JP2019093807A - Vehicular control apparatus - Google Patents

Abstract

To provide a vehicular control apparatus not allowing a parallel travel with another vehicle in an adjacent lane against the intention of the vehicle driver in an automatic driving and not allowing a drivability to deteriorate in a manual driving.SOLUTION: In a case where a parallel travel between a vehicle itself and another vehicle in an adjacent lane is determined, an electronic control apparatus executes parallel travel avoidance control to avoid the parallel travel with the other vehicle in an automatic driving, and executes no such control in a manual driving. This prevents a parallel travel with another vehicle in an adjacent lane against the intention of a driver in the automatic driving and does not allow drivability to deteriorate in the manual driving, thus eliminating a feeling of discomfort or oppression caused by the parallel travel with the other vehicle in the automatic driving while securing the drivability in the manual driving.SELECTED DRAWING: Figure 11

Description

  The present invention relates to a control device for a vehicle that avoids parallel running when it is determined that a parallel running vehicle running parallel to the host vehicle during automatic driving.

  Patent Document 1 prohibits parallel running with another vehicle on the curved road ahead of the host vehicle if it is determined that the host vehicle runs parallel to the other vehicle traveling on the adjacent lane on the curved road ahead of the host vehicle (curved road). The point which provided the traveling control means which is said is described.

JP, 2008-088747, A

  By the way, when applying the above-mentioned conventional technology for prohibiting parallel running on curved roads to a vehicle capable of automatic driving and manual driving, in the case of automatic driving, adjacent lanes on a straight road contrary to the intention of the driver of the vehicle. If parallel driving with other vehicles is carried out and you experience discomfort and pressure due to parallel driving with other vehicles, while the driver is driving himself in manual driving, parallel driving with other vehicles is prohibited And the drivability was reduced.

  The present invention has been made on the background of the above circumstances, and the purpose of the present invention is that in the case of automatic driving, parallel running with another vehicle in the adjacent lane is not performed against the will of the driver of the vehicle. It is an object of the present invention to provide a control device of a vehicle which prevents the drivability from being lowered by manual driving.

  The subject matter of the present invention is that, in a vehicle capable of automatic driving and manual driving, parallel traveling with another vehicle is performed during automatic driving when parallel traveling between the own vehicle and another vehicle in the adjacent lane is determined. The parallel running avoidance control to be avoided is executed, and the parallel running avoidance control is not executed during the manual operation.

  According to the control device for a vehicle of the present invention, when it is determined that the host vehicle and the other vehicle in the adjacent lane run in parallel, parallel running avoidance control is performed to avoid parallel running with the other vehicle during automatic driving. Because, during manual driving, the parallel run avoidance control is not executed, parallel driving with other vehicles in adjacent lanes is not performed contrary to the driver's intention of the vehicle in the case of automatic driving, and the drivability decreases in manual driving. Therefore, in the case of automatic driving, discomfort and pressure due to parallel running of other vehicles are eliminated, while in the case of manual driving, drivability is ensured.

BRIEF DESCRIPTION OF THE DRAWINGS It is the schematic explaining the drive device and electronic control part of the vehicle to which this invention is applied. It is a skeleton figure which illustrates the structure of the drive device with which the vehicle of FIG. 1 is equipped. It is an engagement table | surface which demonstrates the combination of the friction engagement apparatus which establishes the automatic shift speed which comprises a part of drive device of FIG. FIG. 6 is a diagram showing a shift diagram used for shift control by the electronic control unit of FIG. 1; It is a principal part of the control action | operation of the electronic control apparatus of FIG. 1, Comprising: It is a figure explaining the condition which avoids parallel running by acceleration. It is a principal part of the control action of the electronic control unit of FIG. 1, and is a time chart explaining the action which avoids parallel running by acceleration. It is a principal part of the control action of the electronic control unit of FIG. 1, and is a figure explaining the condition which avoids parallel running by deceleration. It is a principal part of the control action of the electronic control unit of FIG. 1, and is a time chart explaining the action which avoids parallel running by deceleration. FIG. 5 is a main part of control operation of the electronic control device of FIG. 1 and is a view for explaining a situation in which parallel running is avoided by lane change. FIG. 5 is a main part of control operation of the electronic control device of FIG. 1 and is a time chart explaining an operation of avoiding parallel running by lane change. It is a flowchart explaining the principal part of the control action of the electronic control unit of FIG. It is a flowchart which shows the action | operation of the parallel running vehicle avoidance control routine of FIG. It is a skeleton figure which shows the other structural example of the automatic transmission provided in the vehicle of FIG. It is an engagement table | surface explaining the combination of the friction engagement apparatus which establishes the automatic gear stage of FIG.

  In one embodiment of the present invention, it is an on-vehicle sensor that detects the other vehicle that runs parallel to the own vehicle based on the presence or absence of the electric wave or the reflected wave of the light wave. Or, based on the analysis of the image captured by the on-vehicle camera, it is determined that parallel running for a predetermined time or more has been performed. The predetermined time is changed according to the vehicle type of another vehicle traveling in the adjacent lane. For example, in the case of a large-sized car, the feeling of pressure is large, the blind spot of the vehicle is large, and a driver's perception mistake and driving mistake are assumed, so the time is changed in a short time. Further, in the case of a vehicle type having the same vehicle height as the own vehicle, the predetermined time is changed to a short time because the room from which the other vehicle views the vehicle interior is large and it is easy to feel uncomfortable. Further, the predetermined time is changed based on the preference of the occupant. Specifically, in the case of a driver that requests the parallel running avoidance request frequently, the predetermined time is automatically changed to a short time by learning.

  Further, in one embodiment of the present invention, the avoidance of parallel running is performed by either acceleration, deceleration or lane change of the vehicle. The avoidance by acceleration is that when the distance between the own vehicle and the preceding vehicle is more than a predetermined distance, the own vehicle has enough speed for the legal speed, there is no acceleration of other vehicles, and the own vehicle has already passed It is selected based on at least one of not entering the lane. In addition, the avoidance by deceleration is that the distance between the own vehicle and the rear vehicle is greater than or equal to a certain speed, that the speed of the own vehicle is close to the legal speed, that no other vehicle has decelerated, and the own vehicle has already entered the overtaking lane. It is selected based on at least one of not being. Avoid lane change by at least one of the following: the distance between the front and rear vehicles after the lane change is more than a predetermined distance, the speed of the own vehicle is close to the legal speed, and no lane change of other vehicles It is selected based on.

  Further, in one embodiment of the present invention, the avoidance of the parallel running may be transmitted between the own vehicle and another vehicle that runs parallel to the own vehicle through the inter-vehicle communication. In addition, this may be performed by requesting another vehicle to accelerate, decelerate, or change lanes of another vehicle through inter-vehicle communication between the own vehicle and the other vehicle traveling in parallel.

  In one embodiment of the present invention, when the occupant of the vehicle does not prefer acceleration / deceleration or steering, for example, when a child is sleeping or is in poor physical condition, etc., the person is attended based on the operation of the automatic / manual selection operation switch. Select automatic operation of.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a view for explaining the schematic configuration of a vehicle 10 to which the present invention is applied. The vehicle 10 includes an engine 12 functioning as a motive power source, a drive wheel 14, and an electric continuously variable transmission 16 and an automatic transmission 18 provided on a power transmission path between the engine 12 and the drive wheel 14. ing. The electric continuously variable transmission 16 includes a mechanical oil pump MOP that is rotationally driven directly to the engine 12, and a differential gear mechanism in which rotating elements are coupled to the engine 12, a first electric motor and a second electric motor (not shown). The automatic transmission 18 is provided with the direct transmission torque from the engine 12 and the output torque of the second motor.

  The automatic transmission 18 is configured, for example, as shown in the skeleton view of FIG. 2, and, as shown, for example, in FIG. 3, the hydraulic friction engagement devices C1, C2, B1, B2, B3 are selectively operated. Thus, a plurality of (four in this embodiment) forward gears and one reverse gear can be obtained.

  Returning to FIG. 1, the hydraulic control circuit 20 includes a solenoid valve so as to operate in accordance with a command from the electronic control unit 22 using hydraulic oil supplied from the mechanical oil pump MOP and the electric oil pump EOP as a hydraulic source. The engagement and release of the hydraulic friction engagement devices C1, C2, B1, B2 and B3 in the transmission 18 are controlled using the solenoid valve.

  The electronic control unit 22 includes, for example, a so-called microcomputer provided with a CPU, a RAM, a ROM, an input / output interface and the like, and the CPU follows a program stored in advance in the ROM while using a temporary storage function of the RAM. The output of the engine 12 is controlled by performing signal processing, and based on the actual vehicle speed V (km / h) and the accelerator opening Acc (%), for example, from the pre-stored shift map shown in FIG. The transmission ratio of the transmission 16 and the automatic transmission 18 is controlled, and various controls such as switching of the hydraulic pump are executed. For example, the electronic control unit 22 calculates the required driving force of the driver based on the degree of opening of the accelerator pedal (not shown), and controls the output of the engine 12 so that the required driving force can be obtained with the minimum fuel consumption. The first and second electric motors M1 and M2 in the electric continuously variable transmission 16 and the solenoid valves in the hydraulic control circuit 20 are controlled, and an engine using the first electric motor M1 and the second electric motor M2 is used. The traveling and the electric traveling using the second electric motor M2 are selected according to FIG. In addition, when the automatic driving / manual driving selection switch 32 is operated by the driver to the automatic driving side, the electronic control unit 22 performs part of the driving operation of the driver necessary for causing the vehicle to travel, for example, acceleration / deceleration operation (Ie, accelerator operation and brake operation) are automated to carry out automatic operation control such as partial automatic operation control or fully automatic operation that does not require the driver's operation based on a travel plan with a preset destination. Do.

  The electronic control unit 22 exchanges road traffic information and infrastructure information that can be used for automatic driving and the like with a server provided at a center (not shown) and with other vehicles via the transmitter / receiver 24. Do.

  In addition, the electronic control unit 22 detects from the on-vehicle sensor 34 which detects a parallel running vehicle running parallel to a lane adjacent to the lane where the vehicle travels at least on a straight road based on the presence or absence of radio waves or reflected waves of light waves. It is performed by a parallel running vehicle detection signal. Alternatively, the electronic control unit 22 may use image processing means for detecting a parallel running vehicle running parallel on adjacent lanes based on analysis of a captured image by an on-vehicle camera (not shown), or on the map stored in advance. A parallel running vehicle detection means may be used which detects a parallel running vehicle from the position and the position of the other person indicated by the GPS signal received from the parallel running vehicle.

  In addition, when the parallel running automatic avoidance switch is operated to the parallel running automatic avoidance side, the electronic control device 22 continues the parallel running vehicle detection signal from the on-vehicle sensor 34 to continue for a predetermined time or more set in advance. Based on the determination of the parallel running vehicle, the parallel running with the parallel running vehicle determined during the automatic driving is avoided by either acceleration, deceleration or lane change of the own vehicle.

  FIG. 5 and FIG. 6 show traveling paths and time charts for explaining parallel running avoidance control by acceleration of the own vehicle when a parallel running vehicle is determined during automatic driving. The parallel running avoidance control based on the acceleration of the vehicle is that the velocity of the vehicle can sufficiently afford the legal velocity when the distance between the vehicle and the preceding vehicle is equal to or greater than a predetermined value, and that other vehicles do not accelerate. The lane change is changed as shown in FIG. 5 when a parallel running vehicle is determined at time t1 in FIG. 6, which is suitably selected based on at least one of the fact that the own vehicle is not already in the overtaking lane. Without driving, acceleration of the vehicle is executed and return is avoided.

  FIGS. 7 and 8 show traveling paths and time charts for explaining parallel running avoidance control by deceleration of the own vehicle when a parallel running vehicle is determined during automatic driving. The parallel running avoidance control by acceleration of the own vehicle is that the distance between the own vehicle and the rear vehicle is equal to or more than a predetermined value, that the own vehicle's speed is close to legal speed, that the other vehicle does not decelerate, and the own vehicle It is selected based on at least one of not already entering the overtaking lane. When a parallel running vehicle is determined at time t1 in FIG. 8, as shown in FIG. 7, deceleration of the own vehicle is performed without changing the lane, and parallel running is avoided.

  FIG. 9 and FIG. 10 show traveling paths and time charts for explaining parallel running avoidance control by lane change of the host vehicle when the parallel running vehicle is determined during automatic driving. The parallel running avoidance control based on the lane change of the own vehicle is that the distance between the front and rear vehicles after the lane change is a predetermined distance or more, the speed of the own vehicle is close to the legal speed, and the lane change of other vehicles is It is selected based on at least one of the absences. When a parallel running vehicle is determined at time t1 in FIG. 10, as shown in FIG. 9, the lane change of the own vehicle is executed by accelerating or decelerating the own vehicle to some extent, and the parallel running is avoided. .

  FIG. 11 is a flowchart for explaining the main part of the control operation of the electronic control unit 22. If it is determined in S1 of FIG. 11 whether or not automatic driving of the vehicle 10 is in progress, preferably, whether or not automatic driving of a person with a passenger such as a driver or a passenger is in progress is denied. Control is executed, but if the determination at S1 is affirmed, S2 is executed. In S2, it is determined whether there is a parallel running vehicle to the vehicle 10. If the determination of S2 is negative, the normal control of S4 is executed, but if the determination of S2 is affirmed, parallel vehicle avoidance control for the vehicle 10 is executed at S3.

  FIG. 12 is a flow chart showing the operation of the parallel running vehicle avoidance control routine corresponding to S3. It is determined based on, for example, a preset priority, whether to request a parallel running vehicle (a partner vehicle) to avoid in S11. If the determination in S11 is affirmed, the avoidance of parallel running is requested by inter-vehicle communication in S12, but if negative, it is determined in S13 whether the start condition of parallel running avoidance control by acceleration is satisfied. Be done. If the determination in S13 is affirmed, parallel avoidance control by acceleration shown in FIGS. 5 and 6 is executed in S14, for example, but if negative, the start condition for parallel avoidance control by deceleration in S15 is It is judged whether it is satisfied or not. If the determination in S15 is affirmed, the parallel running avoidance control by deceleration shown in FIG. 7 and FIG. 8 is executed in S16, for example. If the determination is denied in S17, the parallel running avoidance control starting condition in the lane Is determined whether or not If the determination in S17 is affirmed, parallel running avoidance control by lane change shown in FIGS. 9 and 10 is executed in S18.

  FIG. 13 shows an example where the vehicle 10 is a so-called one-motor hybrid vehicle. The vehicle 10 includes an engine 12 functioning as a motive power source, an engagement / disengagement clutch K0, an electric motor MG, and an eight-speed automatic transmission 30 having a torque converter TC with a clutch Bs permitting rotation of a stator in series. It is a 1-motor hybrid vehicle. Automatic transmission 30 is configured, for example, as shown in the skeleton diagram of FIG. 13, and hydraulic friction engagement devices C1, C2, C3, C4, C1, B1, B2 are selectively operated as shown in, for example, FIG. As a result, a plurality of (eight in this embodiment) forward gears and one reverse gear can be obtained.

  Although the first and second embodiments described above are hybrid vehicles provided with an engine and a motor as a drive source, they may be electric vehicles provided with only a motor as a drive source. In short, any electric vehicle may be used as long as it has an electric motor used as a drive source.

10: Vehicle 12: Engine (power source)
22: Electronic control unit (control unit)

Claims (1)

A control device of a vehicle capable of automatic driving and manual driving,
If it is determined that the host vehicle runs parallel to another vehicle in the adjacent lane, parallel running avoidance control is performed to avoid parallel running with another vehicle during automatic driving, and the parallel running avoidance control is performed during manual driving. A control device of a vehicle characterized in that:

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