JP2019131128A - Vehicle control apparatus - Google Patents

Abstract

To provide a vehicle control apparatus capable of avoiding such situation that the occupants in an own vehicle feel anxiety of collision and the like, and capable of reducing risk of collision with a subsequent vehicle by correcting the target acceleration or deceleration in response to the relation with the subsequent vehicle in the control of vehicle speed in an automatic operation control to moderately decelerate.SOLUTION: A vehicle control apparatus comprises an automatic operation control part automatically controlling at least acceleration/deceleration of an own vehicle. The automatic operation control part controls the operation to lessen the target value of speed of the own vehicle when the following distance between the own and subsequent vehicles is smaller than a first threshold value, and also to lessen the target value of speed of the own vehicle when the variation of the speed of the subsequent vehicle from that of the own vehicle is larger than a second threshold value.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that performs automatic driving control for automatically controlling at least one of acceleration / deceleration and steering of a host vehicle.

  Conventionally, as shown in Patent Document 1, for example, an automatic operation control unit that automatically controls at least one of acceleration / deceleration and steering of a host vehicle so that the host vehicle travels along a route to a destination. There is a vehicle control device.

  In the vehicle acceleration / deceleration control in the automatic driving control as described above, conventionally, the target acceleration / deceleration of the host vehicle has not been corrected according to the situation of the following vehicle. However, if the inter-vehicle distance between the host vehicle and the following vehicle is excessively small, or if the relative acceleration / deceleration changes between the host vehicle and the following vehicle are large, passengers of the host vehicle are concerned about a collision with the following vehicle. I may feel it. Further, when the change in relative acceleration / deceleration is excessively large, there is a risk of a collision with the following vehicle.

JP 2017-146819 A

  The present invention has been made in view of the above points, and an object of the present invention is to appropriately correct the target acceleration / deceleration in the acceleration / deceleration control of the vehicle in the automatic operation control, so that the host vehicle performs gentle deceleration. Thus, an object of the present invention is to provide a vehicle control device capable of avoiding that an occupant of the own vehicle feels anxiety such as a collision with a subsequent vehicle and also reducing the risk of an actual collision with the subsequent vehicle. .

  In order to achieve the above object, a vehicle control apparatus according to the present invention includes an automatic operation control unit (110) that performs automatic operation control that automatically controls at least acceleration / deceleration of the host vehicle (1). The automatic driving control unit (110) is a target driving state setting unit (118) that sets a target driving state that is a target driving state of the host vehicle (1), and the target driving. An inter-vehicle distance determination that determines an inter-vehicle distance between the travel control unit (120) that outputs a command value for travel control so as to match or approach the target travel state set by the state setting unit, and the following vehicle (300). The target travel state setting unit sets a target acceleration / deceleration that is a target value of the acceleration / deceleration of the host vehicle, and an inter-vehicle distance between the host vehicle and the following vehicle (L ) Is the first If less than have value (L1), characterized by modifying so as to decrease the target deceleration.

  The vehicle control device according to the present invention is a vehicle control device including an automatic operation control unit that performs automatic operation control that automatically controls at least acceleration and deceleration of the host vehicle, wherein the automatic operation control unit includes: A target travel state setting unit that sets a target travel state that is a target travel state of the host vehicle, and a command value for travel control is output so as to match or approximate the target travel state set by the target travel state setting unit. A travel control unit, and an inter-vehicle distance determination unit that determines an inter-vehicle distance between the host vehicle and the following vehicle, and the target travel state setting unit sets a target acceleration / deceleration that is a target value of the acceleration / deceleration of the host vehicle. When the change amount of the acceleration / deceleration of the following vehicle relative to the host vehicle determined from the inter-vehicle distance is larger than a second threshold (A1, A2), the target acceleration / deceleration is corrected to be small. And wherein the Rukoto.

  The vehicle control device according to the present invention is a vehicle control device including an automatic operation control unit that performs automatic operation control that automatically controls at least acceleration and deceleration of the host vehicle, wherein the automatic operation control unit includes: A target travel state setting unit that sets a target travel state that is a target travel state of the host vehicle, and a command value for travel control is output so as to match or approximate the target travel state set by the target travel state setting unit. A travel control unit, and an inter-vehicle distance determination unit that determines an inter-vehicle distance between the host vehicle and the following vehicle, and the target travel state setting unit sets a target acceleration / deceleration that is a target value of the acceleration / deceleration of the host vehicle. When the inter-vehicle distance (L) between the host vehicle and the following vehicle is smaller than a predetermined threshold value (L1), the target acceleration / deceleration is corrected to be small, and the determination is made based on the inter-vehicle distance. The self Wherein when the change amount of the acceleration or deceleration of the following vehicle is greater than a second threshold value (A1, A2) for both, characterized in that modified so as to decrease the target deceleration.

  According to the vehicle control apparatus of the present invention, when the inter-vehicle distance between the own vehicle and the following vehicle is smaller than the first threshold value, or the change amount of the acceleration / deceleration of the following vehicle with respect to the own vehicle is the second amount. When it is larger than the threshold value, the acceleration / deceleration of the own vehicle in the automatic operation control can be made more gentle by performing control to reduce the target value of the acceleration / deceleration of the own vehicle. Therefore, the occupant of the host vehicle does not feel anxiety such as a collision with the following vehicle. In addition, the risk of collision between the host vehicle and the following vehicle can be effectively reduced.

  In the vehicle control apparatus according to the present invention, the host vehicle shifts the rotation by the driving force transmitted from the drive source (EG) and outputs the rotation to the drive wheel side ( TM), and the automatic operation control unit may correct the target acceleration / deceleration so as to be reduced by switching the target gear position of the automatic transmission to a higher gear position.

  According to this configuration, by switching (shifting up) the target gear position of the automatic transmission to a gear position on the higher speed side, the acceleration / deceleration of the host vehicle is surely made gentler with a simple control. be able to.

  The vehicle control apparatus according to the present invention further includes shift map storage means (5) for storing a plurality of shift maps (55) that define shift speed regions that can be set by the automatic transmission, The operation control unit corrects the target acceleration / deceleration to be smaller by changing the shift map used for the shift control of the automatic transmission to another shift map that is shifted up at a lower vehicle speed side. Also good.

According to this configuration, by changing the shift map used for the shift control of the automatic transmission to another shift map in which the upshift is performed at a lower vehicle speed side, the acceleration / deceleration of the host vehicle can be reliably performed with simple control. The acceleration / deceleration can be made more gentle.
In addition, the code | symbol in said parenthesis shows the drawing reference number of the corresponding component in embodiment mentioned later for reference.

  According to the vehicle control device of the present invention, by appropriately correcting the target acceleration / deceleration in the acceleration / deceleration control of the vehicle in the automatic operation control according to the relationship with the following vehicle, the acceleration / deceleration of the own vehicle is further improved. By making the acceleration / deceleration moderate, it is possible to prevent the passenger of the own vehicle from feeling uneasy such as a collision with the following vehicle, and to reduce the risk of a collision with the following vehicle.

It is a functional lineblock diagram of a control device of vehicles of one embodiment of the present invention. It is the schematic which shows the structure of the driving force output device (drive device) of a vehicle. It is a figure for demonstrating the inter-vehicle distance determination in the target acceleration / deceleration correction control, and the subsequent vehicle acceleration / deceleration change determination. It is a flowchart which shows the procedure of correction control of target acceleration / deceleration. It is a timing chart which shows the change of each value in correction control of target acceleration / deceleration. It is a figure for demonstrating the correction area | region of target acceleration / deceleration. It is a figure for demonstrating the change of a shift map.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a functional configuration diagram of a control device 100 mounted on the vehicle 1. The structure of the control apparatus 100 is demonstrated using the same figure. A vehicle (own vehicle) 1 on which the control device 100 is mounted is, for example, an automobile such as a two-wheel, three-wheel, or four-wheel vehicle, and is powered by an automobile using an internal combustion engine such as a diesel engine or a gasoline engine, or an electric motor. Includes an electric vehicle as a source, a hybrid vehicle having an internal combustion engine and an electric motor. Moreover, the electric vehicle mentioned above is driven using the electric power discharged by batteries, such as a secondary battery, a hydrogen fuel cell, a metal fuel cell, an alcohol fuel cell, for example.

  The control device 100 includes means for taking in various types of information from the outside of the vehicle 1 such as the external situation acquisition unit 12, the route information acquisition unit 13, and the traveling state acquisition unit 14. Further, operation devices such as an accelerator pedal 70, a brake pedal 72, a steering wheel 74, and a changeover switch 80, an accelerator opening sensor 71, a brake pedaling amount sensor (brake switch) 73, and a steering steering angle sensor (or a steering torque sensor). ) And the like, and a notification device (output unit) 82. Further, as a device for driving or steering the vehicle 1, a travel driving force output device (drive device) 90, a steering device 92, and a brake device 94 are provided, and a control device 100 for controlling them is provided. . These devices and devices are connected to each other by a multiple communication line such as a CAN (Controller Area Network) communication line, a serial communication line, a wireless communication network, or the like. The illustrated operation device is merely an example, and a button, a dial switch, a GUI (Graphical User Interface) switch, or the like may be mounted on the vehicle 1.

  The external situation acquisition unit 12 is configured to acquire an external situation of the vehicle 1, for example, environmental information around the vehicle such as a lane of a traveling path or an object around the vehicle. The external status acquisition unit 12 includes, for example, various cameras (monocular camera, stereo camera, infrared camera, etc.), various radars (millimeter wave radar, microwave radar, laser radar, etc.) and the like. It is also possible to use a fusion sensor that integrates information obtained by the camera and information obtained by the radar.

  The route information acquisition unit 13 includes a navigation device. The navigation device includes a GNSS (Global Navigation Satellite System) receiver, map information (navigation map), a touch panel display device that functions as a user interface, a speaker, a microphone, and the like. The navigation device specifies the position of the vehicle 1 by the GNSS receiver, and derives a route from the position to the destination specified by the user. The route derived by the navigation device is stored in the storage unit 140 as route information 144. The position of the vehicle 1 may be specified or supplemented by an INS (Inertial Navigation System) using the output of the traveling state acquisition unit 14. Further, the navigation device provides guidance by voice or navigation display for the route to the destination when the control device 100 is executing the manual operation mode. The configuration for specifying the position of the vehicle 1 may be provided independently of the navigation device. Moreover, a navigation apparatus may be implement | achieved by one function of terminal devices, such as a smart phone and a tablet terminal which a user holds, for example. In this case, information is transmitted and received between the terminal device and the control device 100 by wireless or wired communication.

  The traveling state acquisition unit 14 is configured to acquire the current traveling state of the vehicle 1. The travel state acquisition unit 14 includes a travel position acquisition unit 26, a vehicle speed acquisition unit 28, a yaw rate acquisition unit 30, a steering angle acquisition unit 32, and a travel track acquisition unit 34.

  The travel position acquisition unit 26 is configured to acquire the travel position of the vehicle 1 and the posture (traveling direction) of the vehicle 1 that is one of the travel states. The traveling position acquisition unit 26 receives electromagnetic waves transmitted from various positioning devices, for example, satellites and road devices, and acquires position information (latitude, longitude, altitude, coordinates, etc.) (GPS receiver, GNSS receiver). A beacon receiver), a gyro sensor, an acceleration sensor, and the like. The traveling position of the vehicle 1 is measured with reference to a specific part of the vehicle 1.

  The vehicle speed acquisition unit 28 is configured to acquire the speed of the vehicle 1 (referred to as vehicle speed) that is one of the traveling states. The vehicle speed acquisition unit 28 includes, for example, a speed sensor provided on one or more wheels.

  The yaw rate acquisition unit 30 is configured to acquire the yaw rate of the vehicle 1 that is one of the traveling states. The yaw rate acquisition unit 30 includes, for example, a yaw rate sensor.

  The steering angle acquisition unit 32 is configured to acquire a steering angle that is one of the traveling states. The steering angle acquisition unit 32 includes, for example, a steering angle sensor provided on the steering shaft. Here, the steering angular velocity and the steering angular acceleration are also acquired based on the acquired steering angle.

  The traveling track acquisition unit 34 is configured to acquire information (actual traveling track) of the actual traveling track of the vehicle 1 that is one of the traveling states. The actual travel trajectory includes a trajectory (trajectory) on which the vehicle 1 actually travels, and may include a trajectory scheduled to travel from now on, for example, an extension line on the front side in the traveling direction of the traveled trajectory (trajectory). The traveling track acquisition unit 34 includes a memory. The memory stores position information of a series of point sequences included in the actual traveling track. The extension line can be predicted by a computer or the like.

  An accelerator opening sensor 71, a brake pedal depression sensor 73, and a steering steering angle sensor 75, which are operation detection sensors, output the accelerator opening, the brake pedal depression amount, and the steering steering angle as detection results to the control device 100.

  The changeover switch 80 is a switch operated by a passenger of the vehicle 1. The changeover switch 80 receives an occupant's operation, and switches an operation mode (for example, an automatic operation mode and a manual operation mode) from the received operation content. The changeover switch 80 generates an operation mode designation signal for designating the operation mode of the vehicle 1 from the operation content of the occupant and outputs the operation mode designation signal to the control device 100.

  Further, the vehicle 1 of the present embodiment includes a shift device 60 that is operated by a driver via a shift lever. As shown in FIG. 1, for example, P (parking), R (reverse travel), N (neutral), D (automatic transmission mode (normal mode)) are provided at positions of a shift lever (not shown) in the shift device 60. Forward travel) and S (forward travel in sport mode). A shift position sensor 205 is provided in the vicinity of the shift device 60. The shift position sensor 205 detects the position of the shift lever operated by the driver. Information on the shift position detected by the shift position sensor 205 is input to the control device 100. In the manual operation mode, information on the shift position detected by the shift position sensor 205 is directly output to the travel driving force output device 90 (AT-ECU 5).

  The notification device 82 is various devices that can output information. For example, the notification device 82 outputs information for prompting the passenger of the vehicle 1 to shift from the automatic operation mode to the manual operation mode. As the notification device 82, for example, at least one of a speaker, a vibrator, a display device, a light emitting device, and the like is used.

  In the vehicle 1 of the present embodiment, the traveling drive force output device (drive device) 90 includes an engine EG, an FI-ECU (Electronic Control Unit) 4 that controls the engine EG, and an automatic transmission, as shown in FIG. TM and an AT-ECU 5 for controlling the automatic transmission TM are provided. In addition, when the vehicle 1 is an electric vehicle using an electric motor as a power source, the traveling driving force output device 90 may include a traveling motor and a motor ECU that controls the traveling motor. When the vehicle 1 is a hybrid vehicle, an engine and an engine ECU, a traveling motor and a motor ECU may be provided. When the traveling driving force output device 90 is configured by the engine EG and the automatic transmission TM as in the present embodiment, the FI-ECU 4 and the AT-ECU 5 follow the information input from the traveling control unit 120 described later according to the information. The throttle opening degree of the EG, the shift stage of the automatic transmission TM, and the like are controlled to output a driving force (torque) for the vehicle 1 to travel. Further, when the travel driving force output device 90 includes only the travel motor, the motor ECU adjusts the duty ratio of the PWM signal applied to the travel motor according to the information input from the travel control unit 120, and the travel drive described above. Output force. When traveling driving force output device 90 includes an engine and a traveling motor, both FI-ECU and motor ECU control traveling driving force in cooperation with each other according to information input from traveling control unit 120.

  The steering device 92 includes, for example, an electric motor. For example, the electric motor changes the direction of the steered wheels by applying a force to a rack and pinion mechanism. The steering device 92 drives the electric motor according to the information input from the travel control unit 120 and changes the direction of the steered wheels.

  The brake device 94 is, for example, an electric servo brake device that includes a brake caliper, a cylinder that transmits hydraulic pressure to the brake caliper, an electric motor that generates hydraulic pressure in the cylinder, and a braking control unit. The braking control unit of the electric servo brake device controls the electric motor according to the information input from the traveling control unit 120, and a brake torque (braking force output device) that outputs a braking force according to the braking operation is output to each wheel. So that The electric servo brake device may include, as a backup, a mechanism that transmits the hydraulic pressure generated by the operation of the brake pedal 72 to the cylinder via the master cylinder. The brake device 94 is not limited to the electric servo brake device described above, and may be an electronically controlled hydraulic brake device. The electronically controlled hydraulic brake device controls the actuator according to information input from the travel control unit 120 and transmits the hydraulic pressure of the master cylinder to the cylinder. In addition, when the traveling driving force output device 90 includes a traveling motor, the brake device 94 may include a regenerative brake by the traveling motor.

  Next, the control device (vehicle control device) 100 will be described. The control device 100 includes an automatic operation control unit 110, a travel control unit 120, and a storage unit 140. The automatic driving control unit 110 includes a host vehicle position recognition unit 112, an external environment recognition unit 114, an action plan generation unit 116, and a target travel state setting unit 118. Each part of the automatic operation control unit 110 and a part or all of the travel control unit 120 are realized by a processor such as a CPU (Central Processing Unit) executing a program. Some or all of these may be realized by hardware such as LSI (Large Scale Integration) or ASIC (Application Specific Integrated Circuit). The storage unit 140 is realized by a ROM (Read Only Memory), a RAM (Random Access Memory), an HDD (Hard Disk Drive), a flash memory, or the like. A program executed by the processor may be stored in the storage unit 140 in advance, or may be downloaded from an external device via an in-vehicle Internet facility or the like. Further, the program may be installed in the storage unit 140 by attaching a portable storage medium storing the program to a drive device (not shown). Further, the control device 100 may be distributed by a plurality of computer devices. Thereby, various processing in this embodiment is realizable by making the hardware functional part mentioned above cooperate with the software which consists of programs etc. with respect to the vehicle-mounted computer of the vehicle 1. FIG.

  The automatic operation control unit 110 performs control by switching the operation mode in accordance with the signal input from the changeover switch 80. As the operation mode, an operation mode (automatic operation mode) that automatically controls acceleration / deceleration and steering of the vehicle 1, and acceleration / deceleration of the vehicle 1 are controlled based on operations on operation devices such as the accelerator pedal 70 and the brake pedal 72. However, there is an operation mode (manual operation mode) in which steering is controlled based on an operation on an operation device such as the steering wheel 74, but the present invention is not limited to this. Other driving modes may include, for example, a driving mode (semi-automatic driving mode) in which one of acceleration / deceleration and steering of the vehicle 1 is automatically controlled and the other is controlled based on an operation on the operation device. In the following description, “automatic operation” includes a semi-automatic operation mode in addition to the automatic operation mode.

  When the manual operation mode is performed, the automatic operation control unit 110 may stop the operation, and an input signal from the operation detection sensor may be output to the travel control unit 120, or may be directly traveled. The force output device 90 (FI-ECU or AT-ECU), the steering device 92, or the brake device 94 may be supplied.

  The vehicle position recognition unit 112 of the automatic driving control unit 110 includes map information 142 stored in the storage unit 140 and information input from the external situation acquisition unit 12, the route information acquisition unit 13, or the traveling state acquisition unit 14. Based on the lane (traveling lane) in which the vehicle 1 is traveling and the relative position of the vehicle 1 with respect to the traveling lane. The map information 142 is, for example, map information with higher accuracy than the navigation map included in the route information acquisition unit 13 and includes information on the center of the lane or information on the boundary of the lane. More specifically, the map information 142 includes road information, traffic regulation information, address information (address / postal code), facility information, telephone number information, and the like. Road information includes information indicating the type of road such as expressway, toll road, national road, prefectural road, road lane number, width of each lane, road gradient, road position (longitude, latitude, height). Information including 3D coordinates), curvature of lane curves, lane merging and branch point positions, signs provided on roads, and the like. The traffic regulation information includes information that the lane is blocked due to construction, traffic accidents, traffic jams, or the like.

  The own vehicle position recognizing unit 112, for example, sets an angle formed with respect to a line connecting the center of the traveling lane in the traveling direction of the vehicle 1 and the deviation of the reference point (for example, the center of gravity) of the vehicle 1 from the center of the traveling lane. As a relative position of the vehicle 1 with respect to the vehicle. Alternatively, the host vehicle position recognition unit 112 may recognize the position of the reference point of the vehicle 1 with respect to any side edge of the host lane as the relative position of the vehicle 1 with respect to the traveling lane.

  The external world recognition unit 114 recognizes the position of the surrounding vehicle and the state such as speed and acceleration based on information input from the external situation acquisition unit 12 and the like. The peripheral vehicle in the present embodiment is another vehicle that travels around the vehicle 1 and travels in the same direction as the vehicle 1. The position of the surrounding vehicle may be represented by a representative point such as the center of gravity or corner of the vehicle 1 or may be represented by an area expressed by the contour of the vehicle 1. The “state” of the surrounding vehicle may include the acceleration of the surrounding vehicle and whether or not the lane is changed (or whether or not the lane is changed) based on the information of the various devices. In addition to the surrounding vehicles, the external environment recognition unit 114 may recognize the positions of guardrails, power poles, parked vehicles, pedestrians, and other objects.

  The action plan generation unit 116 sets a start point of automatic driving, a planned end point of automatic driving, and / or a destination of automatic driving. The starting point of the automatic driving may be the current position of the vehicle 1 or a point where an operation for instructing automatic driving is performed by an occupant of the vehicle 1. The action plan generation unit 116 generates an action plan in a section between the start point and the planned end point, or a section between the start point and the destination for automatic driving. Note that the present invention is not limited to this, and the action plan generator 116 may generate an action plan for an arbitrary section.

  The action plan is composed of, for example, a plurality of events that are sequentially executed. Events include, for example, a deceleration event that decelerates the vehicle 1, an acceleration event that accelerates the vehicle 1, a lane keep event that causes the vehicle 1 to travel without departing from the traveling lane, a lane change event that changes the traveling lane, and the vehicle 1 Vehicles in the overtaking event for overtaking the preceding vehicle, the branching event for changing the vehicle to the desired lane at the branch point, or the vehicle 1 traveling without departing from the current driving lane, the merging lane for joining the main line 1 includes a merging event that accelerates or decelerates 1 and changes the driving lane. For example, when a junction (branch point) exists on a toll road (for example, an expressway), the control device 100 changes the lane so that the vehicle 1 travels in the direction of the destination, or maintains the lane. . Therefore, when it is determined that the junction exists on the route with reference to the map information 142, the action plan generation unit 116 is from the current position (coordinate) of the vehicle 1 to the position (coordinate) of the junction. Then, a lane change event is set for changing the lane to a desired lane that can proceed in the direction of the destination. Information indicating the action plan generated by the action plan generation unit 116 is stored in the storage unit 140 as the action plan information 146.

  The target travel state setting unit 118 is based on the action plan determined by the action plan generation unit 116 and various information acquired by the external situation acquisition unit 12, the route information acquisition unit 13, and the travel state acquisition unit 14. It is configured to set a target travel state that is a target travel state of one target. The target travel state setting unit 118 includes a target value setting unit 52 and a target trajectory setting unit 54. The target travel state setting unit 118 also includes a deviation acquisition unit 42 and a correction unit 44.

  The target value setting unit 52 is information on a travel position (latitude, longitude, altitude, coordinates, etc.) targeted by the vehicle 1 (also simply referred to as target position), target value information on vehicle speed (also simply referred to as target vehicle speed), It is configured to set target value information of the yaw rate (also simply referred to as a target yaw rate). The target trajectory setting unit 54 is information on the target trajectory of the vehicle 1 (also simply referred to as a target trajectory) based on the external situation acquired by the external situation acquisition unit 12 and the travel route information acquired by the route information acquisition unit 13. .) Is configured to set. The target trajectory includes information on the target position for each unit time. Each target position is associated with posture information (traveling direction) of the vehicle 1. Further, target value information such as vehicle speed, acceleration, yaw rate, lateral G, steering angle, steering angular velocity, and steering angular acceleration may be associated with each target position. The target position, target vehicle speed, target yaw rate, and target trajectory described above are information indicating the target travel state.

  The deviation acquisition unit 42 acquires the deviation of the actual traveling state from the target traveling state based on the target traveling state set by the target traveling state setting unit 118 and the actual traveling state acquired by the traveling state acquisition unit 14. Configured as follows.

  The correction unit 44 is configured to correct the target traveling state according to the deviation acquired by the deviation acquisition unit 42. Specifically, as the deviation increases, the target travel state set by the target travel state setting unit 118 is brought closer to the actual travel state acquired by the travel state acquisition unit 14, and a new target travel state is set.

  The travel control unit 120 is configured to control the travel of the vehicle 1. Specifically, a command for travel control is set so that the travel state of the vehicle 1 matches or approaches the target travel state set by the target travel state setting unit 118 or the new target travel state set by the correction unit 44. Output the value. Travel control unit 120 includes an acceleration / deceleration command unit 56 and a steering command unit 58.

  The acceleration / deceleration command unit 56 is configured to perform acceleration / deceleration control in the traveling control of the vehicle 1. Specifically, the acceleration / deceleration command unit 56 is based on the target travel state (target acceleration / deceleration) and the actual travel state (actual acceleration / deceleration) set by the target travel state setting unit 118 or the correction unit 44. The acceleration / deceleration command value for making the running state coincide with the target running state is calculated.

  The steering command unit 58 is configured to perform steering control in the traveling control of the vehicle 1. Specifically, the steering command unit 58 matches the traveling state of the vehicle 1 with the target traveling state based on the target traveling state set by the target traveling state setting unit 118 or the correction unit 44 and the actual traveling state. A steering angular velocity command value is calculated.

  FIG. 2 is a schematic diagram illustrating a configuration of a travel driving force output device (drive device) 90 provided in the vehicle 1. As shown in the figure, the travel driving force output device 90 of the vehicle 1 of the present embodiment is connected to the engine EG via an internal combustion engine (engine) EG that is a drive source and a torque converter TC with a lock-up clutch. Automatic transmission TM. The automatic transmission TM is a transmission that shifts the rotation due to the driving force transmitted from the engine EG and outputs it to the drive wheel side, and includes a plurality of shift stages for forward travel and one shift stage for reverse travel. It is a stepped automatic transmission that can be set. The driving force output device 90 includes an FI-ECU (fuel injection control device) 4 that electronically controls the engine EG, and an AT-ECU (automatic control) that electronically controls the automatic transmission TM including the torque converter TC. (Hydraulic control device) 5 and hydraulic control for hydraulically controlling the rotation drive and lock-up control of the torque converter TC and the engagement (engagement) and release of a plurality of friction engagement mechanisms provided in the automatic transmission TM according to the control of the AT-ECU 5 And a device 6.

  The rotational output of the engine EG is output to the crankshaft (engine EG output shaft) 221 and transmitted to the input shaft 227 of the automatic transmission TM via the torque converter TC.

  A crankshaft rotational speed sensor 201 is provided for detecting the rotational speed Ne of the crankshaft 221 (engine EG). In addition, an input shaft rotational speed sensor 202 that detects the rotational speed of the input shaft 227 (the input shaft rotational speed of the automatic transmission TM) Ni is provided. In addition, an output shaft rotational speed sensor 203 that detects the rotational speed of the output shaft 228 (output shaft rotational speed of the automatic transmission TM) No is provided. Vehicle speed data calculated from the rotational speed data Ne, Ni, No and No detected by the sensors 201 to 203 is given to the AT-ECU 5. The engine speed data Ne is given to a FI-ECU (fuel injection control device) 4. Further, a throttle opening sensor 206 for detecting the throttle opening TH of the engine EG is provided. The data of the throttle opening TH is given to the FI-ECU 4.

  Further, the AT-ECU 5 that controls the automatic transmission TM determines a shift speed region that can be set by the automatic transmission TM according to the vehicle speed detected by the vehicle speed sensor and the accelerator opening detected by the accelerator opening sensor 71. The shift map (shift characteristics) 55 is provided. The shift map 55 includes a shift-up line and a down-shift line set for each gear position, and a plurality of types of shift maps having different characteristics are prepared in advance. In the shift control of the automatic transmission TM, the AT-ECU 5 performs control to switch the shift stage of the automatic transmission TM according to a shift map selected from these multiple types of shift maps.

[Outline of automatic operation control]
In the vehicle 1, when the automatic driving mode is selected by the driver operating the changeover switch 80, the automatic driving control unit 110 performs automatic driving control of the vehicle 1. In this automatic driving control, the automatic driving control unit 110 recognizes the information acquired from the external situation acquisition unit 12, the route information acquisition unit 13, the traveling state acquisition unit 14, or the like, or the vehicle position recognition unit 112 and the external environment recognition unit 114. Based on the obtained information, the current traveling state (the actual traveling track, the traveling position, etc.) of the vehicle 1 is grasped. The target travel state setting unit 118 sets a target travel state (target track or target position) that is a target travel state of the vehicle 1 based on the behavior plan generated by the behavior plan generation unit 116. The deviation acquisition unit 42 acquires the deviation of the actual traveling state with respect to the target traveling state. The travel control unit 120 performs travel control so that the travel state of the vehicle 1 matches or approaches the target travel state when the deviation is acquired by the deviation acquisition unit 42.

  The correction unit 44 corrects the target trajectory or the target position based on the travel position acquired by the travel position acquisition unit 26. The traveling control unit 120 adds the vehicle 1 by the traveling driving force output device 90 and the brake device 94 based on the vehicle speed acquired by the vehicle speed acquisition unit so that the vehicle 1 follows a new target track or target position. Performs deceleration control.

  The correction unit 44 corrects the target trajectory based on the travel position acquired by the travel position acquisition unit 26. The travel control unit 120 performs steering control by the steering device 92 based on the steering angular velocity acquired by the steering angle acquisition unit 32 so that the vehicle 1 follows the new target track.

[Target acceleration / deceleration correction control]
And in the control apparatus 100 of the vehicle 1 of this embodiment, in the setting of the target acceleration / deceleration in the target driving state setting part 118 in said automatic driving control, the vehicle 1 (own vehicle) and the following vehicle 300 (refer FIG. 3). Control for correcting the target acceleration / deceleration to be set (target acceleration / deceleration correction control) is performed in accordance with the inter-vehicle distance or the amount of change in the acceleration / deceleration of the following vehicle 300 with respect to the vehicle 1. The target acceleration / deceleration correction control will be described below.

  FIG. 3 is a diagram for explaining (a) inter-vehicle distance determination and (b) subsequent vehicle acceleration / deceleration change determination in the target acceleration / deceleration correction control. In the target acceleration / deceleration correction control (downward correction control), in the inter-vehicle distance determination for determining the inter-vehicle distance L between the vehicle (host vehicle) 1 and the following vehicle 300 shown in FIG. When it is determined that the inter-vehicle distance L is equal to or less than a predetermined threshold (first threshold) L1 (L ≦ L1), the target acceleration / deceleration of the vehicle 1 in automatic driving is corrected downward (decrease correction). ) To perform correction control. Further, in the subsequent vehicle acceleration / deceleration change determination for determining the amount of change in the acceleration / deceleration of the subsequent vehicle 300 with respect to the vehicle 1 shown in FIG. 5B, the inter-vehicle distance L between the vehicle 1 and the subsequent vehicle 300 is within an upper limit within a predetermined time T1. If it is determined that the threshold value LA is greater than or equal to the lower threshold value LB and less than or equal to the lower threshold value LB, it is determined that the change in the acceleration / deceleration of the following vehicle 300 relative to the vehicle 1 is large (predetermined or greater). Correction control is performed to correct downward (decrease correction) the target acceleration / deceleration of the vehicle 1 during driving.

  FIG. 4 is a flowchart showing a procedure of target acceleration / deceleration correction control. The procedure for target acceleration / deceleration correction control will be described with reference to the flowchart of FIG. In the target acceleration / deceleration correction control, first, it is determined (cruise determination) whether or not the traveling state of the vehicle (own vehicle) 1 is a cruise traveling state (step ST1). Here, for example, the vehicle speed detected by the vehicle speed sensor or the change amount of the accelerator opening detected by the accelerator opening sensor 71 is equal to or less than a predetermined amount (for example, an amount that can be considered that the vehicle speed or the accelerator opening is substantially constant). Therefore, it can be determined that the vehicle is in a cruise traveling state (cruise determination). As a result, when it is determined that the vehicle is not in the cruise traveling state (NO in step ST1), the process is terminated without correcting the target acceleration / deceleration. On the other hand, when it is determined that the vehicle is in the cruise traveling state (YES in step ST1), the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is subsequently determined (step ST2). In the determination of the inter-vehicle distance L, it is determined whether or not the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is equal to or less than an approach determination threshold (first threshold) L1 (L ≦ L1). As a result, when the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is not less than or equal to the approach determination threshold L1 (NO in step ST2), the process is terminated without correcting the target acceleration / deceleration. On the other hand, when the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is equal to or smaller than the approach determination threshold value L1 (YES in step ST2), the subsequent vehicle acceleration / deceleration change determination (steps ST3 to ST5) is subsequently performed. In the subsequent vehicle acceleration / deceleration change determination, first, a timer for determining the elapsed time of the subsequent vehicle acceleration / deceleration change determination is set, and it is determined whether or not it is within the time of the timer (within the specified timer). (Step ST3). As a result, if it is outside the specified timer, that is, if the time of the timer has elapsed (NO), the process is terminated without correcting the target acceleration / deceleration. On the other hand, if the time of the timer has not elapsed (YES), the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is the far side (upper limit side) threshold value (upper limit value). ) It is determined whether or not LA is exceeded (exceeded) (step ST4). As a result, when the inter-vehicle distance L does not exceed the far-side threshold value LA (NO), the processing is terminated without correcting the target acceleration / deceleration, and the inter-vehicle distance L exceeds the far-side threshold value LA. If yes (YES), it is determined whether or not the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 exceeds (below) the near side (lower limit side) threshold value (lower limit value) LB. (Step ST5). As a result, when the inter-vehicle distance L does not exceed the near side threshold value LB (NO), the process is terminated without correcting the target acceleration / deceleration, and the inter-vehicle distance L exceeds the near side threshold value LB. If it exceeds (YES), the target acceleration / deceleration is decreased and corrected (step ST6). In addition, a switching instruction (upshift instruction) to the upper shift stage of the shift stage of the automatic transmission TM is performed (step ST7).

  FIG. 5 is a timing chart showing changes in each value in the target acceleration / deceleration correction control. In the timing chart of the figure, the inter-vehicle distance L between the vehicle 1 and the following vehicle 300, the inter-vehicle distance far side determination flag FA, the inter-vehicle distance near side determination flag FB, the inter-vehicle distance approach determination flag F1, the target acceleration M1, and the target deceleration M2 shows a change with respect to the elapsed time t of each of the target shift stages (target shift stages) N of the automatic transmission TM. In this timing chart, when the upper limit value of the inter-vehicle distance L (the inter-vehicle distance between the vehicle 1 and the following vehicle 300, hereinafter the same) is exceeded (exceeded) at the time t1, the inter-vehicle distance far side determination is made. The flag FA changes from 0 to 1. Further, when the lower limit value of the inter-vehicle distance L exceeds (below) the near side threshold value LB at time t2, the near side determination flag FB changes from 0 to 1. Thereafter, when the inter-vehicle distance L exceeds (below) the approach determination threshold value L1 at time t3, the inter-vehicle distance approach determination flag F1 changes from 0 to 1. Thereafter, when the upper limit value of the inter-vehicle distance L again exceeds (becomes) the far side threshold value LA at time t4, the far side determination flag FA changes from 1 to 2. Thereafter, when the lower limit value of the inter-vehicle distance L again exceeds (below) the near side threshold value LB at time t5, the near side determination flag FB changes from 1 to 2. At the time t5, the approach determination flag F1 is 1, and the far side determination flag FA and the near side determination flag FB are both 2. Thereby, the correction control of the target acceleration M1 and the target deceleration M2 is performed, and the absolute values of the target acceleration M1 and the target deceleration M2 are both corrected to small values M1 ′ and M2 ′. Further, at time t5, the target shift stage (target shift stage) of the automatic transmission TM is changed from the fifth speed stage to the sixth speed stage which is a higher ratio side (upper stage side) gear stage. Thereby, more gentle acceleration / deceleration is realized in the subsequent automatic operation control.

  In the timing chart of FIG. 5, the target acceleration M1 and the target acceleration are set on condition that the approach determination flag F1 is 1 and that both the far side determination flag FA and the near side determination flag FB are 2. Although the case where the correction control of the deceleration M2 is performed is shown, in addition to this, only the approach determination flag F1 becomes 1, or both the far side determination flag FA and the near side determination flag FB are 2 It is good also as a condition only to become. The far side determination flag FA and the near side determination flag FB may be set to 1 as a condition.

  FIG. 6 is a diagram for explaining a target acceleration / deceleration correction region, in which the horizontal axis represents the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 and the vertical axis represents the amount of change in the acceleration / deceleration of the subsequent vehicle 300 relative to the vehicle 1. The target acceleration / deceleration correction area (shaded area) on the graph is shown. As shown in the graph in the figure, in the region where the inter-vehicle distance L is equal to or less than the approach threshold L1 (L ≦ L1), the target acceleration / deceleration is within the correction region regardless of the amount of change in the acceleration / deceleration of the following vehicle 300 relative to the vehicle 1. It becomes. Therefore, if the inter-vehicle distance L is equal to or less than the approach threshold L1, the target acceleration / deceleration correction control is performed regardless of the amount of change in the acceleration / deceleration of the following vehicle 300 with respect to the vehicle 1. In the region where the inter-vehicle distance is greater than L1 and less than or equal to L2 (L1 <L ≦ L2), the acceleration change amount of the following vehicle 300 relative to the vehicle 1 is a region where the acceleration change amount is greater than or equal to the threshold value (second threshold value) A1 or the deceleration change amount. Only within the threshold (second threshold) A2 (= −A1) is within the target acceleration / deceleration correction region. Therefore, when the inter-vehicle distance is greater than L1 and less than or equal to L2, the target acceleration / deceleration correction control is performed when the acceleration change amount of the following vehicle 300 with respect to the vehicle 1 is greater than or equal to the threshold value A1 or the deceleration change amount is less than or equal to the threshold value A2. Done. Further, in a region where the inter-vehicle distance is greater than L2 (L2 <L), all regions are outside the target acceleration / deceleration correction region regardless of the amount of change in the acceleration / deceleration of the following vehicle 300 with respect to the vehicle 1. Therefore, when the inter-vehicle distance is greater than L1, the target acceleration / deceleration correction control is not performed.

Here, the correction calculation of the target acceleration / deceleration will be described. In the case of correction of the target acceleration, the correction value M1 ′ of the target acceleration is expressed by the following formula 1.
M1 ′ = current target acceleration M1 + K (coefficient) * ((friction torque (engine EG etc.) * Ratio) / tire radius) / vehicle weight) (Equation 1)
On the other hand, in the case of correction of the target deceleration, the target deceleration correction value M2 ′ is expressed by the following equation 2.
M2 ′ = current target deceleration M2-K (coefficient) * ((friction torque (engine EG etc.) * Ratio) / tire radius) / vehicle weight) (Expression 2)

  Further, in the target acceleration / deceleration correction control, the shift map 55 of the automatic transmission TM can be changed (changed) instead of changing the target gear position (upshift instruction) in step ST7 of FIG. is there. FIG. 7 is a diagram for explaining the change of the shift map, and shows a shift map with the vehicle speed V on the horizontal axis and the accelerator pedal opening AP on the vertical axis. The line shown by the dotted line in the figure is the upshift or downshift line (switching line) in the shift map before the change, and the N-1 speed stage, N speed stage, and N + 1 speed stage upshift or downshift line in order from the left side. Is shown. In addition, a solid line in the figure indicates an upshift or downshift line (switching line) in the shift map after the change. As described above, in the change of the shift map in the target acceleration / deceleration correction control, the acceleration / deceleration is moderately performed by changing the shift map so that the shift speed is changed (shifted up or down) on the lower vehicle speed side. Can be realized.

  As described above, in the vehicle control apparatus of the present embodiment, the automatic operation control unit 110 includes the target travel state setting unit 118 that sets the target travel state that is the target travel state of the vehicle 1 (the host vehicle). And a travel control unit 120 that outputs a command value for travel control so as to match or approach the target travel state set by the target travel state setting unit 118. Then, the target travel state setting unit 118 sets a target value for the acceleration / deceleration of the vehicle 1, and the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is the above approach determination threshold (first threshold) L1. If it is smaller than this, the target value of the acceleration / deceleration of the vehicle 1 is reduced, and the upper limit value of the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is within the above-mentioned far side threshold LA within a predetermined time (specified time). And the lower limit value is lower than the near threshold value LB, the amount of change in the acceleration / deceleration of the following vehicle 300 relative to the vehicle 1 is greater than the predetermined threshold values (second threshold values) A1 and A2. If it is determined that it has increased, the target value of the acceleration / deceleration of the vehicle 1 is decreased.

  According to the control device 100 of the vehicle 1 of the present embodiment, if the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 is smaller than the approach determination threshold (first threshold) L1, the acceleration / deceleration of the vehicle 1 is increased. Control for reducing the target value, or the target value of the acceleration / deceleration of the vehicle 1 if the change amount of the acceleration / deceleration of the following vehicle 300 with respect to the vehicle 1 is larger than predetermined threshold values (second threshold values) A1, A2. By performing the control to decrease the acceleration / deceleration of the vehicle 1 in the automatic operation control, the acceleration / deceleration can be made more gentle. Therefore, the occupant of the vehicle 1 does not have to feel anxiety such as a collision with the following vehicle. Moreover, the possibility of a collision between the vehicle 1 and the following vehicle can be effectively reduced.

  Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the technical idea described in the claims and the specification and drawings. Deformation is possible.

  Note that the target acceleration / deceleration correction control of the present invention is based on the case where the inter-vehicle distance L between the vehicle 1 and the following vehicle 300 shown in the above embodiment is smaller than the first threshold value L1 and the vehicle determined from the inter-vehicle distance L. 1 may be performed when only one of the conditions in which the amount of change in the acceleration / deceleration of the following vehicle 300 with respect to 1 is larger than the second threshold values A1 and A2 is satisfied. You may make it implement when this is materialized.

1 Vehicle (own vehicle)
6 Hydraulic control device 12 External condition acquisition unit 13 Route information acquisition unit 14 Travel state acquisition unit 26 Travel position acquisition unit 28 Vehicle speed acquisition unit 30 Yaw rate acquisition unit 32 Steering angle acquisition unit 34 Travel track acquisition unit 42 Deviation acquisition unit 44 Correction unit 52 Target value setting unit 54 Target trajectory setting unit 55 Shift map 56 Acceleration / deceleration command unit 58 Steering command unit 60 Shift device 70 Accelerator pedal 71 Accelerator opening sensor 72 Brake pedal 73 Brake pedal sensor 74 Steering wheel 75 Steering steering angle sensor 80 Switching Switch 82 Notification device 90 Driving force output device (drive device)
92 Steering device 94 Brake device 100 Control device (vehicle control device)
DESCRIPTION OF SYMBOLS 110 Autonomous driving control part 112 Own vehicle position recognition part 114 Outside world recognition part 116 Action plan generation part 118 Target driving state setting part 120 Travel control part 140 Storage part 142 Map information 144 Route information 146 Action plan information 201 Crankshaft rotation speed sensor 202 Input shaft speed sensor 203 Output shaft speed sensor 205 Shift position sensor 206 Throttle opening sensor 221 Crankshaft 227 Input shaft 228 Output shaft 300 Subsequent vehicle EG Engine (drive source)
TC Torque converter TM Automatic transmission F1 Inter-vehicle distance approach determination flag FA Inter-vehicle distance far side determination flag FB Inter-vehicle distance near side determination flag L Inter-vehicle distance L1 Approach threshold (first threshold)
A1, A2 Acceleration / deceleration change amount threshold (second threshold)

Claims (5)

A vehicle control device including an automatic operation control unit that performs automatic operation control that automatically controls at least acceleration and deceleration of the host vehicle,
The automatic driving control unit travels so as to match or be close to a target driving state setting unit that sets a target driving state that is a target driving state of the host vehicle and a target driving state that is set by the target driving state setting unit. A travel control unit that outputs a control command value;
An inter-vehicle distance determining unit that determines an inter-vehicle distance between the host vehicle and the following vehicle,
The target travel state setting unit sets a target acceleration / deceleration that is a target value of the acceleration / deceleration of the host vehicle,
The vehicle control apparatus, wherein when the inter-vehicle distance between the host vehicle and the following vehicle is smaller than a first threshold value, the target acceleration / deceleration is corrected to be small. A vehicle control device including an automatic operation control unit that performs automatic operation control that automatically controls at least acceleration and deceleration of the host vehicle,
The automatic driving control unit travels so as to match or be close to a target driving state setting unit that sets a target driving state that is a target driving state of the host vehicle and a target driving state that is set by the target driving state setting unit. A travel control unit that outputs a control command value;
An inter-vehicle distance determining unit that determines an inter-vehicle distance between the host vehicle and the following vehicle,
The target travel state setting unit sets a target acceleration / deceleration that is a target value of the acceleration / deceleration of the host vehicle,
Control of the vehicle, wherein the target acceleration / deceleration is corrected to be smaller when the change amount of the acceleration / deceleration of the following vehicle relative to the own vehicle determined from the inter-vehicle distance is larger than a second threshold value. apparatus. A vehicle control device including an automatic operation control unit that performs automatic operation control that automatically controls at least acceleration and deceleration of the host vehicle,
The automatic driving control unit travels so as to match or be close to a target driving state setting unit that sets a target driving state that is a target driving state of the host vehicle and a target driving state that is set by the target driving state setting unit. A travel control unit that outputs a control command value;
An inter-vehicle distance determining unit that determines an inter-vehicle distance between the host vehicle and the following vehicle,
The target travel state setting unit sets a target acceleration / deceleration that is a target value of the acceleration / deceleration of the host vehicle,
When the inter-vehicle distance between the own vehicle and the following vehicle is smaller than a first threshold value, the target acceleration / deceleration is corrected to be small, and the following vehicle with respect to the own vehicle determined from the inter-vehicle distance is corrected. A control apparatus for a vehicle, wherein when the amount of change in acceleration / deceleration is larger than a second threshold value, the target acceleration / deceleration is corrected to be small. The host vehicle includes a stepped automatic transmission that shifts the rotation by the driving force transmitted from the driving source and outputs the rotation to the driving wheel side,
The automatic operation control unit corrects the target acceleration / deceleration to be reduced by switching the target gear position of the automatic transmission to a higher gear position. The vehicle control device according to claim 1. The host vehicle has a stepped automatic transmission that shifts the rotation due to the driving force transmitted from the driving source and outputs it to the driving wheel side;
Shift map storage means for storing a plurality of shift maps defining shift speed regions that can be set by the automatic transmission,
The automatic operation control unit is modified to reduce the target acceleration / deceleration by changing the shift map used for the shift control of the automatic transmission to another shift map in which upshifting is performed at a lower vehicle speed side. The vehicle control device according to any one of claims 1 to 3, wherein: