JP2016144967A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle control device for stopping auto-cruise control based on engine speed, which can prevent generation of a situation where the auto-cruise control is stopped against a driver's intention, while preventing excessive racing of the engine speed and sudden acceleration caused by slip-off of a gear occurring during the auto-cruise control.SOLUTION: A vehicle control device comprises: an auto-cruise control part for performing auto-cruise control of controlling the speed of an own vehicle so as to satisfy a designated travel condition; an engine speed increase determination part for determining whether or not an increase in engine speed has occurred based on a state satisfying a predetermined condition; an override determination part for determining presence or absence of accelerator override during the execution of the auto-cruise control on the basis of an index correlated with the control input of an accelerator; and a stop control part for stopping the auto-cruise control on the basis of a determination result by the engine speed increase determination part and a determination result by the override determination part.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a vehicle control apparatus that performs vehicle travel control, and more particularly to a technical field of a vehicle control apparatus having an auto-cruise control function.

JP 2005-113830 A

As one of vehicle travel controls, auto-cruise control that controls the speed of the host vehicle so as to satisfy the travel conditions specified by the driver or the like is widely known.
As auto-cruise control, auto-cruise control as “constant speed running control” for maintaining the speed of the host vehicle constant at a set vehicle speed based on the driver's operation, or when the preceding vehicle is detected in front of the host vehicle Auto cruise control or the like is known as “follow-up running control” for causing the vehicle to follow the vehicle.
Follow-up running control has been put to practical use as ACC (Adaptive Cruise Control) with inter-vehicle distance control. In the ACC, in a state where the preceding vehicle is detected in front of the own vehicle, if the own vehicle speed is equal to or lower than the set vehicle speed, the following control to the preceding vehicle is performed, and the set vehicle speed is exceeded by following the preceding vehicle. In the case where no preceding vehicle is detected, constant speed traveling control at the set vehicle speed is performed.
During the execution of ACC, the target acceleration (acceleration / deceleration) is set according to the preceding vehicle information such as the relative speed of the own vehicle with respect to the preceding vehicle, or the speed deviation between the set vehicle speed and the own vehicle speed. Based on the required torque, the opening control of the electronically controlled throttle valve (engine output control), the brake control, etc. are performed based on the required torque, and the acceleration corresponding to the target acceleration is generated.

  On the other hand, in a transmission provided in a vehicle, a phenomenon called so-called gear loss can occur. The gear loss means a phenomenon in which the actual gear position is the neutral position even though the gear position information indicating the gear connection position represents a position other than the neutral position.

Here, gear loss can occur even during auto-cruise control. When gear loss occurs during auto-cruise control, the output of the engine is not transmitted to the wheels, so the vehicle speed decreases and falls below the set vehicle speed. Then, the target acceleration increases and the required torque also increases. For this reason, depending on the gear loss during auto-cruise control, the engine speed increases excessively, causing problems such as making the driver feel uncomfortable.
In addition, when the gear loss is resolved in a state where the engine speed is excessively increased in this way and the power transmission from the engine to the wheels is resumed, the vehicle may be accelerated rapidly.

  Therefore, conventionally, the engine speed during auto-cruise control is monitored to determine whether or not gear loss has occurred, and when it is determined that gear loss has occurred, auto-cruise control is stopped ( For example, see Patent Document 1 above).

  However, depending on the conventional technology that stops the auto-cruise control based on the engine speed as described above, the driver steps on the accelerator during the auto-cruise control to increase the vehicle speed faster than the target vehicle speed in the auto-cruise control. At the time of so-called accelerator override that requires acceleration, the auto cruise control may be stopped regardless of the driver's intention due to an increase in the engine speed.

  Therefore, the present invention overcomes the above-described problems and uses a vehicle control device that stops auto-cruise control based on the engine speed. An object is to prevent occurrence of a situation where auto-cruise control is stopped against the intention of the driver while preventing acceleration.

  The vehicle control device according to the present invention is caused by an auto-cruise control unit that performs auto-cruise control for controlling the speed of the host vehicle so as to satisfy a specified traveling condition, and an aspect in which an increase in engine speed satisfies a predetermined condition. A rotation speed increase determination unit that determines whether or not the vehicle has been operated, an override determination unit that determines whether or not an accelerator override is being performed during execution of the auto-cruise control based on an index that correlates to an accelerator operation amount, and the rotation speed increase determination unit And a stop control unit for stopping the auto-cruise control based on the determination result by the override determination unit and the determination result by the override determination unit.

  As a result, it is possible to determine whether or not the increase in the engine speed is caused by the accelerator override for the vehicle control device that stops the auto-cruise control based on the engine speed, and it must be caused by the accelerator override. Thus, it is possible to stop the auto cruise control and not to stop the auto cruise control if it is caused by the accelerator override.

In the vehicle control device according to the present invention described above, the stop control unit is determined by the rotation speed increase determination unit that the increase in the engine rotation speed is caused by an aspect satisfying a predetermined condition, and the override determination unit When it is determined that there is no accelerator override, the auto cruise control is stopped. When the override determination unit determines that the accelerator override is present, the auto cruise control is performed regardless of the determination result by the rotation speed increase determination unit. It is desirable not to stop the control.
Thereby, the stop / non-stop of the auto-cruise control is appropriately controlled according to the presence or absence of the accelerator override with respect to the increase in the engine speed during the auto-cruise control.

In the vehicle control device according to the present invention described above, the override determination unit determines whether or not the accelerator override is present, the driver request torque calculated from the accelerator opening, and the auto-cruise control unit determines the specified driving condition. It is desirable to make a determination based on the magnitude relationship with the auto cruise request torque calculated to satisfy the condition.
As a result, it is properly determined whether or not the driver is requesting acceleration to a vehicle speed that is faster than the vehicle speed targeted by the auto-cruise control.

In the above-described vehicle control device according to the present invention, it is desirable that the override determining unit determines whether or not the accelerator override is present based on a magnitude relationship between an accelerator opening value and a predetermined threshold value.
As a result, the override determination can be performed relatively easily without using a plurality of signals.

In the above-described vehicle control device according to the present invention, it is desirable that the engine speed increase determination unit determines whether or not the engine speed increase rate satisfies a predetermined increase rate condition.
As a result, it is possible to detect an increase in the engine speed associated with gear loss earlier.

  According to the present invention, for a vehicle control device that stops auto-cruise control based on the engine speed, while preventing excessive surging of engine speed and sudden acceleration due to gear loss occurring during auto-cruise control, It is possible to prevent the situation where the auto cruise control is stopped against the driver's intention.

It is the block diagram which showed the structure outline | summary of the vehicle control apparatus as embodiment. It is a functional block diagram for demonstrating stop control of the auto cruise control in embodiment. It is a flowchart of a rotation speed increase determination process. It is a flowchart of an override determination process. It is a flowchart of a stop control process.

<1. Overall Configuration of Vehicle Control Device>
FIG. 1 is a block diagram showing a schematic configuration of a vehicle control apparatus 1 as an embodiment according to the present invention. In FIG. 1, only the configuration of the main part according to the present invention is extracted and shown from the configuration of the vehicle control device 1.
The vehicle control device 1 includes an imaging unit 2, an image processing unit 3, a memory 4, a driving support control unit 5, a display control unit 6, an engine control unit 7, a transmission control unit 8, and a brake control unit provided for the host vehicle. 9, a sensor / operator 10, a display unit 11, an engine-related actuator 12, a transmission-related actuator 13, a brake-related actuator 14, and a bus 15.

The image processing unit 3 is configured by a microcomputer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. Based on the captured image data obtained by imaging the front), predetermined image processing related to recognition of the environment outside the vehicle is executed. The image processing by the image processing unit 3 is performed using a memory 4 which is a non-volatile memory, for example.
The imaging unit 2 is provided with two camera units. Each camera unit includes a camera optical system and an image sensor such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor), and an object image is formed on the image pickup surface of the image sensor by the camera optical system. An electric signal corresponding to the amount of received light is formed on a pixel basis.
Each camera unit is installed so as to enable distance measurement by a so-called stereo imaging method. The electrical signals obtained by each camera unit are subjected to A / D conversion and predetermined correction processing, and are supplied to the image processing unit 3 as digital image signals (captured image data) representing luminance values with predetermined gradation in pixel units. Is done.

The image processing unit 3 executes various types of image processing based on each captured image data obtained by stereo imaging, recognizes forward information such as three-dimensional object data and white line data ahead of the host vehicle, and uses the recognition information as the recognition information. Based on this, the vehicle traveling path is estimated. Further, the image processing unit 3 detects a preceding vehicle on the own vehicle traveling path based on the recognized three-dimensional object data.
Specifically, the image processing unit 3 performs, for example, the following processing as processing based on each captured image data captured in stereo. First, distance information is generated based on the principle of triangulation from the shift amount (parallax) of the corresponding position for each captured image pair as each captured image data. Then, a well-known grouping process is performed on the distance information, and the distance information obtained by the grouping process is compared with previously stored three-dimensional road shape data, solid object data, etc. Side data such as guardrails and curbs, and three-dimensional object data such as vehicles are extracted. Furthermore, the image processing unit 3 estimates the own vehicle travel path based on the white line data, the side wall data, and the like, and is a three-dimensional object existing on the own vehicle travel path, and has a predetermined speed (for example, in the same direction as the host vehicle). The vehicle moving at 0 km / h or more is extracted (detected) as a preceding vehicle. When the preceding vehicle is detected, the preceding vehicle information includes the inter-vehicle distance cd (= the inter-vehicle distance from the host vehicle), the relative speed ds (= the change rate of the inter-vehicle distance cd), and the preceding vehicle speed ss (relative speed ds + The own vehicle speed js) and the preceding vehicle acceleration sac (= differential value of the preceding vehicle speed ss) are calculated. The host vehicle speed js is a traveling speed of the host vehicle detected by a vehicle speed sensor 10a described later (which can be referred to as “actual vehicle speed” with respect to a set vehicle speed St described later). In addition, among the preceding vehicles, the image processing unit 3 recognizes that the preceding vehicle speed ss is not more than a predetermined value (for example, 4 km / h or less) and is not accelerated as a preceding vehicle in a substantially stopped state.
The image processing unit 3 calculates the preceding vehicle information described above for each frame of the captured image data, for example, and sequentially stores (holds) the calculated preceding vehicle information in the memory 4.

  The driving support control unit 5 is composed of, for example, a microcomputer including a CPU, a ROM, a RAM, and the like. The result of image processing by the image processing unit 3 held in the memory 4 and the detection obtained by the sensor / operator 10. Various control processes for driving support (hereinafter referred to as “driving support control process”) are executed based on information, operation input information, and the like. The driving support control unit 5 is connected to each control unit of the display control unit 6, the engine control unit 7, the transmission control unit 8, and the brake control unit 9 which are also configured by a microcomputer via a bus 15. Data communication can be performed with the control unit. The driving support control unit 5 instructs a necessary control unit among the above control units to execute an operation related to driving support.

The driving support control unit 5 according to the embodiment performs auto-cruise control as one of the driving support control processes. That is, the speed of the host vehicle is controlled so as to satisfy the specified traveling condition. In particular, the driving support control unit 5 of the present example performs processing for realizing cruise control with inter-vehicle distance control (ACC: Adaptive Cruise Control) as auto-cruise control.
In ACC, the target vehicle speed St and the target inter-vehicle distance Dt are set based on an operation input by a predetermined operator provided on the sensor / operator 10. In this example, the driver can select an arbitrary inter-vehicle distance mode from the three inter-vehicle distance modes of “long”, “medium”, and “short” by operation, and the driving support control unit 5 A different target inter-vehicle distance Dt is set for each selected mode according to the vehicle speed js.
Hereinafter, “target vehicle speed St” will be referred to as “set vehicle speed St”.

The driving support control unit 5 performs constant speed traveling control for converging the own vehicle speed js to the set vehicle speed St when no preceding vehicle is detected during ACC.
Further, when the driving support control unit 5 recognizes the preceding vehicle during the constant speed traveling control, the driving support control unit 5 converges the inter-vehicle distance cd with the preceding vehicle to the target inter-vehicle distance Dt (following stop and follow-up start are also performed). Including). Specifically, the driving support control unit 5 calculates, for example, a vehicle speed deviation (for example, “St−js”) between the own vehicle speed js and the set vehicle speed St, and refers to a preset map or the like to determine the vehicle speed deviation. A candidate target acceleration Ac1 corresponding to the host vehicle speed js is calculated. At this time, when the vehicle speed deviation is a positive value, the candidate target acceleration Ac1 is set to a larger value as the vehicle speed deviation increases within the upper limit range corresponding to the host vehicle speed js. On the other hand, when the vehicle speed deviation is a negative value, the candidate target acceleration Ac1 is set to a smaller value within the range of the lower limit value corresponding to the host vehicle speed js as the speed deviation decreases (the vehicle speed deviation increases toward the negative side). A large value is set on the deceleration side).

  Further, when shifting from the constant speed traveling control to the following traveling control, the driving support control unit 5 calculates the candidate target acceleration Ac2 for converging the inter-vehicle distance cd to the target inter-vehicle distance Dt in addition to the above-described candidate target acceleration Ac1. To do. In the driving support control unit 5, for example, a setting map of the target inter-vehicle distance Dt corresponding to the inter-vehicle distance modes “short” and “long” is preset and stored, and the mode is “short” or “long”. If the mode is “medium”, the target distance Dt corresponding to the host vehicle speed js is set using the corresponding map. When the mode is “medium”, the calculation is performed when the mode is “short” and “long”, respectively. The intermediate value is set as the target inter-vehicle distance Dt. Further, for example, the driving support control unit 5 calculates a distance deviation (for example, “Dt−cd”) between the target inter-vehicle distance Dt and the inter-vehicle distance cd, and uses the distance deviation and the above-described relative speed ds as parameters in advance. The candidate target acceleration Ac2 is calculated with reference to the set map and the like.

  The driving support control unit 5 sets the candidate target acceleration Ac1 as the target acceleration As during the constant speed traveling control, and sets any one of the candidate target accelerations Ac1 and Ac2 as the target acceleration As during the following traveling control. Set.

The driving support control unit 5 of this example obtains the required torque Ts for the engine control unit 7, the brake fluid pressure for the brake control unit 9, and the gear ratio for the transmission control unit 8 based on the target acceleration As thus calculated. , Output. The engine control unit 7, the brake control unit 9, and the transmission control unit 8 operate based on the required torque Ts, the brake fluid pressure, and the gear ratio, thereby realizing ACC.
Note that, since the required torque Ts is a required torque calculated with ACC as the auto-cruise control, it is also expressed as “auto-cruise required torque Ts” below.

  Further, the driving support control unit 5 monitors the engine speed during execution of ACC, and performs control to stop ACC based on the engine speed (auto cruise control stop control), which will be described later.

The sensors / operators 10 comprehensively represent various sensors and operators provided in the host vehicle. The sensors / operators 10 have a speed sensor 10a for detecting the speed of the host vehicle as the host vehicle speed js, an engine speed sensor 10b for detecting the engine speed, and an accelerator opening degree based on the depression amount of the accelerator pedal. Acceleration opening sensor 10c to detect, steering angle sensor 10d to detect steering angle, yaw rate sensor 10e to detect yaw rate (Yaw Rate), G sensor 10f to detect acceleration, and ON according to operation / non-operation of brake pedal There is a brake switch 10g that is turned off.
Although not shown, the sensor / operator 10 is provided as another sensor, for example, an intake air amount sensor for detecting the intake air amount to the engine, and is provided in each intake passage and supplied to each cylinder of the engine. A throttle opening sensor that detects the opening of the throttle valve that adjusts the intake air amount, a water temperature sensor that detects the cooling water temperature that indicates the engine temperature, an outside air temperature sensor that detects the temperature outside the vehicle, and a gradient of the traveling path of the vehicle It also has a gradient sensor.
Further, as an operation element, an ignition switch for instructing start / stop of the engine, an operation element for performing the ACC-related operation described above, selection of an automatic transmission mode / manual transmission mode in an automatic transmission, and manual transmission There are a select lever for instructing upshift / down in the mode, a display changeover switch for switching display information in an MFD (Multi Function Display) provided in the display unit 11 described later.

  In this example, the automatic transmission is a CVT (Continuously Variable Transmission), and the above-mentioned shift up / down does not change the gear to be connected, but changes the gear ratio stepwise. Means movement.

  The display unit 11 comprehensively represents various meters and MFDs such as a speedometer and a tachometer provided in a meter panel installed in front of the driver, and other display devices for presenting information to the driver. ing. Various information such as the total travel distance of the host vehicle, the outside air temperature, and instantaneous fuel consumption can be displayed on the MFD simultaneously or by switching.

  The display control unit 6 controls the display operation by the display unit 11 based on a detection signal from a predetermined sensor in the sensor / operator 10, operation input information by the operator, and the like. For example, based on an instruction from the driving support control unit 5, a predetermined alert message can be displayed on the display unit 11 (for example, a predetermined area of the MFD) as part of driving support.

The engine control unit 7 controls various actuators provided as the engine-related actuator 12 based on a detection signal from a predetermined sensor in the sensor / operator 10 or operation input information by the operator. As the engine-related actuator 12, for example, various actuators related to engine driving such as a throttle actuator that drives a throttle valve and an injector that performs fuel injection are provided.
For example, the engine control unit 7 performs engine start / stop control according to the operation of the ignition switch described above. The engine control unit 7 also controls the fuel injection timing, the fuel injection pulse width, the throttle opening, and the like based on detection signals from predetermined sensors such as the engine speed sensor 10b and the accelerator opening sensor 10c. During ACC, the engine control unit 7 maps, for example, a target throttle opening based on the required torque Ts calculated and output by the driving support control unit 5 based on the target acceleration As and the gear ratio of the automatic transmission. The throttle actuator is controlled (engine output control) based on the obtained throttle opening.

  The engine control unit 7 calculates a required torque according to the accelerator operation amount by the driver based on the accelerator opening value detected by the accelerator opening sensor 10c. The required torque is hereinafter also referred to as “driver required torque Td” in order to distinguish it from the aforementioned auto cruise required torque Ts.

The transmission control unit 8 controls various actuators provided as the transmission-related actuator 13 based on a detection signal from a predetermined sensor in the sensor / operator 10 or operation input information by the operator. As the transmission-related actuator 13, for example, an actuator for performing shift control of an automatic transmission is provided.
For example, when the automatic shift mode is selected by the above-described select lever, the transmission control unit 8 performs a shift control by outputting a shift signal to the actuator according to a predetermined shift pattern. In addition, when the manual shift mode is set, the transmission control unit 8 performs a shift control by outputting a shift signal according to a shift up / down instruction from the select lever to the actuator.
Here, as described above, the automatic transmission in this example is a CVT, and as the shift control when the automatic shift mode is set, control for continuously changing the gear ratio is performed.

  The brake control unit 9 controls various actuators provided as the brake-related actuators 14 based on detection signals from predetermined sensors in the sensors / operators 10 and operation input information by the operators. As the brake-related actuator 14, for example, various brake-related actuators such as a hydraulic pressure control actuator for controlling the hydraulic pressure output from the brake booster to the master cylinder and the hydraulic pressure in the brake fluid piping are provided. For example, the brake control unit 9 controls the above hydraulic pressure control actuator to brake the host vehicle based on the hydraulic pressure instruction information output from the driving support control unit 5. The brake controller 9 calculates the slip ratio of the wheel from the detection information of a predetermined sensor (for example, the axle rotation speed sensor or the vehicle speed sensor 10a), and applies the hydraulic pressure by the hydraulic control actuator according to the slip ratio. By reducing the pressure, so-called ABS (Antilock Brake System) control is realized.

<2. Auto cruise control stop control>
FIG. 2 is a functional block diagram for explaining the stop control of the auto cruise control in the embodiment. The various processes related to the stop control of the auto cruise control executed by the driving support control unit 5 are divided for each function. Shown in blocks.
As shown in the figure, the driving support control unit 5 includes an auto cruise control processing unit 5a, a rotation speed increase determination processing unit 5b, an override determination processing unit 5c, and a stop control processing unit 5d.
The auto-cruise control processing unit 5a sets the target acceleration As described above based on the preceding vehicle information held in the memory 4 and the information on the host vehicle speed js detected by the vehicle speed sensor 10a, and follows based on the set target acceleration As. The required torque Ts, the brake fluid pressure, and the gear ratio for realizing the traveling control or the constant speed traveling control are obtained and sent to the engine control unit 7, the brake control unit 9, and the transmission control unit 8, respectively.

  The rotation speed increase determination processing unit 5b executes a rotation speed increase determination process for determining whether or not an increase in the engine rotation speed is caused by an aspect satisfying a predetermined condition.

  The override determination processing unit 5c executes an override determination process for determining whether or not there is an accelerator override during the execution of the auto-cruise control based on an index that correlates with the accelerator operation amount. The accelerator override means a state in which the driver steps on the accelerator during auto-cruise control and requests acceleration to a vehicle speed faster than the target vehicle speed in auto-cruise control.

  The stop control processing unit 5d executes stop control processing for stopping the auto cruise control based on the determination result by the rotation speed increase determination unit 5b and the determination result by the override determination unit 5c.

3, 4, and 5 are flowcharts illustrating processes that the driving support control unit 5 performs as the above-described rotation speed increase determination process, override determination process, and stop control process, respectively.
In addition, the driving assistance control part 5 performs these processes shown in FIGS. 3-5 during execution of ACC. 3 and 4 are repeatedly executed during ACC execution.

First, in the rotation speed increase determination process shown in FIG. 3, in step S101, the driving support control unit 5 determines whether or not the engine speed detected by the engine speed sensor 10b is greater than or equal to a preset rotation speed upper limit value. Determine.
If it is determined that the engine speed is not equal to or higher than the preset engine speed upper limit value, the driving support control unit 5 proceeds to step S102 and sets “0” as the engine speed flag. On the other hand, if it is determined that the engine speed is equal to or higher than the preset engine speed upper limit value, the driving support control unit 5 proceeds to step S103 and sets “1” as the engine speed flag.
Note that the initial value of the rotational speed flag is “0” (that is, a value corresponding to a state where the rotational speed is not increased).

  Subsequently, in the override determination process illustrated in FIG. 4, the driving support control unit 5 determines whether or not the accelerator is in the accelerator override state in step S201. Whether or not the accelerator is overridden is determined based on an index that correlates with the accelerator operation amount. In this example, the required torque (auto cruise request torque) Ts obtained during ACC as described above and the driver required torque Td calculated by the engine control unit 7 based on the accelerator opening value by the accelerator opening sensor 10c. Based on the magnitude relationship, it is determined whether or not the accelerator is overridden. Specifically, for example, it is determined whether or not “driver required torque Td> auto cruise request torque Ts”.

For example, when “driver required torque Td> auto-cruise required torque Ts” is not satisfied and the determination result that the accelerator override state is not obtained is obtained, the driving support control unit 5 sets “0” as the override flag in step S202. On the other hand, when “driver required torque Td> auto-cruise required torque Ts” is obtained and the determination result that the accelerator is overridden is obtained, the driving support control unit 5 sets “1” as the override flag in step S203. .
The initial value of the override flag is “0” (that is, a value corresponding to the non-accelerator override state).

In the stop control process shown in FIG. 5, the driving support control unit 5 stands by in step S301 until the rotation speed flag becomes “1”, and when the rotation speed flag becomes “1”, the override flag is set in step S302. Is determined to be “0”.
When the override flag is not “0”, the driving support control unit 5 returns to Step S301. That is, the auto cruise control, that is, ACC is not stopped. On the other hand, if the override flag is “0”, the driving support control unit 5 proceeds to step S303 and stops the auto-cruise control, that is, ACC.

  In response to the execution of the automatic cruise control stop process in step S303, the driving support control unit 5 ends the process shown in FIG.

In the above description, as a process for determining whether or not an increase in engine speed has occurred due to an aspect that satisfies a predetermined condition, the magnitude relationship between the engine speed and the predetermined upper limit value of the engine speed is determined. Although the example of performing the determination process based on the above has been described, as the engine speed increase determination process, whether or not the engine speed increase has occurred in a manner that satisfies a predetermined condition set in response to occurrence of gear loss Is not limited to the method exemplified above.
For example, in the engine speed increase determination process, the engine speed increase rate per unit time is sequentially calculated, and it is determined whether the engine speed is equal to or greater than a predetermined upper limit value. The increase rate of the number may be determined as to whether or not a predetermined increase rate condition is satisfied.

In addition, the override determination process can be determined based on the accelerator opening value rather than based on the required torque. For example, the determination may be made based on a magnitude relationship between the accelerator opening value and a predetermined threshold, such as determining whether the accelerator opening value is equal to or greater than a predetermined upper limit value.
Alternatively, a switch that is turned on when the amount of depression of the pedal with respect to the accelerator pedal exceeds a predetermined amount may be provided, and the ON / OFF determination of the switch may be performed as an override determination.

<3. Summary of Embodiment>
As described above, the vehicle control device (vehicle control device 1) according to the embodiment performs an auto cruise control unit (auto cruise control processing unit) that performs auto cruise control that controls the speed of the host vehicle so as to satisfy a specified traveling condition. 5a), a rotation speed increase determination unit (rotation speed increase determination processing unit 5b) for determining whether or not an increase in the engine rotation speed is caused by an aspect satisfying a predetermined condition, and an index correlated with the accelerator operation amount. The auto-cruise control is performed based on the override determination unit (override determination processing unit 5c) that determines whether or not the accelerator is overridden during execution of the auto-cruise control, the determination result by the rotation speed increase determination unit, and the determination result by the override determination unit. And a stop control unit (stop control processing unit 5d) for stopping.

As a result, it is possible to determine whether or not the increase in the engine speed is caused by the accelerator override for the vehicle control device that stops the auto-cruise control based on the engine speed, and it must be caused by the accelerator override. Thus, it is possible to stop the auto cruise control and not to stop the auto cruise control if it is caused by the accelerator override.
Therefore, it is possible to prevent the auto cruise control from being stopped against the driver's intention while preventing the engine speed from excessively rising and sudden acceleration due to the gear loss occurring during the auto cruise control. Can do.

Further, in the vehicle control device of the embodiment, the stop control unit determines that the increase in engine speed is caused by an aspect satisfying a predetermined condition by the rotation number increase determination unit, and there is no accelerator override by the override determination unit. The auto-cruise control is stopped when it is determined, and the auto-cruise control is not stopped when the override determination unit determines that the accelerator override is present regardless of the determination result by the rotation speed increase determination unit.
Thereby, the stop / non-stop of the auto-cruise control is appropriately controlled according to the presence or absence of the accelerator override with respect to the increase in the engine speed during the auto-cruise control.
Therefore, it is possible to prevent the auto cruise control from being stopped against the driver's intention while preventing the engine speed from excessively rising and sudden acceleration due to the gear loss occurring during the auto cruise control. Can do.

Furthermore, in the vehicle control device of the embodiment, the override determination unit calculates the presence or absence of the accelerator override in order to satisfy the driving condition specified by the driver request torque calculated from the accelerator opening and the auto cruise control unit. The determination is made based on the magnitude relationship with the auto-cruise required torque.
As a result, it is properly determined whether or not the driver is requesting acceleration to a vehicle speed that is faster than the vehicle speed targeted by the auto-cruise control.
Therefore, the stop control of the auto cruise according to the presence or absence of the accelerator override can be performed with higher accuracy.

Furthermore, in the vehicle control device of the embodiment, the override determination unit determines whether or not the accelerator override is present based on the magnitude relationship between the accelerator opening value and the predetermined threshold value.
Thereby, the override determination can be performed relatively easily without using a plurality of signals.

In the vehicle control device of the embodiment, the engine speed increase determination unit determines whether or not the engine speed increase rate satisfies a predetermined increase rate condition.
As a result, it is possible to detect an increase in the engine speed associated with gear loss earlier.
Accordingly, it is possible to further suppress the amount of engine speed increase due to gear loss.

<4. Modification>
Although the embodiments of the present invention have been described above, the present invention is not limited to the specific examples described above, and various modifications can be considered.
For example, although the case where the present invention is applied to a CVT vehicle has been described above, the present invention can also be suitably applied to an AT (Automatic Transmission) vehicle as a stepped automatic transmission. In this case, the AT vehicle may be either a torque converter type AT vehicle or a type of AT vehicle that transmits engine power to a gear via a clutch plate such as a DCT (Dual Clutch Transmission).

Although not particularly mentioned above, the threshold value (upper limit value) of the engine number used in the engine speed increase determination process or the threshold value of the engine speed increase rate is the information on the vehicle speed or the selected gear ratio. It may be variably set according to the above.
In the override determination, the determination threshold value may be variably set according to the vehicle speed or the selected gear ratio.

  Moreover, although the case where the execution subject of each process according to the present invention is the driving support control unit 5 is illustrated above, at least a part of each process according to the present invention is controlled by other controls such as the engine control unit 7. The execution body of the process is not limited to the above example, such as a part (ECU: Electronic Control Unit).

  In the above, the case where ACC (following traveling control and constant speed traveling control) is performed as the auto-cruise control is exemplified, but of course, the present invention can be suitably applied to the case where only constant speed traveling control is performed.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle control apparatus, 5 ... Driving assistance control part, 5a ... Auto cruise control process part, 5b ... Rotation speed increase determination process part, 5c ... Override determination process part, 5d ... Stop control process part, 7 ... Engine control part, 10a ... Vehicle speed sensor, 10b ... Engine speed sensor, 10c ... Accelerator opening sensor

Claims (5)

An auto-cruise control unit that performs auto-cruise control to control the speed of the host vehicle so as to satisfy the specified traveling condition;
A rotation speed increase determination unit that determines whether or not the increase in engine speed is caused by an aspect that satisfies a predetermined condition;
Based on an index that correlates with the amount of operation of the accelerator, an override determination unit that determines whether or not there is an accelerator override during execution of the auto cruise control;
A vehicle control device comprising: a stop control unit that stops the auto-cruise control based on a determination result by the rotation speed increase determination unit and a determination result by the override determination unit. The stop control unit
When it is determined that the engine speed increase is caused by an aspect satisfying a predetermined condition by the engine speed increase determination unit and the accelerator determination unit determines that there is no accelerator override, the auto cruise control is stopped.
The vehicle control device according to claim 1, wherein when the override determination unit determines that the accelerator override is present, the auto-cruise control is not stopped regardless of a determination result by the rotation speed increase determination unit. The override determination unit
The presence or absence of the accelerator override is determined based on a magnitude relationship between a driver request torque calculated from an accelerator opening and an auto cruise request torque calculated by the auto cruise control unit to satisfy the specified travel condition. The vehicle control device according to claim 1 or 2. The override determination unit
The vehicle control device according to claim 1, wherein the presence or absence of the accelerator override is determined based on a magnitude relationship between an accelerator opening value and a predetermined threshold value. The rotation speed increase determination unit
The vehicle control device according to any one of claims 1 to 4, wherein it is determined whether or not an increase rate of the engine speed satisfies a predetermined increase rate condition.

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