JP2020163891A - Travel control device - Google Patents

Abstract

To change a degree of operation support using stabilization control and acceleration/deceleration control in accordance with the characteristics of driving operation of a driver.SOLUTION: A travel control device comprises: a stabilization command value determination part which determines a stabilization command value for executing stabilization control; an acceleration/deceleration command value determination part which determines an acceleration/deceleration command value for executing acceleration/deceleration control for controlling acceleration/deceleration of a vehicle; a characteristic parameter acquisition part which acquires a characteristic parameter indicating a characteristic of driving operation of a driver, on the basis of an output value of a driving operation sensor that detects driving operation of the driver with respect to the vehicle, and a travel state of the vehicle; and an adjustment output part which acquires an operation amount corresponding value that corresponds to the magnitude of an operation amount imparted by the driver, on the basis of the characteristic parameter, and adjusts the stabilization command value and the acceleration/deceleration command value, on the basis of the operation amount corresponding value, and further, which outputs the adjusted stabilization command value and the adjusted acceleration/deceleration command value to an actuator.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to a travel control device.

Conventionally, as a technology of vehicle driving support (including so-called partially automatic driving and conditional automatic driving), for example, stabilization control for stabilizing the behavior of the vehicle and acceleration / deceleration control for controlling acceleration / deceleration of the vehicle have been used. is there. Then, by suppressing the disagreement between the behavior of the vehicle automatically realized during the driving assistance and the behavior of the vehicle manually realized by the driving operation of the driver, the discomfort given to the driver during the driving assistance is reduced. Research and development is also underway on technology.

Japanese Unexamined Patent Publication No. 2013-256149

In general, the characteristics (characteristics) of driving operations differ for each driver. Therefore, for example, even in the same vehicle state, it is preferable to change the degree of driving support by stabilization control and acceleration / deceleration control depending on the driver, but this has not been realized by the prior art.

Therefore, one of the problems of the present disclosure is to provide a driving control device capable of changing the degree of driving support by stabilization control and acceleration / deceleration control according to the characteristics of the driving operation of the driver.

The driving control device as an example of the present disclosure includes a stabilization command value determining unit that determines a stabilization command value for executing stabilization control that stabilizes the behavior of the vehicle based on the traveling state of the vehicle. The acceleration / deceleration command value determining unit for determining the acceleration / deceleration command value for executing the acceleration / deceleration control for controlling the acceleration / deceleration of the vehicle, the output value of the driving operation sensor for detecting the driving operation of the driver for the vehicle, and the above. A characteristic parameter acquisition unit that acquires characteristic parameters indicating the characteristics of the driving operation of the driver based on the running state of the vehicle, and an operation corresponding to the magnitude of the operation amount given by the driver based on the characteristic parameters. The amount equivalent value is acquired, the stabilization command value and the acceleration / deceleration command value are adjusted based on the operation amount equivalent value, and the adjusted stabilization command value and the acceleration / deceleration command value are output to the actuator. It is equipped with an adjustment output unit.

With such a configuration, the stabilization command value for executing the stabilization control and the acceleration / deceleration command value for executing the acceleration / deceleration control are adjusted according to the characteristics of the driver's driving operation and then output to the actuator. Therefore, the degree of driving support by stabilization control and acceleration / deceleration control can be changed according to the characteristics of the driver's driving operation.

Further, in the above-described traveling control device, the adjustment output unit adjusts at least one of the stabilization command value and the acceleration / deceleration command value so that the degree of driving support increases as the operation amount equivalent value increases. To do.

With such a configuration, for example, even in the same vehicle state, the degree of driving support by stabilization control and acceleration / deceleration control is lowered for a driver with a high driving skill level, and for a driver with a low driving skill level. Therefore, the degree of driving support by stabilization control and acceleration / deceleration control can be increased.

Further, in the above-described traveling control device, the characteristic parameter acquisition unit acquires the characteristic parameter at least based on the deviation between the target value of the yaw rate to be generated in the vehicle and the actual value of the yaw rate.

With such a configuration, in order to acquire the characteristic parameters, the configuration for calculating the target route and acquiring the travel locus becomes unnecessary, and the configuration of the travel control device can be simplified.

FIG. 1 is an exemplary and schematic block diagram showing a configuration and the like of a travel control device according to an embodiment. FIG. 2 is an exemplary and schematic diagram showing an example of an adjustment coefficient map according to an embodiment. FIG. 3 is an exemplary and schematic flowchart showing a series of processes executed by the travel control device according to the embodiment for vehicle stabilization control and acceleration / deceleration control. FIG. 4 is an exemplary and schematic diagram showing an example of vehicle behavior realized as a result of stabilization control and acceleration / deceleration control by the travel control device according to the embodiment.

Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. The configurations of the embodiments described below, and the actions and effects brought about by the configurations, are merely examples and are not limited to the contents described below.

FIG. 1 is an exemplary and schematic block diagram showing the configuration and the like of the travel control device 100 according to the embodiment. The travel control system is installed in the vehicle as a system for controlling the traveling state of the vehicle. The vehicle is, for example, a four-wheeled vehicle, but the technique of the embodiment can be applied to a general vehicle other than the four-wheeled vehicle.

As shown in FIG. 1, the travel control system includes a travel control device 100 that controls the travel control system, an in-vehicle sensor 110 that detects information about the vehicle, and an actuator 120 that controls the behavior of the vehicle. There is.

The travel control device 100 is configured as a (micro) computer equipped with hardware such as a processor and a memory. The travel control device 100 acquires sensor information as an output value of the vehicle-mounted sensor 110, and controls the actuator 120 based on the acquired sensor information to stabilize the behavior of the vehicle and stabilize the vehicle. The acceleration / deceleration control for adjusting the acceleration / deceleration is executed.

The stabilization control is, for example, an attitude control that stabilizes the posture of the vehicle when the posture of the vehicle is unstable during traveling. Examples of attitude control include sideslip suppression control that stabilizes the yaw angle of the vehicle so as to suppress sideslip of the vehicle during turning such as understeer and oversteer, and stabilization of the roll angle / pitch angle of the vehicle. Roll / pitch control, etc. can be considered.

Further, the acceleration / deceleration control controls the acceleration / deceleration of the vehicle. For example, control that suppresses sudden acceleration and deceleration of the vehicle can be considered.

The details of the control executed by the traveling control device 100 according to the embodiment will be described in more detail later, and further description thereof will be omitted here.

The in-vehicle sensor 110 includes a speed sensor 111, a yaw rate sensor 112, an acceleration sensor 113, a steering sensor 114 (driving operation sensor), an accelerator opening sensor 115 (driving operation sensor), a steering torque sensor 116, and engine rotation. It includes a number sensor 117 and a hydraulic sensor 118.

The speed sensor 111 detects the speed of the vehicle (more specifically, the rotational speed of the wheels). The yaw rate sensor 112 detects the yaw rate generated in the vehicle.

The acceleration sensor 113 detects the front-rear and lateral accelerations generated in the vehicle. The steering sensor 114 detects (amount of) the steering operation included in the driver's driving operation with respect to the vehicle.

The accelerator opening sensor 115 detects the accelerator opening (the amount of depression by the accelerator pedal). The steering torque sensor 116 detects the steering torque (steering torque).

The engine speed sensor 117 detects the speed of the engine. The hydraulic sensor 118 detects the hydraulic pressure of the wheel cylinder of each wheel. The in-vehicle sensor 110 may also include a brake sensor or the like as a driving operation sensor.

Further, the actuator 120 includes a steering device 121, a front wheel steering device 122, a rear wheel steering device 123, a braking device 124, a driving device 125, a suspension device 126, and a stabilizing device 127.

The steering device 121 controls steering. The steering device 121 is realized by, for example, EPS (Electric Power Steering).

The front wheel steering device 122 controls the steering of the front wheels of the vehicle. The front wheel steering device 122 optimally controls the turning angle of the front wheels by, for example, changing the steering gear ratio according to the vehicle speed and the steering angle. As a result, for example, when parking, a slight turn of the steering wheel makes a large turn, which facilitates operation. Further, when traveling at high speed, the turning angle becomes smaller with respect to the amount of operation of the steering wheel, and the traveling stability is improved.

The rear wheel steering device 123 controls the steering of the rear wheels of the vehicle. The rear wheel steering device 123 is realized by a structure similar to, for example, the front wheel steering device 122.

The braking device 124 controls a braking mechanism that applies braking force to the vehicle. The drive device 125 controls a drive mechanism that applies a driving force to the vehicle.

The suspension device 126 controls the damping force of the vehicle suspension. The suspension device 126, for example, variably controls the damping force of the suspension in a plurality of stages independently of the four wheels according to the driving operation and the road surface condition to achieve both a comfortable ride and handling performance.

The stabilizer 127 suppresses the inclination of the vehicle in the roll direction when turning, and enhances the running stability. The stabilizer 127 uses, for example, a stabilizer having a variable rigidity to change the rigidity of the stabilizer according to a traveling condition such as when the vehicle goes straight or turns.

In the embodiment, the in-vehicle sensor 110 is not limited to the one illustrated in FIG. 1, and some sensors may be omitted, or other sensors may be included.

Similarly, in the embodiment, the actuator 120 is not limited to the one illustrated in FIG. 1, and some devices may be omitted or may include other devices.

By the way, conventionally, as a technology of vehicle driving support (including so-called partially automatic driving and conditional automatic driving), stabilization control for stabilizing the behavior of the vehicle and acceleration / deceleration control for controlling the acceleration / deceleration of the vehicle have been used. is there. Then, by suppressing the disagreement between the behavior of the vehicle automatically realized during the driving assistance and the behavior of the vehicle manually realized by the driving operation of the driver, the discomfort given to the driver during the driving assistance is reduced. Research and development is also underway on technology.

Further, in general, the characteristics (characteristics) of the driving operation are different for each driver. Therefore, for example, even in the same vehicle state, it is preferable to change the degree of driving support by stabilization control and acceleration / deceleration control depending on the driver, but this has not been realized by the prior art.

Therefore, in this embodiment, the traveling control device 100 capable of changing the degree of driving support by stabilization control and acceleration / deceleration control according to the characteristics of the driving operation of the driver will be described.

That is, the traveling control device 100 according to the embodiment has the sensor information acquisition unit 101, the stabilization command value determination unit 102, and the acceleration / deceleration command value determination unit 103 as functions for realizing the above-mentioned effects. A characteristic parameter acquisition unit 104 and an adjustment output unit 105 are provided. These functions are realized, for example, as a result of the processor of the travel control device 100 reading and executing the program stored in the memory. In the embodiment, a part or all of the functions of the travel control device 100 may be realized only by the dedicated hardware (circuit).

The sensor information acquisition unit 101 acquires sensor information as an output value of the vehicle-mounted sensor 110. As described above, the sensor information includes, for example, the speed of the vehicle as the output value of the speed sensor 111, the yaw rate of the vehicle as the output value of the yaw rate sensor 112, the front-rear direction of the vehicle as the output value of the acceleration sensor 113, and It includes the lateral acceleration and the amount of steering operation of the driver as the output value of the steering sensor 114. Further, the sensor information includes, for example, the accelerator opening as the output value of the accelerator opening sensor 115, the steering torque as the output value of the steering torque sensor 116, and the engine rotation speed as the output value of the engine rotation speed sensor 117. It also includes the torque of each wheel cylinder as the output value of the hydraulic sensor 118. In the following, these output values may be expressed as actual values in the sense of values representing the actual state of the vehicle.

The stabilization command value determination unit 102 determines the stabilization command value for executing the stabilization control that stabilizes the behavior of the vehicle based on the traveling state of the vehicle. That is, the stabilization command value determination unit 102 determines the stabilization command value given to the actuator 120 in order to realize the stabilization control, based on the sensor information from the in-vehicle sensor 110 acquired by the sensor information acquisition unit 101. .. The stabilization command value is a control value for driving support in at least one of the devices 121 to 127 in the actuator 120 to be realized in the stabilization control. For example, the stabilization command value is a control value for driving support regarding the yaw rate in the vehicle. Further, the traveling state of the vehicle can be calculated based on the sensor information from the in-vehicle sensor 110.

The acceleration / deceleration command value determination unit 103 determines an acceleration / deceleration command value for executing acceleration / deceleration control for controlling acceleration / deceleration of the vehicle (for example, suppression of sudden acceleration or sudden deceleration). For example, the acceleration / deceleration command value determination unit 103 determines the acceleration / deceleration command value given to the actuator 120 in order to realize acceleration / deceleration control based on the sensor information from the vehicle-mounted sensor 110 acquired by the sensor information acquisition unit 101. .. The acceleration / deceleration command value is, for example, for driving support for driving support for the target value of braking force in the braking device 124 (control value for suppression, etc.) or for driving support for the target value of driving force in the driving device 125. Control value (control value for suppression, etc.). In the present embodiment, for the sake of brevity, the actuator 120 is given an acceleration / deceleration command value which is a control value for driving support, but the present invention is not limited to this, and for example, the driving force. A target value or a target value of braking force adjusted by an acceleration / deceleration command value may be given.

The characteristic parameter acquisition unit 104 acquires characteristic parameters indicating the characteristics of the driver's driving operation based on the output value of the driving operation sensor that detects the driving operation of the driver with respect to the vehicle and the running state of the vehicle. The characteristic parameter acquisition unit 104 considers in order to suppress a sense of inconsistency between the behavior of the vehicle automatically realized by stabilization control and acceleration / deceleration control and the behavior of the vehicle manually realized by the driving operation of the driver. As a parameter to be input, a characteristic parameter indicating the characteristics (characteristics) of the driving operation of the driver of the vehicle is acquired.

Here, in general, as a technique for estimating the characteristics (characteristics) of the driving operation of the driver, the evaluation function J represented by the following equation (2) based on the forward gaze model represented by the following equation (1). A technique is known for acquiring a combination of three parameters τ _L ′, τ _h ′, and h ′ that minimize ′ as characteristic parameters.

Here, in the above two equations, δ is an actual value of the amount of steering operation for changing the steering angle of the vehicle among the driving operations of the driver. _yOL is a target value of lateral displacement of the vehicle along the target path of the vehicle. y is the actual value of the lateral displacement of the vehicle. τ _L' is a wasted time indicating a delay in the driver's reaction in the driving operation. τ _h ′ is a predictive time indicating how far ahead the driver is foreseeing the driving operation. h'is a constant of proportionality. λ'is the product of the prediction time and the constant of proportionality. δ ^* and y ^* are the actual values of the amount of steering operation as a function of time and the actual lateral displacement of the vehicle, respectively.

As can be seen from the above two equations, the forward gaze model is based on the premise that the deviation between the target value and the actual value of the lateral displacement of the vehicle can be acquired, so the target route can be calculated and the traveling locus can be acquired. It cannot be realized with a vehicle that does not have a configuration for such a displacement.

Therefore, as a result of diligent studies based on experiments and the like, the inventors of the present application can obtain the above-mentioned forward-looking model by replacing the lateral displacement of the vehicle with the yaw rate of the vehicle in the above-mentioned forward-looking model. It was found that it is possible to obtain an appropriate characteristic parameter equivalent to the characteristic parameter.

That is, in the embodiment, the characteristic parameter acquisition unit 104 minimizes the value of the evaluation function J represented by the following formula (4) based on the model represented by the following formula (3) as an analogy of the forward gaze model. The combination of the three parameters τ _L , τ _h , and h to be converted is acquired as a characteristic parameter. That is, as an example, the characteristic parameter acquisition unit 104 acquires the characteristic parameter based on at least the deviation between the target value of the yaw rate to be generated in the vehicle and the actual value of the yaw rate. It should be noted that the acquisition of the characteristic parameters is repeatedly (periodically) executed in a predetermined control cycle while the stabilization control and the acceleration / deceleration control are being executed.

Here, in the above two equations, δ is the actual value of the amount of steering operation of the driver. γ is the actual value of yaw rate. γ _OL is a target value of yaw rate. τ _L is a wasted time indicating a delay in the driver's reaction in the driving operation. τ _h is a predictive time indicating how far ahead the driver is foreseeing the driving operation. h is a constant of proportionality. λ is the product of the prediction time and the constant of proportionality. δ ^* and γ ^* are the actual values of the amount of steering operation and yaw rate as a function of time, respectively.

Since the above equation (3) corresponds to the transfer function of the first-order lag system, it is considered to be particularly significant in the interval where γ changes so as to approach (converge) γ _{OL due} to its characteristics. Be done. Therefore, in the embodiment, the characteristic parameter acquisition unit 104 uses the three parameters τ _L , τ _h , and τ _h , which minimize the value of the evaluation function J, in the interval in which the actual value of the yaw rate changes so as to approach the target value. It is preferable to acquire the combination of h as a characteristic parameter. As will be described later, in the embodiment, basically, the characteristic parameter is used for control only when the fluctuation of the characteristic parameter acquired repeatedly converges within a predetermined range and the characteristic parameter is (substantially) determined. Will be done.

By the way, the characteristic parameter corresponds to the magnitude of the operation amount (for example, steering wheel operation amount, accelerator operation amount, brake operation amount) given by the driver of the vehicle by a predetermined calculation using a map determined based on an experiment. It is possible to convert to a parameter that represents the value equivalent to the amount of operation to be performed. In general, a driver with a large amount of operation has a low level of driving skill, and even if the behavior of the vehicle automatically realized by stabilization control and acceleration / deceleration control becomes large, it is difficult to feel a sense of discomfort, and there is a need for driving assistance. It is considered expensive. In addition, a driver with a small amount of operation has a high level of driving skill, and when the behavior of the vehicle automatically realized by stabilization control and acceleration / deceleration control becomes large, the driver has the behavior of the vehicle manually realized by the driving operation. It is thought that it is easy to feel a sense of discomfort due to the deviation from the image, and the need for driving assistance is low.

Therefore, in the embodiment, the adjustment output unit 105 acquires the operation amount equivalent value corresponding to the magnitude of the operation amount given by the driver based on the characteristic parameter, and the stabilization command value based on the operation amount equivalent value. And the acceleration / deceleration command value are adjusted, and the adjusted stabilization command value and the acceleration / deceleration command value are output to the actuator 120. Specifically, for example, the adjustment output unit 105 adjusts at least one of the stabilization command value and the acceleration / deceleration command value so that the degree of driving support increases as the operation amount equivalent value increases. Then, the adjustment output unit 105 outputs each adjusted command value (stabilization command value, acceleration / deceleration command value) to the actuator 120.

More specifically, the adjustment output unit 105 has an adjustment coefficient map 105a as shown in FIG. 2 below, which shows the correspondence between the above-mentioned operation amount equivalent value and the adjustment coefficient to be multiplied by each command value. ..

FIG. 2 is an exemplary and schematic diagram showing an example of the adjustment coefficient map 105a according to the embodiment. In FIG. 2, the horizontal axis shows the above-mentioned operation amount equivalent value, and the vertical axis shows the adjustment coefficient to be multiplied by each command value.

As shown in FIG. 2, the adjustment coefficient map 105a is set so that the larger the operation amount equivalent value is, the larger the coefficient is, and the smaller the operation amount equivalent value is, the smaller the coefficient is (see solid line L1). As a result, each command value is adjusted according to the operation amount equivalent value so as to reduce the discomfort given to the driver when the stabilization control and the acceleration / deceleration control are executed, and each command value after the adjustment is sent to the actuator 120. It is possible to give. In the adjustment coefficient map 105a of FIG. 2, it is assumed that the adjustment coefficient is constant when the operation amount equivalent value is P1 or less, and the adjustment coefficient is constant even when the operation amount equivalent value is P2 or more. , Not limited to this.

To further explain the processing of the adjustment output unit 105 and the like, in the embodiment, the adjustment output unit 105 first determines the operation amount equivalent value by a predetermined calculation according to the characteristic parameter acquired by the characteristic parameter acquisition unit 104. To do. Then, the adjustment output unit 105 refers to the adjustment coefficient map 105a with the operation amount equivalent value as an argument, and is determined by the stabilization command value determination unit 102 and the acceleration / deceleration command value determination unit 103. Determine the adjustment coefficient to be multiplied by the acceleration / deceleration command value. Then, the adjustment output unit 105 adjusts each command value by multiplying each command value by an adjustment coefficient, and outputs each adjusted command value to the actuator 120.

As can be seen from the above equations (3) and (4), the characteristic parameter has a property of fluctuating so as to converge with the passage of time. In addition, the characteristic parameter is a parameter that represents the characteristics of the driver's driving operation, and is basically a value unique to each driver, so it basically does not fluctuate significantly unless a driver change occurs. ..

Therefore, returning to FIG. 1, in the embodiment, the adjustment output unit 105 has an adjustment coefficient storage unit 105b as a memory for storing the adjustment coefficient of each command value. The adjustment coefficient storage unit 105b stores a predetermined value (initial value) in, for example, an initial state before the stabilization control and the acceleration / deceleration control are started.

In the embodiment, when the fluctuation of the characteristic parameter is substantially converged and the characteristic parameter is determined after the stabilization control and the acceleration / deceleration control are started, the adjustment output unit 105 determines the adjustment coefficient based on the adjustment coefficient map 105a. The above initial value stored in the adjustment coefficient storage unit 105b is updated by the acquired adjustment coefficient, and each command value is adjusted based on the updated adjustment coefficient. Then, after the adjustment coefficient is updated once, the adjustment output unit 105 uses the previously acquired adjustment coefficient, that is, the adjustment coefficient stored in the adjustment coefficient storage unit 105b, as it is, without referring to the adjustment coefficient map 105a again. And adjust each command value. As a result, even after the characteristic parameters are fixed and it is no longer necessary to acquire a new adjustment coefficient, it is possible to suppress the repeated execution of the process using the adjustment coefficient map 105a and reduce the processing load. Is.

On the other hand, in the embodiment, the adjustment output unit 105 determines the adjustment coefficient map 105a when the fluctuation of the characteristic parameter does not converge and the characteristic parameter is not determined even after the stabilization control and the acceleration / deceleration control are started. Each command value is adjusted based on the above initial value stored in the adjustment coefficient storage unit 105b without referring to. This makes it possible to prevent inaccurate adjustments from being performed based on undetermined characteristic parameters.

Based on the above configuration, the travel control device 100 according to the embodiment executes the process according to the flowchart as shown in FIG. 3 below.

FIG. 3 is an exemplary and schematic flowchart showing a series of processes executed by the travel control device 100 according to the embodiment for vehicle stabilization control and acceleration / deceleration control. The series of processes shown in FIG. 3 is repeatedly (periodically) executed in a predetermined control cycle.

As shown in FIG. 3, in the embodiment, first, in step S1, the sensor information acquisition unit 101 of the travel control device 100 acquires the sensor information as the output value of the vehicle-mounted sensor 110.

Next, in step S2, the stabilization command value determination unit 102 determines the stabilization command value to be given to the actuator 120 in order to realize stabilization control, based on the sensor information acquired in step S1.

Next, in step S3, the acceleration / deceleration command value determination unit 103 determines the acceleration / deceleration command value to be given to the actuator 120 in order to realize the acceleration / deceleration control based on the sensor information acquired in step S1.

Next, in step S4, the characteristic parameter acquisition unit 104 is based on the actual values of various information about the vehicle acquired in step S1 and the target values of various information about the vehicle obtained in steps S2 and S3. , The characteristic parameters indicating the characteristics of the driving operation of the driver are acquired by using the above-mentioned equations (3) and (4).

Next, in step S5, the adjustment output unit 105 determines whether or not the fluctuation of the characteristic parameter acquired in step S4 has substantially converged and the characteristic parameter has been determined. In the case of Yes, the process proceeds to step S7. If No, the process proceeds to step S6.

In step S7, the adjustment output unit 105 determines whether or not the adjustment coefficient stored in the adjustment coefficient storage unit 105b has already been updated by the adjustment coefficient acquired based on the adjustment coefficient map 105a, and in the case of Yes. The process proceeds to step S9, and if No, the process proceeds to step S8.

In step S8, the adjustment output unit 105 acquires the operation amount equivalent value based on the characteristic parameter acquired in step S4, and acquires the adjustment coefficient by referring to the adjustment coefficient map 105a with the operation amount equivalent value as an argument. Then, the adjustment coefficient stored in the adjustment coefficient storage unit 105b is updated by the acquired adjustment coefficient.

Next, in step S9, the adjustment output unit 105 adjusts each command value (stabilization command value, acceleration / deceleration command value) by multiplying the adjustment coefficient updated in step S8, and sets each adjusted command value. Output to the actuator 120. Then, the process ends.

Further, in the case of Yes in step S7, step S8 is skipped, and in step S9, the adjustment output unit 105 is stored in the adjustment coefficient storage unit 105b, that is, by multiplying the adjustment coefficient used in the previous adjustment. The command value is adjusted, and each adjusted command value is output to the actuator 120. Then, the process ends.

On the other hand, in step S6, the adjustment output unit 105 uses the adjustment coefficient stored in the adjustment coefficient storage unit 105b as a predetermined coefficient (initial value) corresponding to, for example, an initial state before the stabilization control and acceleration / deceleration control are started. Initialize to.

After step S6, in step S9, the adjustment output unit 105 adjusts each command value using the initial value stored in the adjustment coefficient storage unit 105b, and outputs each adjusted command value to the actuator 120. Then, the process ends.

Based on the above configuration and processing, according to the stabilization control and acceleration / deceleration control according to the embodiment, the behavior of the vehicle as described below can be obtained. FIG. 4 is an exemplary and schematic diagram showing an example of vehicle behavior realized as a result of stabilization control and acceleration / deceleration control by the travel control device according to the embodiment.

For example, as shown in FIG. 4A1, it is assumed that the driver has a characteristic of driving operation that the pitch angle often changes greatly by depressing the accelerator strongly when the vehicle starts and accelerating suddenly. In that case, the operation amount equivalent value converted from the characteristic parameter becomes a large value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes large. Therefore, when such a driver strongly depresses the accelerator when the vehicle starts, the acceleration / deceleration command value for suppressing the driving force in the acceleration / deceleration control does not become so small after the multiplication of the adjustment coefficient, that is, the degree of driving support is reduced. As it grows larger, a gradual acceleration as shown in FIG. 4 (a2) is realized. The fact that a driver who is considered to have a low level of driving skill stepped on the accelerator strongly when starting the vehicle is likely to be due to the low level of driving skill and does not want to accelerate suddenly. It is desirable to increase the degree of to achieve gradual acceleration.

On the other hand, for example, when the driver has a driving operation characteristic that the pitch angle often changes small by depressing the accelerator weakly when the vehicle starts, the operation amount equivalent value converted from the characteristic parameter is It will be a small value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes small. Therefore, when such a driver strongly depresses the accelerator when the vehicle starts, the acceleration / deceleration command value for suppressing the driving force in the acceleration / deceleration control becomes smaller after the multiplication of the adjustment coefficient, that is, the degree of driving support becomes smaller. Therefore, rapid acceleration is realized instead of slow acceleration. However, if a driver who is considered to have a high level of driving skill steps on the accelerator strongly when starting the vehicle, it is highly likely that he wants sudden acceleration, so the degree of driving assistance is reduced to accelerate suddenly. It is desirable to realize it. In the example of FIGS. 4A1 and 4A2, the acceleration / deceleration command value for suppressing the driving force has been described, but the present invention is not limited to this, and for example, a stabilization command for adjusting the damping force of the suspension is used. The same applies to the value.

Further, for example, as shown in FIG. 4 (b1), it is assumed that the driver has a characteristic of driving operation that the pitch angle often changes greatly by depressing the brake strongly when the vehicle is stopped and suddenly decelerating. .. In that case, the operation amount equivalent value converted from the characteristic parameter becomes a large value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes large. Therefore, when such a driver presses the brake strongly when the vehicle is stopped, the acceleration / deceleration command value for suppressing the braking force in the acceleration / deceleration control is not so small after the multiplication of the adjustment coefficient, that is, the degree of driving support is reduced. As it becomes larger, a gradual deceleration as shown in FIG. 4 (b2) is realized. The fact that a driver who is considered to have a low level of driving skill stepped on the brakes strongly when the vehicle was stopped is likely to be due to the low level of driving skill and does not want to suddenly decelerate. It is desirable to increase the degree of deceleration to achieve gradual deceleration.

On the other hand, for example, when the driver has a characteristic of driving operation that the pitch angle often changes small by depressing the brake weakly when the vehicle is stopped, the operation amount equivalent value converted from the characteristic parameter is It will be a small value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes small. Therefore, when such a driver presses the brake strongly when the vehicle is stopped, the acceleration / deceleration command value for suppressing the braking force in the acceleration / deceleration control becomes smaller after the multiplication of the adjustment coefficient, that is, the degree of driving support becomes smaller. Therefore, sudden deceleration is realized instead of gradual deceleration. However, if a driver who is considered to have such a high level of driving skill presses the brake strongly when the vehicle is stopped, there is a high possibility that he wants a sudden deceleration, so the degree of driving assistance is reduced to make a sudden deceleration. It is desirable to realize it. In the example of FIGS. 4 (b1) and 4 (b2), the acceleration / deceleration command value for suppressing the braking force has been described, but the present invention is not limited to this, and for example, the stabilization command for adjusting the damping force of the suspension is used. The same applies to the value.

Further, for example, as shown in FIG. 4 (c1), it is assumed that the driver has a characteristic of driving operation that the driver often operates the steering wheel suddenly when turning the vehicle to make a sharp turn and the yaw rate becomes large. .. In that case, the operation amount equivalent value converted from the characteristic parameter becomes a large value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes large. Therefore, when such a driver makes a sudden steering operation while turning the vehicle, the stabilization command value for stabilizing the yaw rate in the stabilization control is not so small after the multiplication of the adjustment coefficient, that is, the degree of driving assistance. Becomes larger, and a gentle turn as shown in FIG. 4 (c2) is realized. The fact that a driver who is considered to have a low driving skill level suddenly operates the steering wheel when turning the vehicle is likely to be due to the low driving skill level and does not want to make a sharp turn. It is desirable to increase the degree of support and realize a gentle turn.

On the other hand, for example, when the driver has a characteristic of driving operation that the steering wheel is operated gently when the vehicle turns and the yaw rate is often small, the operation amount equivalent value converted from the characteristic parameter is a small value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes small. Therefore, when such a driver makes a sudden steering operation while turning the vehicle, the stabilization command value for stabilizing the yaw rate in the stabilization control becomes smaller after the multiplication of the adjustment coefficient, that is, the degree of driving assistance becomes smaller. Therefore, a sharp turn is realized instead of a gentle turn. However, if a driver who is considered to have a high level of driving skill operates a sudden steering wheel when turning the vehicle, it is highly likely that he wants to make a sharp turn, and the degree of driving assistance is reduced to make a sharp turn. It is desirable to realize.

Further, for example, as shown in FIG. 4 (d1), it is assumed that the driver has a characteristic of driving operation that the roll angle is often increased by a large operation of the steering wheel and the accelerator when the vehicle is turning. In that case, the operation amount equivalent value converted from the characteristic parameter becomes a large value. Then, as can be seen from FIG. 2, the adjustment coefficient becomes large. Therefore, when such a driver makes a large operation of the steering wheel or the accelerator while turning the vehicle, the stabilization command value for suppressing the roll angle change in the stabilization control does not become so small after the multiplication of the adjustment coefficient, that is, driving. The degree of support is increased, and turning with a small roll angle as shown in FIG. 4 (d2) is realized. The fact that the driver, who is considered to have a low level of driving skill, made a large operation of the steering wheel and accelerator when turning the vehicle is due to the low level of driving skill and does not want to turn at a large roll angle. There is a high possibility, and it is desirable to increase the degree of driving assistance and realize turning with a small roll angle.

On the other hand, for example, when the driver has a characteristic of driving operation that the roll angle is often small by operating the steering wheel or the accelerator when turning the vehicle, the operation amount equivalent value converted from the characteristic parameter is a small value. .. Then, as can be seen from FIG. 2, the adjustment coefficient becomes small. Therefore, when such a driver makes a large operation of the steering wheel or the accelerator while turning the vehicle, the stabilization command value for suppressing the roll angle change in the stabilization control becomes smaller after the multiplication of the adjustment coefficient, that is, the driving assistance. The degree is reduced, and turning at a large roll angle is realized instead of turning at a small roll angle. However, the fact that a driver who is considered to have such a high level of driving skill made a large operation of the steering wheel and accelerator when turning the vehicle is likely to want to turn with a large roll angle, and the degree of driving support is high. It is desirable to reduce the size to realize turning with a large roll angle.

As described above, according to the traveling control device 100 of the embodiment, the stabilization command value for executing the stabilization control and the acceleration / deceleration command value for executing the acceleration / deceleration control are set according to the characteristics of the driving operation of the driver. By controlling the actuator 120 using each of the adjusted command values after adjusting with the adjustment coefficient, the degree of driving support by stabilization control and acceleration / deceleration control can be adjusted according to the characteristics of the driver's driving operation. Can be changed.

Further, by using the adjustment coefficient map 105a as shown in FIG. 2, for example, even in the same vehicle state, the degree of driving support by stabilization control or acceleration / deceleration control can be obtained for a driver having a high driving skill level. It can be lowered, and the degree of driving support by stabilization control and acceleration / deceleration control can be increased for drivers with low driving skill level. That is, good control can be realized in terms of both ride comfort and operability. In addition, the ratio of pursuing ride comfort and operability can be variably controlled.

Further, for example, by acquiring the characteristic parameter based on the deviation between the target value of the yaw rate to be generated in the vehicle and the actual value of the yaw rate, the target route is calculated or the traveling locus is acquired in order to acquire the characteristic parameter. The configuration for the traveling control device 100 is not required, and the configuration of the travel control device 100 can be simplified.

In the prior art, there is a technique in which the vehicle is controlled by reflecting the driver's driving intention while correcting the control command by a feedforward method based on the driver's brake operation. However, in this conventional technique, the driving intention of the driver can be reflected only in the front-rear direction of the vehicle. In addition, the characteristics of the driver's driving operation cannot be reflected.

On the other hand, according to the travel control device 100 of the present embodiment, not only in the front-rear direction of the vehicle, but also in the lateral direction, the vertical direction, and the rotation direction, while reflecting the driving intention of the driver, the driving operation of the driver is further performed. The characteristics can also be reflected.

In the embodiment, a configuration in which characteristic parameters are acquired based on the above equations (3) and (4) is exemplified, but characteristic parameters are acquired based on the above equations (1) and (2). May be done. However, when using the above equations (1) and (2), it is necessary to provide the vehicle with a configuration for calculating the target route and acquiring the traveling locus (more specifically, the history of lateral displacement). is there.

Although the embodiments of the present disclosure have been described above, the above-described embodiments are merely examples and are not intended to limit the scope of the invention. The novel embodiment described above can be implemented in various forms, and various omissions, replacements, or changes can be made without departing from the gist of the invention. In addition, the above-described embodiments and modifications thereof are included in the scope and gist of the invention, and are also included in the scope of the invention described in the claims and the equivalent scope thereof.

100 Travel control device 101 Sensor information acquisition unit 102 Stabilization command value determination unit 103 Acceleration / deceleration command value determination unit 104 Characteristic parameter acquisition unit 105 Adjustment output unit 110 In-vehicle sensor 111 Speed sensor 112 Yaw rate sensor 113 Acceleration sensor 114 Steering sensor 115 Accelerator open Degree sensor 116 Steering torque sensor 117 Engine rotation speed sensor 118 Hydraulic sensor 120 Actuator 121 Steering device 122 Front wheel steering device 123 Rear wheel steering device 124 Braking device 125 Drive device 126 Suspension device 127 Stabilizer

Claims (3)

A stabilization command value determination unit that determines a stabilization command value for executing stabilization control that stabilizes the behavior of the vehicle based on the running state of the vehicle.
An acceleration / deceleration command value determining unit that determines an acceleration / deceleration command value for executing acceleration / deceleration control that controls acceleration / deceleration of the vehicle,
A characteristic parameter acquisition unit that acquires characteristic parameters indicating the characteristics of the driver's driving operation based on the output value of the driving operation sensor that detects the driving operation of the driver with respect to the vehicle and the driving state of the vehicle.
Based on the characteristic parameter, an operation amount equivalent value corresponding to the magnitude of the operation amount given by the driver is acquired, and the stabilization command value and the acceleration / deceleration command value are adjusted based on the operation amount equivalent value. , The adjustment output unit that outputs the adjusted stabilization command value and the acceleration / deceleration command value to the actuator,
Travel control device equipped with. The adjustment output unit
The travel control device according to claim 1, wherein the larger the operation amount equivalent value is, the larger the degree of driving support is adjusted to at least one of the stabilization command value and the acceleration / deceleration command value. The travel control device according to claim 1 or 2, wherein the characteristic parameter acquisition unit acquires the characteristic parameter at least based on a deviation between a target value of yaw rate to be generated in the vehicle and an actual value of yaw rate. ..

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