JP2021059233A - Driving assistance device - Google Patents

Abstract

To provide a driving assistance device which enables improvement of drivability.SOLUTION: An driving assistance device 1 includes: a driving assistance control section 21 which performs driving assistance control for limiting output torque of a driving source 10 which drives an own vehicle 50 against driver's request torque determined with an accelerator opening of the own vehicle 50 set to a control input; and a driving assistance release control section 22 which performs driving assistance release control for releasing driving assistance control when a change rate of the accelerator opening of the own vehicle 50 exceeds a threshold value.SELECTED DRAWING: Figure 1

Description

The present invention relates to a driving support device.

Conventionally, there is known a driving support device that performs driving support control that suppresses fuel consumption by limiting the torque of the engine with respect to the torque required by the driver (see, for example, Patent Document 1). However, when such driving support control is performed when overtaking a preceding vehicle or merging with an expressway, drivability is lowered. Therefore, there is also known a driving support device that performs driving support release control that releases driving support control when the accelerator opening exceeds a threshold value (see, for example, Patent Document 2).

Japanese Unexamined Patent Publication No. 2006-280049 JP-A-2018-096343

In order to perform the above-mentioned driving support release control, the driver needs to sufficiently depress the accelerator until the accelerator opening exceeds the threshold value. However, the driver may overtake the preceding vehicle, join the highway, or the like without fully depressing the accelerator. In such a case, the driver's intention is not reflected until the accelerator opening exceeds the threshold value required for the driving support release control, so that the drivability is lowered.

Therefore, an object of the present invention is to provide a driving support device capable of improving drivability.

The driving support device according to the present invention is a driving support control unit that performs driving support control that limits the output torque of the drive source that drives the own vehicle with respect to the required torque of the driver with the accelerator opening of the own vehicle as the operation amount. It also includes a driving support release control unit that performs driving support release control that releases driving support control when the rate of change in the accelerator opening of the own vehicle exceeds a threshold value.

When the driver wants to accelerate his / her vehicle, he / she depresses the accelerator at a predetermined speed without depressing the accelerator to a sufficient amount. Therefore, in this driving support device, when the rate of change of the accelerator opening of the own vehicle exceeds the threshold value, the driving support release control for canceling the driving support control is performed. As a result, the driver's intention to accelerate the own vehicle can be reflected, and the drivability can be improved.

After performing the driving support release control, the driving support release control unit may release the driving support release control between the time when the accelerator is released and the time when the accelerator is depressed again. The driver depresses the accelerator to accelerate the vehicle, but then releases the accelerator when it determines that it is not necessary to accelerate the vehicle. Therefore, in this driving support device, after the driving support release control is performed, the driving support release control is released between the time when the accelerator is released and the time when the accelerator is depressed again. As a result, the driving support control can be appropriately executed.

Further, when the driving support release control is performed, the driving support release control unit may release the driving support release control when the accelerator is released. In this driving support device, after the driving support release control is performed, the driving support release control is released when the accelerator is released. As a result, the driving support control can be appropriately executed.

Further, the drive source may be at least one of an engine and an electric motor. In this driving support device, since the drive source is at least one of the engine and the electric motor, a vehicle using the engine as the drive source, a hybrid vehicle using both the engine and the electric motor as the drive source, and an electric vehicle using the electric motor as the drive source. It can be applied to.

Further, the driving support control unit may perform driving support control so that the actual inter-vehicle distance of the own vehicle with respect to the preceding vehicle is larger than the target inter-vehicle distance of the own vehicle with respect to the preceding vehicle. In this driving support device, since the driving support control is performed so that the actual inter-vehicle distance becomes larger than the target inter-vehicle distance, the inter-vehicle distance with the preceding vehicle can be appropriately maintained within a predetermined range.

According to the present invention, drivability can be improved.

It is a block diagram which shows the structure of the driving support device which concerns on embodiment. It is a figure which shows the relationship between own vehicle and preceding vehicle. It is a block diagram which shows the functional structure of an HV ECU. It is a figure which shows the example of the map which shows the relationship between the own vehicle speed and the target inter-vehicle time. It is a flowchart which shows the processing operation of the driving support apparatus which concerns on embodiment.

Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be designated by the same reference numerals, and duplicate description will be omitted.

As shown in FIGS. 1 and 2, the driving support device 1 according to the present embodiment is mounted on the own vehicle 50. The own vehicle 50 is not particularly limited, and may be, for example, a large vehicle, a medium-sized vehicle, an ordinary passenger car, a small vehicle, a light vehicle, or the like. Further, the own vehicle 50 may be any of a hybrid vehicle, an engine vehicle, an electric vehicle, a fuel cell vehicle, and the like. Hereinafter, the own vehicle 50 will be described as being a hybrid vehicle. The own vehicle 50 includes an engine (internal combustion engine) 11 such as a diesel engine or a gasoline engine, and an electric motor 12 such as a motor generator (motor generator) as a drive source 10 for running the own vehicle 50.

The driving support device 1 performs driving support control that supports the driving of the own vehicle 50 so as to follow the preceding vehicle 60 that is actually traveling in front of the own vehicle 50. In this driving support control, for example, the driving of the own vehicle 50 is supported so as to realize a driving energy reduction operation that reduces the energy [Wh / km] required for traveling per unit distance. Driving energy reduction driving is also called fuel-saving driving.

The driving support device 1 includes an HV (HybridVehicle) ECU (Electronic Control Unit) 2, an engine ECU 3, an inverter ECU 4, a DSS (Driver Support System) ECU 5, a vehicle control ECU 6, an ABS (AntilockBrake System) ECU 7, and a meter. It includes an ECU 8.

These ECUs are electronic control units having a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. In these ECUs, various controls are executed by loading the program stored in the ROM into the RAM and executing it in the CPU. Each of these ECUs may be composed of a plurality of electronic control units. Further, a plurality of ECUs may be composed of one electronic control unit. When these ECUs are composed of different electronic control units, these ECUs are connected to each other via, for example, a CAN (Controller Area Network) communication circuit.

The HV ECU 2 is a control unit that controls the drive of the engine 11 and the electric motor 12, which are the drive sources 10, by inputting information from each ECU. The HV ECU 2 controls the output torque of the drive source 10 based on the required torque of the driver with the accelerator opening of the own vehicle 50 as the operation amount. That is, the HV ECU 2 calculates the engine instruction torque based on the driver's required torque with the accelerator opening of the own vehicle 50 as the operation amount, and causes the engine ECU 3 to drive the engine 11 with the calculated engine instruction torque. Send an instruction signal. Further, the HV ECU 2 calculates the motor instruction torque based on the driver's required torque with the accelerator opening of the own vehicle 50 as the operation amount, and causes the inverter ECU 4 to drive the electric motor 12 with the calculated motor instruction torque. Send an instruction signal. The details of the HV ECU 2 will be described later.

The engine ECU 3 is a control unit that drives and controls the engine 11 based on the instruction signal of the HV ECU 2. Further, the engine ECU 3 acquires the accelerator opening degree of the accelerator pedal (not shown) by the driver, and transmits the acquired accelerator opening degree to the HV ECU 2. The accelerator opening degree can be obtained from, for example, an accelerator sensor attached to the accelerator pedal.

The inverter ECU 4 is a control unit that drives and controls the electric motor 12 based on the instruction signal of the HV ECU 2. The drive control of the electric motor 12 includes both power running control and regenerative control of the electric motor 12.

The DSS ECU 5 is a control unit that acquires peripheral information such as the position of a peripheral object. Based on the measurement results of sensors such as millimeter-wave radar, the DSS ECU 5 determines the vehicle speed of the preceding vehicle 60 (hereinafter referred to as "preceding vehicle speed") and the inter-vehicle distance between the own vehicle 50 and the preceding vehicle 60 (hereinafter referred to as "inter-vehicle distance"). .) Etc. are calculated. Then, the DSS ECU 5 transmits the calculated preceding vehicle speed and the inter-vehicle distance to the HV ECU 2.

The vehicle control ECU 6 is a control unit that acquires the state of the own vehicle 50. The vehicle control ECU 6 acquires brake pedal switch information, vehicle mode switch information, exhaust brake switch information, and the like as the state of the own vehicle 50. The brake pedal switch information is information indicating whether or not the driver operates the brake pedal (not shown) (brake operation), and can be obtained from, for example, a brake pedal switch attached to the brake pedal. The vehicle mode switch information is information indicating the presence or absence of the driving support control mode, and can be acquired from, for example, a vehicle mode switch that executes the driving support control mode. The exhaust brake switch information is information indicating the presence or absence of the exhaust brake, and can be obtained from, for example, the exhaust brake switch that operates the exhaust brake. Then, the vehicle control ECU 6 transmits the acquired state of the own vehicle 50 to the HV ECU 2.

The ABS ECU 7 is a control unit that controls the brake. The ABS ECU 7 acquires wheel speed information (hereinafter referred to as “own vehicle speed”) of the own vehicle 50, brake master cylinder pressure, and the like. The own vehicle speed can be obtained from, for example, a wheel speed sensor attached to the axle. The brake master cylinder pressure can be obtained, for example, from a pressure sensor attached to the brake master cylinder. Then, the ABS ECU 7 transmits the acquired vehicle speed and brake master cylinder pressure to the HV ECU 2.

The meter ECU 8 is a control unit that controls the meter of the own vehicle 50. The meter ECU 8 acquires turn signal information and the like. The turn signal information can be obtained, for example, from a switch attached to the turn signal lever. Then, the meter ECU 8 transmits the acquired turn signal information to the HV ECU 2.

The HV ECU 2 further performs driving support control and driving support release control based on the information acquired from these ECUs. Therefore, as shown in FIG. 3, the HV ECU 2 functionally includes a driving support control unit 21 that performs driving support control and a driving support release control unit 22 that performs driving support release control.

As driving support control, the driving support control unit 21 outputs the drive source 10 with respect to the required torque of the driver with the accelerator opening of the own vehicle 50 as the operation amount so that the inter-vehicle distance is maintained within a predetermined range. Limit torque.

More specifically, the driving support control unit 21 performs driving support control when, for example, the following driving support start conditions are satisfied. The driving support start conditions are (1) the vehicle mode switch information has the driving support control mode, (2) the turn signal information has no turn signal, and (3) the accelerator opening is below the threshold value. That is, (4) the preceding vehicle speed and the inter-vehicle distance can be measured, and (5) the own vehicle speed is equal to or higher than the threshold value.

The driving support control unit 21 acquires the actual inter-vehicle distance and the target inter-vehicle distance. The actual inter-vehicle distance is the actual inter-vehicle distance between the own vehicle 50 and the preceding vehicle 60, and is, for example, the inter-vehicle distance acquired from the DSS ECU 5. The target inter-vehicle distance is a target inter-vehicle distance between the own vehicle 50 and the preceding vehicle 60, and can be set based on, for example, the inter-vehicle distance between the own vehicle 50 and the preceding vehicle 60 and the relative speed. The inter-vehicle distance and relative speed can be calculated from, for example, the preceding vehicle speed acquired from the DSS ECU 5, the inter-vehicle distance acquired from the DSS ECU 5, and the own vehicle speed acquired from the ABS ECU 7. For example, as shown in FIG. 4, the driving support control unit 21 has a map in which the vehicle speed and the target vehicle-to-vehicle time correspond to each other, and calculates the target vehicle-to-vehicle time corresponding to the vehicle speed with reference to this map. Then, the distance corresponding to the calculated target vehicle-to-vehicle time is set as the target vehicle-to-vehicle distance. The target inter-vehicle time is a target time until the own vehicle 50 reaches the current position of the preceding vehicle 60.

When the accelerator opening is larger than 0% (accelerator opening> 0%), the driving support control unit 21 has the actual inter-vehicle distance larger than the target inter-vehicle distance based on the preceding vehicle speed, the inter-vehicle distance, and the own vehicle speed. The output torque of the drive source 10 is limited so as to be (distance between actual vehicles> distance between target vehicles). The drive source 10 that limits the output torque is at least one of the engine 11 and the electric motor 12.

On the other hand, when the accelerator opening is 0% (accelerator opening = 0%), the driving support control unit 21 has the actual inter-vehicle distance larger than the target inter-vehicle distance based on the preceding vehicle speed, the inter-vehicle distance, and the own vehicle speed. (Actual inter-vehicle distance> target inter-vehicle distance), the motor 12 is instructed to have a negative torque appropriate for regeneration. At this time, the regenerative torque determined based on the brake pedal switch information, the brake master cylinder pressure, and the exhaust brake switch information is added to the negative torque instructed to the electric motor 12.

As the driving support release control, the driving support release control unit 22 releases the driving support control when the rate of change of the accelerator opening degree of the own vehicle 50 exceeds the threshold value.

More specifically, the driving support release control unit 22 performs the driving support release control when the following driving support release conditions are satisfied. The driving support release conditions are (1) the rate of change [% / s] of the accelerator opening exceeds the first threshold T1, and (2) the accelerator opening [%] exceeds the second threshold T2. is there. The driving support release condition (1) is a condition for determining whether or not the driver has a desire to accelerate the own vehicle 50. The rate of change in accelerator opening [% / s] is the amount of change in accelerator opening per second expressed as a percentage. For example, if the accelerator opening does not change in 1 second, it becomes 0 [% / s], and if the accelerator changes from fully closed to fully open in 1 second, it becomes 100 [% / s]. The first threshold value T1 is not particularly limited, but can be, for example, 200 [% / s]. The driving support release condition (2) is a condition for eliminating noise of the accelerator opening. The second threshold value T2 is not particularly limited, but can be, for example, 50 [%]. Since the driving support cancellation condition (2) is not essential, the driving support cancellation condition may be only the driving support cancellation condition (1).

Then, the driving support release control unit 22 releases the driving support release control between the time when the accelerator is released and the time when the accelerator is depressed again after the driving support release control is performed. In this case, the driving support release control unit 22 may release the driving support release control when the accelerator is released after the driving support release control is performed. For example, the driving support release control may be released at the timing when the accelerator is released, or the driving support release control may be released after a predetermined time has elapsed after the accelerator is released. The release of the accelerator means that the accelerator opening has reached 0%. Further, it may be determined that the accelerator is released at the timing when the accelerator opening becomes 0%, but from the viewpoint of eliminating the noise of the accelerator operation, the accelerator is opened after the state where the accelerator opening is 0% continues for a predetermined time. It is preferable to judge that has been released.

The driving support release control unit 22 has, for example, a driving support control hold flag, and when the driving support release condition is satisfied while the driving support control is being performed, the driving support release flag is turned ON to control the driving support release. After that, when the accelerator is released, the driving support release flag is turned off between the time when the accelerator is released and the time when the accelerator is depressed again, so that the driving support control can be performed.

Next, the processing operation of the HV ECU 2 will be described with reference to FIG.

First, until the driving support start condition is satisfied (step S1: NO), the HV ECU 2 does not perform driving support control, but based on the required torque of the driver with the accelerator opening of the own vehicle 50 as the operating amount. The output torque of the drive source 10 is controlled.

When the driving support start condition is satisfied (step S1: YES), the HV ECU 2 performs driving support control (step S2). Then, the HV ECU 2 continues the driving support control until the driving support release condition is satisfied (step S3: NO).

If the driving support release condition is satisfied while the driving support control is being performed (step S3: YES), the HV ECU 2 turns on the driving support release flag (step S4) and performs the driving support release control (step S5). .. Then, the HV ECU 2 continues the driving support release control until the accelerator opening degree becomes 0% (step S6: NO). Note that continuing the driving support release control means continuing the state in which the driving support control is not performed.

When the accelerator opening becomes 0% (step S6: YES), the HV ECU 2 determines that the accelerator has been released, turns off the driving support release flag (step S7), and returns to a state in which driving support control can be performed.

As described above, the driving support device 1 according to the present embodiment performs the driving support release control for canceling the driving support control when the rate of change of the accelerator opening degree of the own vehicle 50 exceeds the threshold value. As a result, the driver's intention to accelerate the own vehicle 50 can be reflected, so that the drivability can be improved.

Further, in the driving support device 1 according to the present embodiment, after the driving support release control is performed, the driving support release control is released between the time when the accelerator is released and the time when the accelerator is depressed again. In addition, after the driving support release control is performed, the driving support release control is released when the accelerator is released. As a result, the driving support control can be appropriately executed.

Further, in the driving support device 1 according to the present embodiment, since the drive source 10 is at least one of the engine 11 and the electric motor 12, the vehicle using the engine 11 as the drive source 10 and both the engine 11 and the electric motor 12 are the drive sources. It can be applied to a hybrid vehicle having 10 and an electric vehicle having an electric motor 12 as a drive source 10.

Further, in the driving support device 1 according to the present embodiment, in order to perform driving support control so that the actual inter-vehicle distance becomes larger than the target inter-vehicle distance, the inter-vehicle distance from the preceding vehicle 60 is appropriately maintained within a predetermined range. Can be done.

Although the preferred embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and the gist described in each claim is modified or applied to other things without changing the gist. You may. For example, in the above-described embodiment, the specific control of the driving support control has been described, but the driving support control in the present invention is not limited to the control of the above-described embodiment, and the accelerator opening degree of the own vehicle is operated. Any control may be used as long as the control limits the output torque of the drive source for traveling the own vehicle with respect to the required torque of the driver.

1 ... Driving support device, 2 ... HV ECU, 3 ... Engine ECU, 4 ... Inverter ECU, 5 ... DSS ECU, 6 ... Vehicle control ECU, 7 ... ABS ECU, 8 ... Meter ECU, 10 ... Drive source, 11 ... Engine , 12 ... electric motor, 21 ... driving support control unit, 22 ... driving support release control unit, 50 ... own vehicle, 60 ... preceding vehicle.

Claims (5)

A driving support control unit that performs driving support control that limits the output torque of the drive source that drives the own vehicle with respect to the required torque of the driver whose operation amount is the accelerator opening of the own vehicle.
A driving support device including a driving support release control unit that performs driving support release control that releases the driving support control when the rate of change of the accelerator opening of the own vehicle exceeds a threshold value. After performing the driving support release control, the driving support release control unit releases the driving support release control between the time when the accelerator is released and the time when the accelerator is depressed again.
The driving support device according to claim 1. When the driving support release control is performed, the driving support release control unit releases the driving support release control when the accelerator is released.
The driving support device according to claim 1. The drive source is at least one of an engine and an electric motor.
The driving support device according to any one of claims 1 to 3. The driving support control unit performs the driving support control so that the actual inter-vehicle distance of the own vehicle with respect to the preceding vehicle is larger than the target inter-vehicle distance of the own vehicle with respect to the preceding vehicle.
The driving support device according to any one of claims 1 to 4.

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