JP2018052427A - Vehicle control apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately control drive force when a vehicle goes over a step.SOLUTION: A vehicle control apparatus (100) includes: detection means (110) for detecting a step existing on a parking route of a vehicle (10); calculation means (120) for calculating a magnitude (E) of shock generated in the vehicle when going over the step on the basis of a reference vehicular speed (V0) with which the vehicle can go over the step; and control means (130) for controlling brake-drive force of the vehicle so as to go over the step while maintaining the reference vehicular speed in a case where the shock is less than a predetermined value (E0) or controlling brake-drive force of the vehicle so as to go over the step after decelerating to the reference vehicular speed or less in a case where the shock is equal to or more than the predetermined value.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a technical field of a vehicle control device that controls a vehicle capable of automatic driving.

  As this type of device, a device for controlling the behavior of a vehicle when passing through a step is known. For example, Patent Document 1 proposes a technique for suppressing a rapid change in speed when a vehicle is stopped immediately after passing through a step.

JP 2013-049389 A

  In Patent Document 1 described above, control of braking / driving force after overcoming a step is proposed. However, with such control alone, there is a possibility that the impact generated when the vehicle climbs over the step becomes very large due to the vehicle speed or the height of the step when entering the step. This impact causes the ride comfort of the vehicle occupant to deteriorate.

  The present invention has been made in view of the above-described problems, and an object of the present invention is to provide a vehicle control device that can suitably control the driving force when a vehicle goes over a step.

  In order to solve the above-described problem, the vehicle control device of the present invention is a vehicle control device capable of controlling the braking / driving force of the vehicle, the detection means for detecting a step existing on the parking path of the vehicle, Calculating means for calculating the magnitude of impact generated in the vehicle when the vehicle gets over the step based on a reference vehicle speed at which the vehicle can get over the step; and (i) when the impact is less than a predetermined value. Controls the braking / driving force of the vehicle so as to overcome the step while maintaining the reference speed, and (ii) when the impact is a predetermined value or more, after decelerating to the reference vehicle speed or less, Control means for controlling the braking / driving force of the vehicle so as to get over the step.

  According to the vehicle control device of the present invention, when the impact generated when the vehicle gets over the step is a predetermined value or more, the driving force control for getting over the step after the vehicle is once decelerated below the reference speed. Is done. Thereby, it can prevent that the passenger | crew of a vehicle feels badness of riding by the big impact when a vehicle gets over a level | step difference.

  Such an operation and other advantages of the present invention will become apparent from the embodiments described below.

1 is a block diagram illustrating a configuration of a vehicle according to a first embodiment. It is a flowchart which shows the flow of control operation | movement by the vehicle control apparatus which concerns on 1st Embodiment. It is a flowchart which shows the flow of control operation | movement by the vehicle control apparatus which concerns on 2nd Embodiment.

  Hereinafter, an embodiment of a vehicle control device will be described with reference to the drawings.

<First Embodiment>
The vehicle control apparatus according to the first embodiment will be described with reference to FIGS. 1 and 2.

<Vehicle configuration>
First, the configuration of the vehicle according to the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram illustrating a configuration of a vehicle according to the first embodiment.

  In FIG. 1, a vehicle 10 according to the present embodiment is configured to be able to perform automatic parking control that does not depend on a passenger's operation. The vehicle 10 includes an external sensor 11, an internal sensor 12, an accelerator actuator 21, a brake actuator 22, a steering actuator 23, and an ECU (Electronic Control Unit) 100.

  The external sensor 11 is a detection device that detects an external situation that is peripheral information of the vehicle 10. The external sensor 11 includes, for example, a camera, a radar, a rider (LIDER: Laser Imaging Detection and Ranging), and the like. Information detected by the external sensor 11 is output to the ECU 100.

  The internal sensor 12 is a detection device that detects the traveling state of the vehicle 10. The internal sensor 12 includes, for example, a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, and the like. Information detected by the internal sensor 12 is output to the ECU 100.

  The accelerator actuator 21 is configured to be able to control the accelerator (in other words, driving force) of the vehicle 10 in accordance with a command from the ECU 100. The brake actuator 22 is configured to be able to control the brake (in other words, braking force) of the vehicle 10 in accordance with a command from the ECU 100. The steering actuator is configured to be able to control the steering of the vehicle 10 in accordance with a command from the ECU 100.

  The ECU 100 is a specific example of a “vehicle control device” and is an electronic control unit configured to be able to control the entire operation of the vehicle 10. In particular, the ECU 100 according to the present embodiment includes a step detection unit 110, an impact calculation unit 120, and a travel control unit 130 as logical or physical processing blocks realized therein.

  The level difference detection unit 110 detects a level difference present on the travel route of the vehicle 10 based on information acquired by the external sensor 11 (for example, an analysis result of an image captured by the camera). The “step” here refers to an obstacle that can generate a relatively large impact when the vehicle gets over, and is a wide concept including not only a step but also a slope and a gradient. Further, the level difference detection unit 110 is configured to be able to calculate the height h of the detected level difference. Information regarding the presence or absence of a level difference detected by the level difference detection unit 110 and information regarding the height h of the level difference are output to the impact calculation unit 120, respectively. The level difference detection unit 110 is a specific example of “detection means”.

  The impact calculation unit 120 calculates an impact that occurs when the vehicle 10 gets over the step based on the information regarding the step detected by the step detection unit 110. In addition, the impact calculation unit 120 is configured to be able to calculate a vehicle speed required when the vehicle 10 gets over the step (hereinafter, referred to as “override required vehicle speed V0” as appropriate). Various calculation processes and determination processes using V0 can be executed. The processing executed by the impact calculation unit 120 will be described in detail later in the description of the operation. The impact calculation unit 120 is a specific example of “calculation means”. Further, the overcoming required vehicle speed V0 is a specific example of “reference speed”.

  The traveling control unit 130 controls traveling when the vehicle 10 gets over the step based on the magnitude of the impact calculated by the impact calculating unit 120. Specifically, the traveling control unit 130 controls the braking / driving force of the vehicle 10 (that is, the driving force and the braking force in the vehicle 10) by controlling the accelerator actuator 21 and the brake actuator 22, and the vehicle 10 has steps. Execute control to get over. The processing executed by the travel control unit 130 will be described in detail in the subsequent operation description. The travel control unit 130 is a specific example of “control means”.

<Description of operation>
Next, control executed by the vehicle control device (that is, the ECU 100) according to the first embodiment will be described with reference to FIG. FIG. 2 is a flowchart showing a flow of control operation by the vehicle control apparatus according to the first embodiment. In addition, the following processes are processes on the assumption that the vehicle 10 is performing an automatic parking process.

  As shown in FIG. 2, when the vehicle control apparatus according to the first embodiment operates, first, a step is present on the parking route of the vehicle 10 (that is, the travel route from the current position to the parking position) by the step detection unit 110. It is determined whether or not (step S101). If no step is detected (step S101: NO), the subsequent processing is omitted, and the series of processing ends. In this case, the process may be restarted from step S101 again after a predetermined period.

  When a step is detected (step S101: YES), the step height 110 is measured by the step detection unit 110 (step S102). The impact calculation unit 120 calculates the step over required vehicle speed V0 using the step height h (step S103). Specifically, the overcoming required vehicle speed V0 is calculated as a larger value as the step height h is higher. The impact calculation unit 120 may store in advance a map or the like indicating the relationship between the height h of the step and the over-request vehicle speed V0. Further, the impact calculation unit 120 may calculate the overcoming required vehicle speed V0 in consideration of not only the height h of the step but also information related to other steps (for example, the shape of the step).

  The impact calculation unit 120 further determines whether or not the current vehicle speed V is equal to or higher than the calculated overpass request vehicle speed V0 (step S104). In other words, it is determined whether it is possible to get over the step at the current vehicle speed V. When the current vehicle speed V is equal to or higher than the over-required vehicle speed V0 (step S104: YES), the impact calculation unit 120 generates an impact that occurs when the current vehicle speed V gets over the step (ie, a collision between the vehicle 10 and the step). A collision impact E indicating the magnitude of the impact is calculated (step S105). The collision impact E is calculated as a larger value as the current vehicle speed V is higher. The impact calculation unit 120 may store in advance a map or the like indicating the relationship between the current vehicle speed V and the impact E during collision. Further, the impact calculation unit 120 may calculate the impact E during collision considering not only the current vehicle speed V but also the height h of the step.

  Subsequently, the traveling control unit 130 determines whether or not the calculated impact impact E is less than a predetermined impact threshold value E0 (step S106). The impact threshold value E0 is a specific example of “predetermined value”, and is set in advance as a threshold value for determining whether or not the impact is so great as to cause discomfort to the passenger of the vehicle 10. . The impact threshold value E0 may be a fixed value obtained theoretically or experimentally, or may be a value that varies depending on, for example, the operation of the passenger.

  When the collision impact E is less than the impact threshold E0 (step S106: YES), the traveling control unit 130 controls the vehicle 10 to get over the step while maintaining the current vehicle speed V (step S107). On the other hand, when the impact E during collision is equal to or greater than the impact threshold E0 (step S106: NO), and when the current vehicle speed V is less than the over-requested vehicle speed V0 (step S104: NO), the traveling control unit 130 The vehicle 10 is controlled to stop in front of the step (step S108). Then, the travel control unit 130 executes control for overcoming the step after the vehicle 10 is temporarily stopped (step S109).

  As described above, in the vehicle control device according to the first embodiment, when there is a step in the parking path of the vehicle 10 that is performing the automatic parking process, the current vehicle speed V and the impact E during the collision E at that time. Different controls are executed on the basis of

<Effect of embodiment>
Next, technical effects obtained by the operation of the vehicle control device according to the first embodiment described above will be described.

  When the impact E during collision is less than the impact threshold E0, the impact E during collision is relatively small, and even if an impact occurs due to a collision with a step, the passenger of the vehicle 10 is uncomfortable. There is nothing. Therefore, in this case, the vehicle 10 is controlled to get over the step while maintaining the current vehicle speed V. As described above, when the impact E during the collision is less than the impact threshold E0, there is no inconvenience even if special braking / driving force control is not performed on the vehicle 10.

  On the other hand, when the impact E during the collision is equal to or greater than the impact threshold E0, if the control is performed so as to get over the step while maintaining the current speed V, a relatively large impact is generated, which makes the passenger of the vehicle 10 uncomfortable. There is a risk of giving. Therefore, in this case, the vehicle 10 is controlled to stop once before the step, and then control for overcoming the step is executed. According to such control, since the vehicle 10 is sufficiently decelerated in front of the step, it is possible to effectively suppress an impact that occurs during a collision. It should be noted that after the vehicle is stopped, control for getting over the step (for example, control for getting over the step slowly) is executed so as not to generate an impact as much as possible.

  Further, if the current vehicle speed V is less than the over-required vehicle speed V0, even if an attempt is made to get over the step while maintaining the current speed V, the current vehicle speed V is less than the over-required speed V0, so the step may be overcome. This is not possible, and an extra impact is generated due to the collision with the step. Further, although a method of overcoming the step by increasing the current vehicle speed V (that is, by performing acceleration control) is conceivable, there is a possibility that the impact generated in that case will be greater than or equal to the impact threshold value E0. Therefore, in this case, as in the case where the impact E during collision is equal to or greater than the impact threshold value E0, the control for stopping the vehicle 10 before the step and then overcoming the step is executed. Therefore, it is possible to reliably get over the step while suppressing the impact generated at the time of collision with the step.

Second Embodiment
Next, a vehicle control apparatus according to the second embodiment will be described with reference to FIG. The second embodiment differs from the first embodiment described above only in part of the operation, and other operations and apparatus configurations are substantially the same. Therefore, in the following, only the parts different from the already described first embodiment will be described in detail, and description of other overlapping parts will be omitted as appropriate.

<Description of operation>
Control executed by the vehicle control device according to the second embodiment will be described with reference to FIG. FIG. 3 is a flowchart showing a flow of control operation by the vehicle control apparatus according to the second embodiment. In FIG. 3, the same reference numerals are given to the same processes as those in the first embodiment shown in FIG.

  As shown in FIG. 3, when the vehicle control apparatus according to the second embodiment operates, the travel control unit 130 determines whether or not the calculated impact impact E is less than a predetermined impact threshold E0. Up to (that is, up to the process of step S106), the same process as in the first embodiment is executed. The same applies to the case where the impact E during the collision is less than the impact threshold E0 (step S106: YES), and the traveling control unit 130 controls the vehicle 10 to get over the step while maintaining the current vehicle speed V ( Step S107).

  In the second embodiment, particularly when the impact E during the collision is equal to or greater than the impact threshold E0 (step S106: NO), it occurs when attempting to get over the step while overcoming the current vehicle speed V and decelerating to the requested vehicle speed V0. The impact to be performed (hereinafter referred to as “deceleration impact E1” as appropriate) is calculated, and it is determined whether or not the value is less than the impact threshold E0 (step S201). At this time, the vehicle 10 is not actually decelerated, and only the deceleration impact E1 is calculated on the assumption that the vehicle 10 is decelerated to the overcoming required vehicle speed V0.

  When the deceleration impact E1 is less than the impact threshold value E0 (step S201: YES), the traveling control unit 130 controls the vehicle 10 to get over the current vehicle speed V to the requested vehicle speed V0 and to get over the step in that state. (Step S202).

  When the deceleration impact E1 is greater than or equal to the impact threshold E0 (step S201: NO) and when the current vehicle speed V is less than the over-requested vehicle speed V0 (step S104: NO), as in the first embodiment, The vehicle 10 is controlled to stop before the step (step S108), and thereafter, control for getting over the step is executed (step S109).

<Effect of embodiment>
Next, technical effects obtained by the operation of the vehicle control device according to the second embodiment described above will be described.

  If the impact E during the collision is equal to or greater than the impact threshold E0, if the current speed V is maintained and control is performed so as to get over the step, a relatively large impact is generated, causing discomfort to the passenger of the vehicle 10. There is a fear. However, when the deceleration impact E1 is less than the impact threshold E0, the vehicle 10 can be decelerated to overcome the step while suppressing the occurrence of a large impact. Therefore, in the second embodiment, when the impact can be sufficiently suppressed by the deceleration of the vehicle 10, the vehicle 10 gets over the step with the vehicle 10 decelerated. Thereby, an unnecessary temporary stop of the vehicle 10 can be avoided, and the step over the step can be executed more suitably.

  The vehicle 10 subjected to deceleration control does not necessarily have to be decelerated to the overpass required speed V0. If the magnitude of the impact after deceleration is less than the impact threshold E0, the vehicle 10 is at a speed higher than the overridden required speed V0. It may be controlled to get over the step. In other words, the vehicle speed after deceleration may be equal to or higher than the overcoming required speed V0.

  As described above, according to the vehicle control apparatus according to the first and second embodiments, the vehicle 10 has a step because the current vehicle speed V of the vehicle 10 and the impact E generated when the vehicle 10 collides with the step are considered. The braking / driving force when getting over can be controlled very suitably.

  In the above-described embodiments, the control in the case of performing the automatic parking process has been described. However, the same process is performed automatically (i.e., the process of leaving the vehicle 10 to a predetermined space from a parking lot or the like). ) May be executed. Even in such a case, the driving force when the vehicle gets over the step can be suitably controlled.

  The present invention is not limited to the above-described embodiment, and can be appropriately changed without departing from the gist or concept of the invention that can be read from the claims and the entire specification. A vehicle control apparatus that includes such a change is also applicable. Moreover, it is included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 10 Vehicle 11 External sensor 12 Internal sensor 21 Accelerator actuator 22 Brake actuator 23 Steering actuator 100 ECU
110 Step detection unit 120 Impact calculation unit 130 Travel control unit V Current vehicle speed V0 Override required vehicle speed E Impact at impact E0 Impact threshold E1 Impact at deceleration

Claims (1)

A vehicle control device capable of controlling the braking / driving force of a vehicle,
Detecting means for detecting a step present on the parking path of the vehicle;
Calculating means for calculating the magnitude of impact generated in the vehicle when the vehicle gets over the step, based on a reference vehicle speed at which the vehicle can get over the step;
(I) When the impact is less than a predetermined value, the braking / driving force of the vehicle is controlled so as to get over the step while maintaining the reference speed, and (ii) the impact is greater than or equal to a predetermined value Comprises a control means for controlling the braking / driving force of the vehicle so as to overcome the step after the vehicle is decelerated to the reference vehicle speed or less.

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