amount θapc, and the vertical axis represents the target acceleration / deceleration atar. The downhill characteristic Cdown is changed for each vehicle speed V. An arrow 82 in FIG. 5 shows a change from the reference characteristic Cref to the downhill characteristic Cdown.

  As shown in FIG. 5, the reference characteristic Cref and the downhill characteristic Cdown are equal in the deceleration region. In addition, compared with the reference characteristic Cref, the downhill characteristic Cdown sets the target acceleration / deceleration atar to be low in substantially the entire acceleration region. As a result, the vehicle 10 can be made difficult to accelerate when descending.

  Further, compared with the reference characteristic Cref, the downhill characteristic Cdown reduces the slope in the acceleration region in a range larger than the boundary threshold θref and less than or equal to the threshold θ21 (weak acceleration region). Accordingly, since the boundary threshold value θref to the threshold value θ21 or less is a weak acceleration region, the driver can easily adjust the acceleration / deceleration a (acceleration) on the downhill road.

  In addition, the inclination in the range (strong acceleration region) that exceeds the threshold θ21 and is equal to or less than the maximum operation amount θmax is increased. As a result, the driver can generate a large acceleration / deceleration speed a (acceleration) even on a downhill road by stepping into the strong acceleration region, and thus the operability of the vehicle 10 can be improved.

(2-2-2-3. Winding road characteristics Cw)
FIG. 6 is a diagram illustrating an example of acceleration / deceleration characteristics (winding road characteristics Cw) that the vehicle 10 uses while traveling on the winding road. In FIG. 6, the horizontal axis represents the AP operation amount θap and the corrected AP operation amount θapc, and the vertical axis represents the target acceleration / deceleration atar. The characteristic Cw1 is a characteristic Cw when the steering angle θstr is zero, and the characteristic Cw2 is a characteristic Cw when the steering angle θstr is large. The winding road characteristic Cw is changed for each vehicle speed V.

  As shown in FIG. 6, the characteristic Cw is changed according to the steering angle θstr. Arrows 84 and 86 in FIG. 6 indicate how the characteristic Cw is changed according to the steering angle θstr.

  For example, when the steering angle θstr is zero, in the characteristic Cw1, the absolute value of the target acceleration / deceleration atar is made larger than the reference characteristic Cref in almost the entire deceleration region and acceleration region. Thus, the magnitude of the target acceleration / deceleration atar with respect to the AP operation amount θap can be relatively increased, and the vehicle 10 can be easily turned.

  Further, the slope is made steeper than the reference characteristic Cref in a range not less than the threshold θ12 and not more than the threshold θ22 including the boundary threshold θref. Thereby, the change (namely, responsiveness) of the target acceleration / deceleration atar with respect to the operation of the accelerator pedal 16 can be increased.

  In addition, the absolute value (maximum value of deceleration) of the minimum acceleration / deceleration atar_min2 of the characteristic Cw1 is larger than the absolute value of the minimum acceleration / deceleration atar_min_ref of the reference characteristic Cref. The minimum acceleration / deceleration atar_min2 is set in a range where the AP operation amount θap is not less than zero and the threshold θ12. This makes it possible to smoothly decelerate before the winding road (curve road).

  The case where the steering angle θstr is a relatively small value other than zero is the same as the case where the steering angle θstr is zero.

  When the steering angle θstr is large (when the steering angle θstr is a specific value θstr1), in the characteristic Cw2, the absolute value of the target acceleration / deceleration atar is made smaller than the reference characteristic Cref in almost the entire deceleration region and acceleration region. Further, the slope is made gentler than the reference characteristic Cref in a range (weak deceleration region and weak acceleration region) not less than the threshold value θ13 including the boundary threshold value θref and not more than the threshold value θ23. In addition, the absolute value of the minimum acceleration / deceleration atar_min3 (maximum value of deceleration) of the characteristic Cw2 is made smaller than the absolute value of the minimum acceleration / deceleration atar_min_ref of the reference characteristic Cref. The minimum acceleration / deceleration atar_min3 is set in a range where the AP operation amount θap is not less than zero and the threshold θ13. Accordingly, the absolute value (or deceleration) of the target acceleration / deceleration atar with respect to the AP operation amount θap can be made relatively small, and the traveling stability of the vehicle 10 can be ensured.

  If the winding road is an uphill road or a downhill road, the characteristic Cw in FIG. 6 can be combined with the characteristic Cup in FIG. 4 or the characteristic Cdown in FIG.

(2-3. Calculation of target torque Ttar in one pedal mode)
(2-3-1. Overview)
Next, a method of actually calculating the target torque Ttar using the above acceleration / deceleration characteristics Cref, Cup, Cdown, Cw will be described. As described above, in order to realize the characteristics Cup, Cdown, and Cw shown in FIGS. 4 to 6, the corrected AP operation amount θapc is used in the present embodiment.

  FIG. 7 is a flowchart for calculating the target torque Ttar in the one-pedal mode of this embodiment. The flowchart of FIG. 7 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 S11, 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, the steering angle θstr from the steering angle sensor 30, and the like.

  In step S12, the ECU 36 (environment determination unit 70) determines whether or not the AP operation amount θap needs to be corrected. In other words, it is determined whether or not an acceleration / deceleration characteristic other than the reference characteristic Cref (FIG. 2) is used (whether any of S2, S4, and S6 in FIG. 3 is YES).

  When the AP operation amount θap needs to be corrected (S12: YES), in step S13, the ECU 36 (θapc calculation unit 72) calculates the corrected AP operation amount θapc (details will be described later with reference to FIGS. 8 to 10). To do.)

  When correction of the AP operation amount θap is not required in step S12 (S12: NO) or after step S13, in step S14, the ECU 36 determines that the AP operation amount θap (in the case of S12: NO) or the corrected AP operation amount θapc ( In the case of S12: YES), the target acceleration / deceleration atar is calculated based on the vehicle speed V.

  The acceleration / deceleration characteristic used in step S14 is only the reference characteristic Cref. In other words, in the present embodiment, the map 90 (FIG. 2) storing the reference characteristic Cref is stored in the storage unit 54, and the target acceleration / deceleration atar is calculated using the map 90 in step S14.

  In step S15, the ECU 36 calculates the target torque Ttar based on the target acceleration / deceleration atar calculated in step S14. Then, the ECU 36 controls the engine 12 based on the calculated target torque Ttar.

(2-3-2. Calculation of corrected AP operation amount θapc)
As described above, in order to realize the acceleration / deceleration characteristics Cup, Cdown, and Cw shown in FIGS. 4 to 6, the corrected AP operation amount θapc is used in the present embodiment.

  FIG. 8 is a diagram illustrating an example of the relationship between the AP operation amount θap and the corrected AP operation amount θapc during climbing (the climbing operation amount conversion characteristic Rup (hereinafter also referred to as “characteristic Rup”)). In FIG. 8, the reference characteristic Rref is a characteristic in which the AP operation amount θap and the corrected AP operation amount θapc are equal (the same applies to FIGS. 9 and 10).

  On the other hand, the climbing characteristic Rup is set such that the corrected AP operation amount θapc is larger than the AP operation amount θap in the region (deceleration region) where the AP operation amount θap is less than the boundary threshold θref. An arrow 92 in FIG. 8 shows a state in which the reference characteristic Rref changes to the characteristic Rup during climbing. The minimum value of the corrected AP operation amount θapc in the deceleration region is θapc_min1 larger than zero. Further, the maximum value θapc_max_ref of the corrected AP operation amount θapc in the acceleration region is equal to the maximum operation amount θmax of the AP operation amount θap. Accordingly, the relationship between the corrected AP operation amount θapc and the target acceleration / deceleration atar can be as shown in FIG. 4 (however, the ECU 36 separately sets the minimum target acceleration / deceleration atar_min). .) The characteristic Rup at the time of climbing is changed for each vehicle speed V.

  FIG. 9 is a diagram illustrating an example of the relationship between the AP operation amount θap and the corrected AP operation amount θapc during downhill (downhill operation amount conversion characteristic Rdown (hereinafter also referred to as “characteristic Rdown”)). In FIG. 9, the characteristic Rdown during downhill is set such that the corrected AP operation amount θapc is smaller than the AP operation amount θap in almost the entire region (acceleration region) where the AP operation amount θap exceeds the boundary threshold θref. In the region where the AP operation amount θap exceeds the boundary threshold θref and is equal to or smaller than the threshold θ21, the slope of the characteristic Rdown is made smaller than the reference characteristic Rref. Further, in the region where the AP operation amount θap exceeds the threshold value θ21, the slope of the characteristic Rdown is made larger than the reference characteristic Rref. Accordingly, the relationship between the corrected AP operation amount θapc and the target acceleration / deceleration atar can be as shown in FIG. An arrow 94 in FIG. 9 shows a state in which the reference characteristic Rref changes to the characteristic Rdown during downhill. The downhill characteristic Rdown is changed for each vehicle speed V.

  FIG. 10 is a diagram illustrating an example of the relationship between the AP operation amount θap and the corrected AP operation amount θapc during traveling on the winding road (winding road operation amount conversion characteristic Rw (hereinafter also referred to as “characteristic Rw”)). . In FIG. 10, a characteristic Rw1 is a characteristic Rw when the steering angle θstr is zero, and a characteristic Rw2 is a characteristic Rw when the steering angle θstr is large. Arrows 96 and 98 in FIG. 10 indicate how the characteristic Rw is changed according to the steering angle θstr. The characteristic Rw changes for each vehicle speed V.

  As shown in FIG. 10, the characteristic Rw is changed according to the steering angle θstr. That is, when the steering angle θstr is zero, in the characteristic Rw1, the corrected AP operation amount θapc is made smaller than the AP operation amount θap in the range where the AP operation amount θap is greater than 0 and less than the boundary threshold θref. Further, the corrected AP operation amount θapc is set to be larger than the AP operation amount θap in substantially the entire range where the AP operation amount θap is larger than the boundary threshold value θref. Thus, the relationship between the corrected AP operation amount θapc and the target acceleration / deceleration atar can be as shown by the characteristic Cw1 in FIG.

  When the steering angle θstr is large (when the specific value θstr1 is set), in the characteristic Rw2, the corrected AP operation amount θapc is greater than the AP operation amount θap in the range where the AP operation amount θap is greater than 0 and less than the boundary threshold θref. Also make it bigger. Further, the corrected AP operation amount θapc is made smaller than the AP operation amount θap in substantially the entire range where the AP operation amount θap is larger than the boundary threshold value θref. As a result, the relationship between the corrected AP operation amount θapc and the target acceleration / deceleration atar can be as shown by the characteristic Cw2 in FIG. 6 (however, the minimum target acceleration / deceleration atar_min and the maximum target acceleration / deceleration atar_max). Setting is performed separately by the ECU 36.)

[3. Effects of this embodiment]
As described above, according to the present embodiment, the minimum acceleration / deceleration atar_min_ref, atar_min1, atar_min2, and atar_min3 (maximum deceleration) in the deceleration region are determined based on whether the vehicle 10 is traveling on an uphill road or on a winding road. It changes according to the combination of whether or not the vehicle is traveling and the steering angle θstr (FIGS. 4 and 6). For this reason, it is possible to realize appropriate acceleration / deceleration according to the traveling environment or traveling state of the vehicle 10 or the driving state of the driver by operating the accelerator pedal 16 (operation pedal), and to improve the operability of the vehicle 10. It becomes possible.

  In the present embodiment, the ECU 36 (travel control device) changes the deceleration characteristics in the deceleration region and the acceleration characteristics in the acceleration region according to the gradient A of the travel path detected by the gradient sensor 28 or the navigation device 32 (gradient detection means). (FIGS. 4 and 5). Accordingly, it is possible to improve the operability of the vehicle 10 by realizing the deceleration characteristic and the acceleration characteristic corresponding to the gradient A of the travel path.

  In the present embodiment, the ECU 36 determines the absolute value (maximum deceleration) of the minimum acceleration / deceleration atar_min1 when the gradient A indicates an uphill road, and the absolute value of the minimum target acceleration / deceleration atar_min_ref when the gradient A indicates a flat road. Make it smaller (FIG. 4). This reduces the maximum deceleration that can be generated by operating the accelerator pedal 16 when the vehicle 10 is traveling on an uphill road. For this reason, it is possible to suppress the vehicle 10 from decelerating more than the driver intends and to improve the operability of the vehicle 10.

  With respect to the deceleration region of the present embodiment, the ECU 36 shows a decrease rate (increase rate of deceleration) of the target acceleration / deceleration atar with respect to the AP operation amount θap when the gradient A indicates an uphill road, and a case where the gradient A indicates a flat road. It is made smaller than the decreasing rate of the target acceleration / deceleration atar (FIG. 4). As a result, when the vehicle 10 is traveling on an uphill road, the accelerator pedal 16 for deceleration can be finely adjusted, and the operability of the vehicle 10 can be improved.

  Regarding the acceleration region of the present embodiment, the ECU 36 indicates the increase rate of the target acceleration / deceleration atar with respect to the AP operation amount θap when the gradient A indicates an uphill road, and the increase rate of the target acceleration / deceleration atar when the gradient A indicates a flat road. (FIG. 4). Thereby, when accelerating on an uphill road, the flat road and the acceleration characteristic do not change. For this reason, from the viewpoint of the driver's discomfort, the operability of the vehicle 10 can be improved.

  Regarding the acceleration region of the present embodiment, the ECU 36 indicates the increase rate of the target acceleration / deceleration atar with respect to the AP operation amount θap when the gradient A indicates a downhill road, and the increase rate of the target acceleration / deceleration atar when the gradient A indicates a flat road. (Region that is larger than the boundary threshold θref in FIG. 5 and smaller than or equal to the threshold θ21).

  As a result, in order to obtain the same target acceleration / deceleration atar on the downhill road as on the flat road, a larger AP operation amount θap is required. On the other hand, due to the weight (gravity) of the vehicle 10, it is easier to accelerate on downhill roads than on flat roads. For this reason, the acceleration of the vehicle 10 that is actually realized based on the same AP operation amount θap can be brought closer to the downhill road and the flat road. Therefore, the operability of the vehicle 10 can be improved.

  In the present embodiment, when the gradient A indicates a downhill road, the ECU 36 sets the weak acceleration region from the boundary threshold value θref to the threshold value θ21 (predetermined value), and the strong acceleration region from the threshold value θ21 to the maximum manipulated variable θmax. Then, the ECU 36 decreases the increase rate of the target acceleration / deceleration atar with respect to the AP operation amount θap in the weak acceleration region (FIG. 5).

  Accordingly, since the boundary threshold value θref to the threshold value θ21 or less is a weak acceleration region, the driver can easily adjust the acceleration / deceleration a (acceleration) of the vehicle 10 on the downhill road. In addition, since the driver can generate a large acceleration even on a downhill road by stepping down to the strong acceleration region, the operability of the vehicle 10 can be improved.

  In the present embodiment, the ECU 36 (travel control device) determines a corrected AP operation amount θapc as a deceleration region corresponding to a relatively small corrected AP operation amount θapc and an acceleration region corresponding to a relatively large corrected AP operation amount θapc. Is set (see FIG. 10). In the deceleration region, the ECU 36 performs control so that the deceleration of the vehicle 10 increases as the corrected AP operation amount θapc decreases (FIG. 6). In the acceleration region, the ECU 36 performs control so that the acceleration of the vehicle 10 increases as the corrected AP operation amount θapc increases (FIG. 6). Further, the ECU 36 acquires the steering rudder angle θstr (target rudder angle) detected by the rudder angle sensor 30 (steering angle detection means) (S11 in FIG. 7). The ECU 36 has a target acceleration / deceleration atar with respect to a gradient within a predetermined range from the boundary threshold θref (greater than the threshold θ12 and less than the threshold θ22 for the characteristic Cw1 and greater than the threshold θ13 and less than the threshold θ23 for the characteristic Cw2). Is increased as the rudder angle θstr is increased (FIG. 6).

  As a result, as the steering angle θstr is larger, it is possible to make it difficult for a rapid acceleration or deceleration change to occur near the boundary threshold θref. Even when accelerating or decelerating with a large steering angle θstr, it is possible to improve steering stability.

  In the present embodiment, the ECU 36 corrects the AP operation amount θap detected by the AP sensor 20 (pedal operation amount detection means) according to the traveling environment or traveling state of the vehicle 10 or the driving state of the driver. A map 90 (acceleration / deceleration characteristic) having a reference characteristic Cref that defines the relationship between the corrected AP operation amount θapc and the target acceleration / deceleration atar, and a θapc calculation unit 72 (correction operation amount calculation means) that calculates the amount θapc (correction operation amount). Map) (FIG. 2). Further, the ECU 36 uses the target acceleration / deceleration atar corresponding to the corrected AP operation amount θapc calculated by the θapc calculation unit 72 by specifying it from the reference characteristic Cref (S14 in FIG. 7).

  As a result, it is possible to use a common reference characteristic Cref regardless of the traveling environment or traveling state of the vehicle 10 or the driving state of the driver. For this reason, it is possible to reduce processing when setting the target acceleration / deceleration atar from the AP operation amount θap (corrected AP operation amount θapc).

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, if attention is paid to acceleration / deceleration characteristics Cref, Cup, Cdown, and Cw, 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 acceleration / deceleration atar (deceleration) can be controlled in the deceleration region by adjusting the regenerative power of the travel motor. When the vehicle 10 is a hybrid vehicle, the target acceleration / deceleration atar is used 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 travel motor (with regenerative power generation). (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, a deceleration region and an acceleration region are set (FIGS. 2, 4 to 6). However, in addition to the deceleration region and the acceleration region, it is also possible to provide a steady region (a region where the target acceleration / deceleration atar is zero or a region where the target acceleration / deceleration atar is within a predetermined range including zero) as in Patent Document 1. is there. Or you may provide the neutral area | region which enables inertial driving | running | working of the vehicle 10 without setting target acceleration / deceleration atar between a deceleration area | region and an acceleration area | region, or between a deceleration area | region and a neutral area | region.

  In the one-pedal mode of the above embodiment, the AP operation amount θap, the corrected AP operation amount θapc, and the target acceleration / deceleration atar are used in association with each other (FIGS. 2, 4 to 6). However, for example, if attention is paid to the functions of the deceleration region and the acceleration region, the present invention is not limited to this. For example, the AP operation amount θap and the corrected AP operation amount θapc may be associated with the target torque Ttar.

[3. Target acceleration / deceleration atar setting]
(3-1. Driving environment, driving situation of vehicle 10 or driving state of driver)
In the above embodiment, the uphill road, the downhill road, and the winding road are listed as the traveling environment of the vehicle 10 (FIG. 3). In other words, as the traveling state of the vehicle 10, it is used that the vehicle 10 is traveling on an uphill road, a downhill road, or a winding road. However, for example, from the viewpoint of setting the acceleration / deceleration characteristics based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this.

  For example, the presence of a preceding vehicle or an obstacle detected by the front sensor 26 may be set as a driving environment or a driving situation. In this case, for example, the minimum acceleration / deceleration atar_min (maximum deceleration) or the maximum acceleration / deceleration atar_max (maximum acceleration) can be changed according to the relative distance Df to the preceding vehicle or the obstacle. For example, when the relative distance Df is relatively short, the minimum acceleration / deceleration atar_min is increased or the maximum acceleration / deceleration atar_max is decreased. On the contrary, when the relative distance Df is relatively long, the minimum acceleration / deceleration atar_min is decreased or the maximum acceleration / deceleration atar_max is increased.

  Instead of the relative distance Df 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) is closest to the preceding vehicle or an obstacle. is there.

  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, as the vehicle speed V increases, the minimum acceleration / deceleration atar_min (maximum deceleration) or the maximum acceleration / deceleration atar_max (maximum acceleration) can be increased. Further, when the acceleration / deceleration a is used as the traveling state, for example, the absolute value of the minimum acceleration / deceleration atar_min or the maximum acceleration / deceleration atar_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 absolute value of the minimum acceleration / deceleration atar_min or the maximum acceleration / deceleration atar_max may be decreased as the absolute value of the yaw rate increases.

  Alternatively, as in Patent Document 2, it is also possible to use a highway as the traveling environment of the vehicle 10 (in other words, to use that the vehicle 10 is traveling on the highway as a traveling state). Further, as in Patent Document 2, it is also possible to use that the vehicle 10 is moving backward as the traveling state of the vehicle 10.

  In the above embodiment, the steering angle θstr is used as the driving state of the driver (FIG. 6). However, for example, from the viewpoint of setting acceleration / deceleration characteristics as the driving state of the driver, the present invention is not limited to this. For example, the position of the shift lever (shift position or gear position) may be used as the driving state of the driver.

(3-2. Acceleration / deceleration characteristics)
In the above-described embodiment, as acceleration / deceleration characteristics other than the reference characteristic Cref (FIG. 2), the characteristics Cup when climbing (FIG. 4), the characteristics Cdown when descending (FIG. 5), and the characteristics Cw when traveling on the winding road (FIG. 6). ) Was used. However, for example, from the viewpoint of setting the acceleration / deceleration characteristics 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 use only one or two of the characteristics Cup, Cdown, and Cw.

  In the above embodiment, the characteristics Cref, Cup, Cdown, and Cw are selected in the order shown in FIG. However, for example, from the viewpoint of setting the acceleration / deceleration characteristics based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this. For example, the combination of steps S2 and S3, the combination of steps S4 and S5, and the combination of steps S6 and S7 in FIG. 3 can be interchanged. Further, when the winding road is also an uphill road or a downhill road, an acceleration / deceleration characteristic combining the characteristics Cw and the characteristics Cup and Cdown can be used.

  In the above embodiment, the characteristics Cref, Cup, Cdown, and Cw are changed according to the vehicle speed V, but are not changed according to the vehicle speed V (for example, fixed acceleration / deceleration characteristics regardless of the vehicle speed V). ) Is also possible.

  In the above embodiment, the characteristics Cup, Cdown, and Cw are realized by using the corrected AP operation amount θapc (FIGS. 8 to 10). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this. For uphill or downhill, for example, a map that defines the relationship between the AP operation amount θap and the target acceleration / deceleration atar may be an acceleration / deceleration characteristic that switches for each vehicle speed V and gradient A. Further, when traveling on a winding road, for example, a map that defines the relationship between the AP operation amount θap and the target acceleration / deceleration atar may be an acceleration / deceleration characteristic that switches for each vehicle speed V, gradient A, and steering angle θstr. is there.

  In the above embodiment, the acceleration region of the climbing characteristic Cup is the same as the reference characteristic Cref (FIG. 4), but is not limited thereto. For example, regarding the acceleration region of the uphill characteristic Cup, the ECU 36 (running control device) indicates an increase rate of the target acceleration / deceleration atar with respect to the AP operation amount θap when the gradient A indicates an uphill road, and the gradient A indicates a flat road. (In other words, the increase rate of the target acceleration / deceleration atar in the reference characteristic Cref) may be increased. Thereby, when accelerating on an uphill road, the same acceleration can be realized with a smaller AP operation amount θap than on a flat road. For this reason, from the viewpoint of ease of acceleration, the operability of the vehicle 10 can be improved.

  In the above embodiment, the acceleration region of the downhill characteristic Cdown is divided into a weak acceleration region that is larger than the boundary threshold value θref and lower than or equal to the threshold value θ21 and a strong acceleration region that is larger than the threshold value θ21 (FIG. 5). However, for example, from the viewpoint of making it difficult to accelerate the vehicle 10 on a downhill, this is not a limitation. For example, it is possible to expand the range of the weak acceleration region without providing the strong acceleration region.

  In the above embodiment, the characteristic Cw for the winding road is changed according to the vehicle speed V and the steering angle θstr (FIG. 6). However, for example, from the viewpoint of changing the acceleration / deceleration characteristics depending on whether or not the vehicle is traveling on a winding road, the present invention is not limited to this. For example, instead of the steering angle θstr, the characteristic Cw may be changed according to the turning angle of the wheels. Alternatively, the characteristic Cw may not be changed according to the steering angle θstr or the steering angle of the wheel (target steering angle).

  In the above embodiment, the steering angle θstr is used only for the characteristic Cw for the winding road. However, for example, from the viewpoint of changing the acceleration / deceleration characteristics according to the steering angle θstr, the present invention is not limited to this.

  In the above embodiment, when the AP operation amount θap or the corrected AP operation amount θapc is from zero to a value larger than zero (threshold values θ1, θ11, θ12, θ13), the target acceleration / deceleration atar is the lowest value (maximum deceleration). (FIGS. 2, 4, and 6). However, the target acceleration / deceleration atar can be set to the minimum value (maximum deceleration) only when the AP operation amount θap or the corrected AP operation amount θapc is zero.

  In the above embodiment, the position of the boundary threshold value θref is fixed, and the characteristics of the deceleration region or the acceleration region are changed (FIGS. 4 to 6). However, for example, from the viewpoint of setting the acceleration / deceleration characteristics based on the traveling environment or the traveling state of the vehicle 10, the present invention is not limited to this.

  FIG. 11 is a diagram showing a modification of the acceleration / deceleration characteristics (uphill characteristic Cup) used when the vehicle 10 is climbing up and the acceleration / deceleration characteristics (downhill characteristic Cdown) used when the vehicle 10 is downhill. In the example of FIG. 11, the ECU 36 (travel controller) indicates the boundary threshold θref (θref1 in FIG. 11) when the slope A of the travel path indicates an uphill road (characteristic Cup), and the slope A indicates a flat road. It is made smaller than the boundary threshold value θref of (reference characteristic Cref). Further, the ECU 36 makes the boundary threshold value θref (θref2 in FIG. 11) when the gradient A indicates a downhill road (characteristic Cdown) larger than the boundary threshold value θref of the reference characteristic Cref.

  Further, the ECU 36 determines the minimum target acceleration / deceleration atar_min_ref (maximum deceleration) in the deceleration region and the maximum target acceleration / deceleration atar_max_ref (maximum acceleration) in the acceleration region regardless of whether the gradient A indicates an uphill road, a flat road, or a downhill road. Set equal (FIG. 11). The ECU 36 has acceleration / deceleration characteristics with respect to the AP operation amount θap or the corrected AP operation amount θapc from the boundary threshold values θref, θref1, and θref2 to the minimum target acceleration / deceleration atar_min_ref or the maximum target acceleration / deceleration atar_max_ref. And change depending on which one is shown (FIG. 11). An arrow 100 in FIG. 11 shows how the reference characteristic Cref changes to the uphill characteristic Cup, and an arrow 102 shows how the reference characteristic Cref changes to the downhill characteristic Cdown.

  11, the acceleration / deceleration characteristics with respect to the AP operation amount θap or the corrected AP operation amount θapc from the boundary threshold values θref, θref1, and θref2 to the minimum target acceleration / deceleration atar_min_ref or the maximum target acceleration / deceleration atar_max_ref, and the boundary threshold θref , Θref1 and θref2 are changed according to the gradient A (and vehicle speed V) of the travel path. As a result, acceleration / deceleration characteristics corresponding to the gradient A of the travel path can be easily realized.

10 ... Vehicle 16 ... Accelerator pedal (operating pedal)
20 ... AP sensor (pedal operation amount detection means)
28 ... Gradient sensor (gradient detection means) 30 ... Steering angle sensor (steering angle detection means)
32. Navigation device (gradient detection means)
36 ... ECU (vehicle travel control device) 40 ... Steering 72 ... Correction AP operation amount calculation unit (correction operation amount calculation means)
90 ... Map (acceleration / deceleration characteristic map) A ... Gradient a ... Acceleration / deceleration atar_max_ref ... Maximum target acceleration / deceleration (maximum acceleration) with reference characteristics
atar_min1 ... Minimum acceleration / deceleration (maximum deceleration) in climbing characteristics
atar_min2, atar_min3 ... Minimum acceleration / deceleration (maximum deceleration) in winding road characteristics
atar_min_ref: Minimum target acceleration / deceleration (maximum deceleration) with reference characteristics
Cdown: Downhill characteristics Cref: Reference characteristics Cup: Uphill characteristics Cw, Cw1, Cw2 Winding road characteristics θap: AP operation amount (operation pedal operation amount)
θapc ... corrected AP manipulated variable (corrected manipulated variable)
θmax: Maximum manipulated variable θref, θref1, θref2: Boundary threshold θstr: Steering steering angle θ1, θ11, θ12, θ13 ... Threshold value θ21: Threshold value (predetermined value)

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:
A deceleration region corresponding to the relatively small operation amount and an acceleration region corresponding to the relatively large operation amount are set for the operation amount.
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.
The travel control device, wherein the maximum deceleration in the deceleration region or the maximum acceleration in the acceleration 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 travel control device changes at least one of a deceleration characteristic in the deceleration region and an acceleration property in the acceleration region according to the gradient of the travel path detected by the gradient detection means. The travel control device according to claim 2, wherein
The travel control device, wherein the maximum deceleration when the gradient indicates an uphill road is smaller than the maximum deceleration when the gradient indicates a flat road. The travel control device according to claim 3, wherein
With respect to the deceleration area, the travel control device determines an increase rate of the deceleration with respect to the operation amount when the gradient indicates the uphill road, and an increase rate of the deceleration when the gradient indicates the flat road. The travel control device is characterized by being made smaller. In the traveling control device according to any one of claims 2 to 4,
With respect to the acceleration region, the traveling control device makes the increase rate of the acceleration with respect to the operation amount when the gradient indicates an uphill road equal to the increase rate of the acceleration when the gradient indicates a flat road. A travel control device. In the traveling control device according to any one of claims 2 to 4,
Regarding the acceleration region, the travel control device makes the increase rate of the acceleration with respect to the operation amount when the gradient indicates an uphill road larger than the increase rate of the acceleration when the gradient indicates a flat road. A travel control device characterized by the above. In the traveling control device according to any one of claims 2 to 6,
Regarding the acceleration region, the traveling control device makes the increase rate of the acceleration with respect to the operation amount when the gradient indicates a downhill road smaller than the increase rate of the acceleration when the gradient indicates a flat road. A travel control device characterized by the above. The travel control device according to claim 7, wherein
When the slope indicates the downhill road, the travel control device is
From a boundary threshold value that is a threshold value of the operation amount that becomes a boundary between the deceleration region and the acceleration region, to a predetermined value that exceeds the boundary threshold value as a weak acceleration region,
From the predetermined value to the maximum operation amount as a strong acceleration region,
In the weak acceleration region, the rate of increase of the acceleration with respect to the manipulated variable is reduced with respect to the strong acceleration region. 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:
A deceleration region corresponding to the relatively small operation amount and an acceleration region corresponding to the relatively large operation amount are set for the operation amount.
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.
A travel control device that changes a threshold value that is a threshold value of the operation amount that is a boundary between the deceleration region and the acceleration region in accordance with a traveling environment or a traveling state of the vehicle or a driving state of the driver. . The travel control device according to claim 9, wherein
The travel control device includes:
The boundary threshold when the gradient of the road detected by the gradient detector indicates an uphill road is smaller than the boundary threshold when the gradient indicates a flat road;
The boundary threshold when the gradient indicates a downhill road, greater than the boundary threshold when the gradient indicates the flat road;
When the slope indicates any of the uphill road, the flat road, and the downhill road, the maximum deceleration in the deceleration area and the maximum acceleration in the acceleration area are set to be equal,
The acceleration / deceleration characteristic with respect to the operation amount from the boundary threshold value to the maximum deceleration or the maximum acceleration is changed according to whether the slope indicates the uphill road, the flat road, or the downhill road. A travel control device. 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:
A deceleration region corresponding to the relatively small operation amount and an acceleration region corresponding to the relatively large operation amount are set for the operation amount.
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.
Obtaining a target rudder angle which is a steering rudder angle of the vehicle or a steered angle of wheels detected by the rudder angle detection means;
The rate of increase of the deceleration or acceleration with respect to the operation amount within a predetermined range from the boundary threshold value that is the threshold value of the operation amount that becomes the boundary between the deceleration region and the acceleration region is reduced as the target steering angle increases. A travel control device characterized by that. In the traveling control device according to any one of claims 1 to 11,
The travel control device includes:
A correction operation amount calculation means for calculating a correction operation amount obtained by correcting the operation amount of the operation pedal detected by the pedal operation amount detection means in accordance with a traveling environment or a driving situation of the vehicle or a driving state of the driver;
An acceleration / deceleration characteristic map that defines the relationship between the correction operation amount, the deceleration, and the acceleration, and
Furthermore, the travel control device specifies and uses the deceleration or the acceleration corresponding to the correction operation amount calculated by the correction operation amount calculation means from the acceleration / deceleration characteristic map.

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