JP2023007815A - Driving power control method and driving power control device - Google Patents

Abstract

To lighten the burden on a driver which operates an accelerator pedal when there is no traffic light within a range of a predetermined distance in an ongoing direction on the road where the vehicle is traveling.SOLUTION: In a driving power control method, driving power corresponding to a quantity of manipulation on the accelerator pedal of a vehicle is generated for the vehicle (S3). It is determined whether there is a traffic light within a range of a predetermined range in a vehicle ongoing direction from the current position of the vehicle (S2, S4), and when it is determined that there is no traffic light within the range, the driving power to be generated for the vehicle which corresponds to the quantity of manipulation is made larger (S5 to S7) than when it is determined that there is a traffic light.SELECTED DRAWING: Figure 4

Description

The present invention relates to a driving force control method and a driving force control device.

Patent Literature 1 describes an acceleration/deceleration control system that can obtain acceleration/deceleration that is easy to drive simply by operating the accelerator. This system sets a target acceleration when the accelerator opening is larger than a predetermined accelerator opening, and sets a target deceleration when the accelerator opening is smaller, and controls the throttle actuator based on these target acceleration/deceleration.

Japanese Patent Application Laid-Open No. 2000-205015

When there is no traffic light for a while on the road on which the vehicle is traveling (for example, when the vehicle is traveling on an expressway or a motorway), it is possible to maintain constant speed traveling for a certain amount of time. Even in such a case, it is a burden on the driver to keep depressing the accelerator pedal against the reaction force of the accelerator pedal.
SUMMARY OF THE INVENTION An object of the present invention is to reduce the burden on the driver who operates the accelerator pedal when there is no traffic light within a predetermined distance of the destination of the road on which the vehicle is traveling.

In the driving force control method according to one aspect of the present invention, the vehicle is caused to generate a driving force corresponding to the amount of operation of the accelerator pedal of the vehicle, and the driving force is detected from the current position of the vehicle on the road on which the vehicle is traveling. It is determined whether or not a traffic signal exists within a range of a predetermined distance in the direction in which the vehicle is traveling, and if it is determined that there is no traffic signal within this range, the occurrence of the traffic signal is more likely to occur in the vehicle than when it is determined that there is a traffic signal. The driving force is increased according to the amount of operation to be performed.

According to the present invention, it is possible to reduce the burden on the driver who operates the accelerator pedal when there is no traffic light within a predetermined distance of the destination of the road on which the vehicle is traveling.

1 is a diagram showing an example of a schematic configuration of a braking/driving force control device according to an embodiment; FIG. FIG. 2 is an explanatory diagram of an overview of a braking/driving force control method according to the embodiment; 2 is a block diagram of an example of a functional configuration of a controller in FIG. 1; FIG. 4 is a flowchart of an example of a braking/driving force control method according to the embodiment; (a) and (b) are explanatory diagrams of a driving force control method according to a modification.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the description of the drawings, the same or similar parts are denoted by the same or similar reference numerals, and overlapping descriptions are omitted. Each drawing is schematic and may differ from the actual one. The embodiments shown below exemplify devices and methods for embodying the technical idea of the present invention, and the technical idea of the present invention is specific to the devices and methods illustrated in the following embodiments. not something to do. Various modifications can be made to the technical idea of the present invention within the technical scope described in the claims.

(Constitution)
Please refer to FIG. The self-vehicle 1 includes a braking/driving force control device 10 that controls the driving force and braking force generated in the self-vehicle 1 .
The braking/driving force control device 10 controls the driving force and the braking force generated in the host vehicle 1 according to the amount of operation by the driver on the accelerator pedal, which is a driving force indicating operator.
The braking/driving force control device 10 includes a positioning device 11 , a map database 12 , an external sensor 13 , a vehicle sensor 14 , a controller 15 and an actuator 16 . In the drawings, the map database is denoted as "map DB".

The positioning device 11 measures the current position of the own vehicle 1 . The positioning device 11 may for example comprise a Global Positioning System (GNSS) receiver. The GNSS receiver is, for example, a global positioning system (GPS) receiver or the like, and measures the current position of the vehicle 1 by receiving radio waves from a plurality of navigation satellites.
The map database 12 is a map information database. For example, a map database provided in a car navigation system may be used as the map database 12 . The controller 15 acquires information about the situation around the current position of the vehicle from the map database 12 . For example, the controller 15 provides information on the road type of the road on which the vehicle is traveling (for example, whether it is a motorway such as an expressway or a general road), traffic lights installed on the road on which the vehicle is traveling, etc. information is acquired from the map database 12 .

The external sensor 13 detects various information (environmental information) about the surrounding environment of the own vehicle 1 , for example, objects around the own vehicle 1 . The external sensor 13 detects the surrounding environment of the own vehicle 1, such as objects existing around the own vehicle 1, the relative position between the own vehicle 1 and the object, the distance between the own vehicle 1 and the object, and the direction in which the object exists. . The external sensor 13 outputs information about the detected surrounding environment to the controller 15 as external information.
For example, the external sensor 13 detects the relative positions of other vehicles and targets around the own vehicle 1 with respect to the own vehicle 1 . Here, the target is, for example, a traffic light provided on the road on which the vehicle 1 travels, a line on the road surface (lane marking line, etc.), a curb on the road shoulder, a guardrail, or the like.

The external sensor 13 may comprise a monocular camera, such as a full HD resolution color camera. The camera captures an image including a recognition target of the surrounding environment of the vehicle 1, and outputs the captured image to the controller 15 as external world information.
Further, the external sensor 13 may include a rangefinder such as a laser range finder (LRF), a radar, or a LiDAR (Light Detection and Ranging) laser radar. The range finder detects, for example, the relative position determined by the relative distance and direction to objects existing around the vehicle. The ranging device outputs the detected ranging data to the controller 15 as external information.

The vehicle sensor 14 detects various information (vehicle information) obtained from the own vehicle 1 . The vehicle sensor 14 includes, for example, a vehicle speed sensor that detects the running speed (vehicle speed) V of the vehicle 1, a wheel speed sensor that detects the rotation speed of each tire of the vehicle 1, and acceleration of the vehicle 1 in three axial directions. A 3-axis acceleration sensor (G sensor) that detects the acceleration (including deceleration), a steering angle sensor that detects the steering angle (including the steering angle) θs, a gyro sensor that detects the angular velocity generated in the vehicle 1, and a yaw rate γ. A yaw rate sensor that detects the yaw rate, an accelerator sensor that detects the operation amount α of the accelerator pedal of the vehicle 1, and a brake sensor that detects the brake operation amount by the driver are included.

The controller 15 is an electronic control unit (ECU) that controls the driving/braking force of the vehicle 1 . Controller 15 includes a processor 20 and peripheral components such as storage device 21 . The processor 20 may be, for example, a CPU (Central Processing Unit) or an MPU (Micro-Processing Unit).
The storage device 21 may include a semiconductor storage device, a magnetic storage device, an optical storage device, or the like. The storage device 21 may include memories such as a register, a cache memory, a ROM (Read Only Memory) used as a main memory, and a RAM (Random Access Memory).
The functions of the controller 15 to be described below are implemented by the processor 20 executing a computer program stored in the storage device 21, for example.

Note that the controller 15 may be formed of dedicated hardware for executing each information processing described below.
For example, controller 15 may comprise functional logic circuitry implemented in a general-purpose semiconductor integrated circuit. For example, controller 15 may include a programmable logic device (PLD), such as a field-programmable gate array (FPGA), or the like.

The controller 15 sets a torque command value of driving torque or braking torque to be generated in the wheels of the vehicle 1 according to the operation amount α of the accelerator pedal, and drives the actuator 16 according to the torque command value to drive the vehicle 1. Generating a driving torque or a braking torque. A setting process of the torque command value by the controller 15 will be described later.
The actuator 16 is a drive source connected to the wheels of the vehicle 1, and is, for example, a drive motor, an internal combustion engine, or a brake actuator that generates drive torque or braking torque to the wheels of the vehicle 1. Hereinafter, in this embodiment, as an example, the actuator 16 is assumed to be a drive motor. The actuator 16 generates a driving force for driving the own vehicle 1 or a braking force for braking the own vehicle 1 according to a control signal (torque command value) from the controller 15 .

Next, a torque command value setting process by the controller 15 will be described. The controller 15 executes so-called one-pedal control that accelerates when the accelerator pedal is depressed and decelerates when the accelerator pedal is released.
A vehicle that executes one-pedal control (hereinafter, also referred to as a one-pedal type vehicle) can generate a driving force or a braking force to run the vehicle simply by turning the pedal on and off. Note that the present invention is not limited to a one-pedal type vehicle.
A dashed line L1 in FIG. 2 shows a characteristic example of a torque command value for generating driving torque and braking torque in the wheels of the vehicle 1 with respect to the operation amount α of the accelerator pedal.

When the operation amount α of the accelerator pedal detected by the accelerator sensor is equal to or greater than the operation amount threshold value α1, the positive torque command value increases as the operation amount α increases according to the difference between the operation amount α and the operation amount threshold value α1. , to generate a larger drive torque in the wheels of the own vehicle 1 .
When the operation amount α detected by the accelerator sensor is less than the operation amount threshold value α1, the smaller the operation amount α, the more negative the torque command value (that is, the braking force) according to the difference between the operation amount α and the operation amount threshold value α1. , in this embodiment, the regenerative braking force) becomes smaller (that is, the absolute value of the negative torque command value becomes larger), causing the wheels of the host vehicle 1 to generate larger braking torque.

Therefore, in order to keep the vehicle 1 running at a constant speed, the driver must continue to depress the accelerator pedal so that the operation amount α becomes equal to or greater than the operation amount threshold value α1 against the reaction force to the operation of the accelerator pedal. be.
Here, for example, in the case of a one-pedal type vehicle, the operation amount threshold value α1 for switching between driving torque and braking torque is set larger than the accelerator operation amount at which driving torque is generated in a non-one-pedal type vehicle. The reaction force of the pedal increases as the operation amount α increases.
Therefore, if the accelerator pedal is continuously depressed so that the operation amount α becomes equal to or greater than the operation amount threshold value α1, the burden on the driver increases because the operation amount of the pedal is large. That is, normally, the greater the operation amount, the greater the pedal reaction force applied to the accelerator pedal. The driver must continue to depress the accelerator pedal against the large pedal reaction force, which increases the burden on the driver. In particular, when the driver is traveling on a road where there is no traffic light within a predetermined range in front of the vehicle (for example, a motorway including an expressway), the driver will notice that the long-time operation amount α is equal to or greater than the operation amount threshold value α1. It is necessary to keep stepping on the accelerator pedal so that the load becomes large.

Therefore, the controller 15 of the embodiment determines whether or not a traffic light exists within a range of a predetermined distance from the current position of the vehicle 1 in the traveling direction of the vehicle 1 on the road on which the vehicle 1 is traveling. do. When it is determined that there is no traffic signal within the range, the controller 15 increases the driving force generated in the vehicle 1 with respect to the detected operation amount α, compared to when it is determined that there is a traffic signal.
Determination of whether or not a traffic light exists within a range of a predetermined distance from the current position of the vehicle 1 to the destination of the road on which the vehicle 1 is traveling on the road on which the vehicle 1 is traveling. For example: The absolute position (global position) of the vehicle 1 measured by the positioning device 11 is converted into the position on the map data containing the position information of the traffic lights stored in the map database 12, and the position of the vehicle 1 on the map is converted to the position on the map data. The distance to the position of the traffic signal closest to the own vehicle 1 is calculated, and the calculated distance is compared with a predetermined distance to determine whether or not the traffic signal exists within the predetermined distance in the traveling direction of the own vehicle 1. judge.
Alternatively, the absolute position (global position) of the own vehicle 1 measured by the positioning device 11 is converted into a position on the map data containing the road type stored in the map database 12, and the position of the own vehicle 1 on the map is converted into a position on the map data. The road type of the road on which the vehicle 1 is currently traveling (for example, whether it is a motorway such as an expressway or a general road) is determined, and the road type of the road on which the vehicle 1 is currently traveling is determined. In the case of a motorway, it is determined that there is no traffic signal within a predetermined distance in the traveling direction of the own vehicle 1, because traffic signals are not normally installed on a motorway such as an expressway. When the road type of the road on which the vehicle 1 is currently traveling is a general road, it is determined that there is a traffic signal within a predetermined distance in the traveling direction of the own vehicle 1 . Alternatively, based on the ETC gate passage history of the own vehicle 1, it is determined that the own vehicle 1 has passed through the ETC gate installed at the entrance of the motorway and has not passed through the ETC gate installed at the exit. It may be determined that the road type of the road on which the vehicle 1 is currently traveling is an automobile-only road, and that there is no traffic light within a predetermined distance in the traveling direction of the own vehicle 1 .
Further, a camera mounted on the own vehicle 1 that captures an image of the direction of travel (forward) is provided, a traffic signal closest to the own vehicle 1 is extracted from the traffic signals on the image captured by the camera, and the position of the extracted traffic signal on the image is extracted. The distance from the position of the vehicle 1 to the position of the traffic signal closest to the vehicle 1 is calculated from the distance from the position of the vehicle 1, and the calculated distance is compared with a predetermined distance. exists.
Alternatively, if the position of the traffic signal can be obtained by communication from the infrastructure side such as the traffic signal, it may be determined whether or not the traffic signal exists within a predetermined distance in the traveling direction of the own vehicle 1 based on the received information. . The method of determining whether or not a traffic light exists within a predetermined distance in the traveling direction of the own vehicle 1 is not limited to these, and can be changed as appropriate.
Hereinafter, the existence of a traffic signal within a range of a predetermined distance from the current position of the vehicle 1 to the destination of the road on which the vehicle 1 is traveling is simply expressed as "existing traffic signal". The fact that there is no traffic signal within a predetermined distance of the destination of the road on which the vehicle is traveling may be simply expressed as "there is no traffic signal."

For example, as shown in FIG. 2, when a torque command value having a characteristic line L1 is used as the torque command value when it is determined that there is a traffic signal, when the traffic signal does not exist, the torque command value of the characteristic line L1 is added with the correction torque Tc1. A solid line L2 indicates the characteristic line of the torque command value when it is determined that there is no traffic light.
As a result, a large driving torque can be generated with a small amount of operation α, so that the burden on the driver can be reduced.

Further, when the torque command value is set in the absence of a traffic light in this way, when the operation amount α of the accelerator pedal is equal to or greater than the operation amount threshold α2, the operation amount is determined according to the difference between the operation amount α and the operation amount threshold α2. The larger the value of α, the larger the positive torque command value, so that the wheels of the own vehicle 1 generate larger driving torque. When the operation amount α is less than the operation amount threshold value α2, the smaller the operation amount α, the smaller the negative torque command value according to the difference between the operation amount α and the operation amount threshold value α2. Generate braking torque.
Therefore, the operation amount threshold value α2 at which switching between the driving torque and the braking torque is made smaller than the operation amount threshold value α1 when there is a traffic signal. As a result, when it is determined that the traffic signal does not exist, the driving torque can be generated with a smaller operation amount α than when it is determined that the traffic signal exists, so that the burden on the driver can be reduced.

The functional configuration of the controller 15 will be described in more detail below.
Please refer to FIG. The controller 15 includes a basic braking/driving torque setting section 30 , a correction torque setting section 31 , a torque command value calculation section 32 and a torque control section 33 .
The basic braking/driving torque setting unit 30 sets a basic braking/driving torque Tb according to the operation amount α of the accelerator pedal detected by the accelerator sensor and the vehicle speed V of the host vehicle 1 detected by the vehicle speed sensor.

The basic braking/driving torque Tb is, for example, as shown by the characteristic line L1 in FIG. The larger the amount α, the larger the positive value, and the larger the drive torque generated by the wheels of the own vehicle 1 . When the operation amount α is less than the operation amount threshold value α1, the smaller the operation amount α, the smaller the negative value (that is, the larger the absolute value) according to the difference between the operation amount α and the operation amount threshold value α1. One wheel generates a large braking torque.
Further, for example, the higher the vehicle speed V of the own vehicle 1, the greater the basic braking/driving torque setting unit 30 increases the slope of the basic braking/driving torque Tb, and the lower the vehicle speed V of the own vehicle 1, the smaller the slope of the basic braking/driving torque Tb. do.
For example, the basic braking/driving torque setting section 30 uses a map or formula that defines the relationship between the operation amount α and the vehicle speed V and the basic braking/driving torque Tb to determine the basic braking torque corresponding to the operation amount α and the vehicle speed V. A driving torque Tb is set.

The correction torque setting unit 31 determines whether or not a traffic light exists within a predetermined distance range from the current position of the vehicle 1 to the destination of the road on which the vehicle 1 is traveling, and sets the correction torque according to the determination result. Set Tc.
If such a traffic light does not exist, it is possible to maintain constant speed running for a certain length of time. Running while maintaining such a constant speed running for a certain length of time is sometimes referred to as "gliding" in this specification. Also, the conditions under which gliding is possible are sometimes referred to as “conditions under which gliding is possible”.

For example, the correction torque setting unit 31 may determine that the gliding condition is satisfied when the following condition (A) is satisfied, and that the gliding condition is not satisfied when the condition (A) is not satisfied.
Condition (A): There is no traffic light within a predetermined distance from the current position of the vehicle 1 to the destination of the road on which the vehicle 1 is traveling.
For example, the correction torque setting unit 31 determines that the condition (A) is established when the vehicle 1 is traveling on a motorway such as an expressway, and determines that the condition (A ) does not hold.

Based on the current position of the vehicle 1 measured by the positioning device 11 and the map information in the map database 12, the correction torque setting unit 31 determines whether the vehicle 1 is traveling on a motorway or a general road. Based on the image captured by the camera of the external sensor 13 (for example, by recognizing a road sign), it may be determined whether the vehicle 1 is traveling on a motorway or a general road. may be determined.
Further, for example, the correction torque setting unit 31 may determine whether or not the condition (A) is satisfied based on the current position of the own vehicle 1 and the position information of the traffic lights included in the map information. may be used to determine whether or not the condition (A) is satisfied by recognizing the traffic light.

The correction torque setting unit 31 further adds the following conditions (B) to (D), and when all the conditions (A) to (D) are satisfied, the gliding possible condition is satisfied, and the conditions (A) to (D ) is not satisfied, it may be determined that the condition for gliding is not satisfied.
Condition (B): The following condition (B1) or (B2) is established.
Condition (B1): There is no preceding vehicle on the route of own vehicle 1 .
Condition (B2): The time-to-collision (TTC) from the own vehicle 1 to the preceding vehicle of the own vehicle 1 is equal to or longer than the first predetermined time, and the headway time from the own vehicle 1 to the preceding vehicle ( THW: Time HeadWay) is greater than or equal to the second predetermined time.

The correction torque setting unit 31 calculates the predicted course of the vehicle 1 based on the steering angle θs detected by the steering angle sensor and the yaw rate γ detected by the yaw rate sensor, and calculates the predicted course based on the image captured by the camera of the external sensor 13. It may be determined whether there is a preceding vehicle above.
When there is a preceding vehicle, the correction torque setting unit 31 measures the inter-vehicle distance to the preceding vehicle and the relative speed of the preceding vehicle to the own vehicle 1 based on the captured image and the distance measurement data of the distance measuring device. , the headway time obtained by dividing the inter-vehicle distance by the relative speed and the headway time obtained by dividing the inter-vehicle distance by the vehicle speed V may be calculated.

Condition (C): Vehicle speed V of own vehicle 1 is equal to or higher than a predetermined speed.
Condition (D): The operation amount α of the accelerator pedal detected by the accelerator sensor is less than the operation amount threshold value α1.
The correction torque setting unit 31 sets the value of the correction torque Tc to a predetermined value "Tc1" when the gliding condition is satisfied, and sets the value of the correction torque Tc to "0" when the gliding condition is not satisfied. . When switching the value of the correction torque Tc, the correction torque setting unit 31 gradually increases the value of the correction torque Tc from "0" to Tc1 and gradually decreases it from Tc1 to "0" in order to avoid sudden torque fluctuations. good too. The period for gradually changing the correction torque Tc may be, for example, 2 [seconds].

Further, when the operation amount α of the accelerator pedal detected by the accelerator sensor becomes equal to or greater than the operation amount threshold value α1 while the value of the correction torque Tc is set to Tc1, the correction torque setting unit 31 sets the correction torque Set the value of Tc to '0'. At this time, the correction torque setting unit 31 may gradually decrease the value of the correction torque Tc from Tc1 to "0" over a predetermined period of time (for example, 2 [seconds]).
By changing the value of the correction torque Tc from Tc1 to "0", the drive torque is reduced. can be restricted.

The torque command value calculator 32 adds the correction torque Tc set by the correction torque setting unit 31 to the basic braking/driving torque Tb set by the basic braking/driving torque setting unit 30 to set the final torque command value Tf.
Therefore, when the value of the correction torque Tc is "0" (that is, when the gliding condition is not satisfied), the basic braking/driving torque Tb having the characteristic line L1 in FIG. 2 is set as the torque command value Tf. Therefore, the operation amount threshold value of the operation amount α of the accelerator pedal at which switching between the driving torque and the braking torque is switched is α1. The manipulated variable threshold value α1 is an example of the "first threshold value" described in the claims.

When the value of the correction torque Tc is Tc1 (that is, when the gliding possible condition is satisfied), the braking/driving torque (basic braking/driving torque Tb+correction torque Tc1) having the characteristic line L2 in FIG. 2 is set as the torque command value Tf. be done.
The torque command value Tf having the characteristic line L2 is the operation amount according to the difference between the operation amount α and the operation amount threshold α2 when the operation amount α of the accelerator pedal is equal to or greater than the operation amount threshold α2, which is smaller than the operation amount threshold α1. The larger the value of α (that is, the larger the difference between the operation amount α and the operation amount threshold value α2), the larger the positive value and the greater the drive torque generated by the wheels of the vehicle 1 . When the manipulated variable α is less than the manipulated variable threshold value α2, the smaller the manipulated variable α, the greater the difference between the manipulated variable α and the manipulated variable threshold value α2. It has a small negative value (that is, a large absolute value) and causes the wheels of the host vehicle 1 to generate a large braking torque.

Therefore, the operation amount threshold value of the operation amount α of the accelerator pedal at which switching between the driving torque and the braking torque is changed to α2. The manipulated variable threshold value α2 is an example of the "second threshold value" described in the claims.
The torque control unit 33 controls the accelerator opening actuator or the brake control actuator of the actuator 16 based on the torque command value Tf, thereby causing the wheels of the host vehicle 1 to generate driving force or braking force.
The torque control unit 33 generates a larger driving torque as the positive torque command value Tf is larger, and a larger braking torque as the negative torque command value Tf is smaller (that is, has a larger absolute value).

(motion)
Next, an example of the braking/driving force control method of the embodiment will be described with reference to FIG.
In step S1, the vehicle sensor 14 detects the operation amount α of the accelerator pedal, the vehicle speed V of the own vehicle 1, the steering angle θs, and the yaw rate γ.
In step S2, the external sensor 13 acquires external information.
In step S3, the basic braking/driving torque setting unit 30 sets the basic braking/driving torque Tb based on the operation amount α and the vehicle speed V. FIG.

In step S4, the correction torque setting unit 31 determines whether or not the gliding enable condition is satisfied based on the operation amount α, the vehicle speed V of the host vehicle 1, the steering angle θs, the yaw rate γ, and the external environment information. If the gliding enable condition is satisfied (step S4: Y), the process proceeds to step S5. If the gliding enable condition is not satisfied (step S4: N), the process proceeds to step S6.
In step S5, the correction torque setting unit 31 sets the value of the correction torque Tc to Tc1. After that, the process proceeds to step S7.

In step S6, the correction torque setting section 31 sets the value of the correction torque Tc to zero. After that, the process proceeds to step S7.
In step S7, the torque command value calculator 32 adds the correction torque Tc to the basic braking/driving torque Tb to set the torque command value Tf.
In step S8, the torque control unit 33 drives the actuator 16 based on the torque command value Tf, thereby causing the wheels of the vehicle 1 to generate driving force or braking force. Processing then ends.

(Modification)
The case where the present invention is applied to the braking/driving force control of a one-pedal type vehicle has been described above. good. For example, it is applied to vehicle driving force control in which drive torque is generated in the wheels of the vehicle 1 in response to the operation amount α of the accelerator pedal, and braking torque is generated in the wheels of the vehicle 1 in response to the operation amount of the brake pedal. may
Please refer to FIG. For example, when the gliding possible condition is not satisfied, when the operation amount α of the accelerator pedal is equal to or greater than the operation amount threshold value α1 as indicated by the characteristic line L1 (broken line), the difference between the operation amount α and the operation amount threshold value α1 is Accordingly, the larger the operation amount α, the larger the drive torque generated in the wheels of the vehicle 1, and the drive torque and the braking torque may be set to 0 when the operation amount α is less than the operation amount threshold value α1.

When the gliding possible condition is satisfied, as shown by the characteristic line L2 (solid line), when the operation amount α of the accelerator pedal is equal to or greater than the operation amount threshold value α2 which is smaller than the operation amount threshold value α1, the operation amount α and the operation amount According to the difference of the threshold value α2, the greater the operation amount α, the greater the drive torque generated in the wheels of the own vehicle 1. When the operation amount α is less than the operation amount threshold value α2, the drive torque and the braking torque are set to 0. you can

For example, a torque command similar to the basic braking/driving torque Tb is set to a correction torque Tc of value "0" when the gliding condition is not satisfied, and a correction torque Tc of value Tc1 when the gliding condition is satisfied. A driving torque command value having the characteristic shown in FIG.
Alternatively, characteristic maps and calculation formulas for the characteristic lines L1 and L2 may be provided, and switching may be performed depending on whether or not the conditions for allowing gliding are satisfied.

Please refer to FIG. When the gliding condition does not hold, the characteristic line L1 (broken line) shows a relatively small increase rate of the drive torque with respect to the increase in the manipulated variable α. When the gliding condition holds, the characteristic line L2 ( The rate of increase may be relatively large as indicated by the solid line). In this way, even if the characteristics of the drive torque are changed, it is possible to generate a larger drive torque with a small amount of operation α when the gliding-enabled condition is satisfied, thereby reducing the burden on the driver.

(Effect of Embodiment)
(1) The vehicle sensor 14 detects the operation amount α of the accelerator pedal of the own vehicle 1 . The controller 15 determines whether or not a traffic signal exists within a range of a predetermined distance from the current position of the vehicle 1 in the traveling direction of the vehicle 1 on the road on which the vehicle 1 is traveling. When it is determined that the traffic signal does not exist in , the driving force generated in the own vehicle 1 is made larger with respect to the operation amount α than when it is determined that the traffic signal exists.
As a result, a large driving torque can be generated with a small amount of operation α in a situation where gliding is possible, so the burden on the driver can be reduced.

(2) The controller 15 sets the operation amount threshold to the first threshold when determining that the traffic signal exists within the above range, and sets the operation amount threshold to the first threshold when determining that the traffic signal does not exist within the above range. A second threshold value smaller than the first threshold value may be set, and when the operation amount α is equal to or greater than the operation amount threshold value, a larger driving force may be generated as the operation amount α increases.
As a result, it is possible to generate a driving force corresponding to the operation amount α of the accelerator pedal.
(3) When the operation amount α is less than the operation amount threshold value, the controller 15 may generate a larger braking force as the operation amount α becomes smaller.
Thus, it is possible to generate a braking force corresponding to the operation amount α of the accelerator pedal.

(4) The controller 15 may set the operation amount threshold to the second threshold when determining that no traffic light exists within the above range and the operation amount α is less than the first threshold.
As a result, it is possible to prevent the driver from feeling uncomfortable due to the sudden generation of a large drive torque when the operation amount threshold is set to the second threshold when the operation amount of the accelerator pedal is relatively large.

(5) If the controller 15 determines that there is no traffic signal within the above range and the extra time to reach the preceding vehicle from the own vehicle 1 is equal to or longer than the first predetermined time, or The driving force generated in the host vehicle 1 may be made larger with respect to the operation amount α than in the case where the arrival margin time is less than the first predetermined time.
As a result, a large driving torque can be generated with a small amount of operation α in a situation where gliding is possible, so the burden on the driver can be reduced.

(6) When the controller 15 determines that there is no traffic signal within the above range and the headway time from the own vehicle 1 to the preceding vehicle is equal to or longer than the second predetermined time, the controller 15 determines that there is a traffic light or The driving force generated in the host vehicle 1 may be made larger with respect to the operation amount α than when the time is less than the second predetermined time.
As a result, a large driving torque can be generated with a small amount of operation α in a situation where gliding is possible, so the burden on the driver can be reduced.

(7) When the controller 15 determines that the traffic signal does not exist within the above range and the preceding vehicle is not detected, the controller 15 determines that the traffic signal exists, or determines that the preceding vehicle is detected. , the driving force generated in the own vehicle 1 may be increased.
As a result, a large driving torque can be generated with a small amount of operation α in a situation where gliding is possible, so the burden on the driver can be reduced.

(8) If the controller 15 determines that there is no traffic signal within the above range and the traveling speed of the vehicle 1 is equal to or higher than the predetermined speed, the controller 15 determines that the traffic signal exists, or if the traveling speed is less than the predetermined speed. The driving force generated in the own vehicle 1 may be increased with respect to the operation amount α more than in some cases.
As a result, a large driving torque can be generated with a small amount of operation α in a situation where gliding is possible, so the burden on the driver can be reduced.

(9) When the operation amount threshold is set to the second threshold and the detected operation amount is greater than or equal to the first threshold, the controller 15 sets the operation amount threshold to the first threshold. good. As a result, generation of excessive drive torque can be avoided.
(10) The controller 15 may gradually increase the operation amount threshold from the second threshold to the first threshold over time. As a result, it is possible to avoid the driver's sense of discomfort due to sudden torque fluctuations.

(11) The controller 15 may limit the reduction of the driving force of the host vehicle 1 for a predetermined period of time after the detected operation amount becomes equal to or greater than the first threshold. As a result, it is possible to avoid the driver's sense of discomfort due to sudden torque fluctuations.

(12) The controller 15 determines the basic driving force to be generated in the host vehicle 1 according to the operation amount α, and when it is determined that the traffic signal does not exist within the above range, the controller 15 determines that the traffic signal exists. , a driving force correction amount having a large value may be determined, and a driving force obtained by adding the driving force correction amount to the basic driving force may be generated in the host vehicle 1 .
As a result, when it is determined that there is no traffic signal within the range, the driving force generated in the host vehicle 1 is made larger with respect to the operation amount α than when it is determined that there is a traffic signal.
(13) The controller 15 may gradually increase the driving force correction amount over time when determining that the traffic light does not exist within the above range. As a result, it is possible to avoid the driver's sense of discomfort due to sudden torque fluctuations.
(14) The controller 15 determines whether the road on which the vehicle 1 is traveling is a general road or an automobile-only road. It may be determined that there is no traffic signal within a range of a predetermined distance from the current position of the vehicle in the traveling direction of the vehicle. As a result, it is possible to easily determine that there is no traffic light within the range of the predetermined distance, and to suppress an increase in computational load.

Reference Signs List 1 self-vehicle, 10 braking/driving force control device, 11 positioning device, 12 map database, 13 external sensor, 14 vehicle sensor, 15 controller, 16 actuator, 20 processor, 21 storage device, 30 Basic braking/driving torque setting section 31 Correction torque setting section 32 Torque command value calculation section 33 Torque control section

Claims (15)

causing the own vehicle to generate a driving force corresponding to an operation amount of an accelerator pedal of the own vehicle;
determining whether or not a traffic light exists within a range of a predetermined distance from the current position of the vehicle in the direction of travel of the vehicle on the road on which the vehicle is traveling;
When it is determined that the traffic light does not exist within the range, the driving force according to the operation amount generated in the own vehicle is made larger than when it is determined that the traffic light exists,
A driving force control method characterized by: setting an operation amount threshold to a first threshold when it is determined that a traffic light exists within the range;
setting the operation amount threshold to a second threshold smaller than the first threshold when it is determined that there is no traffic light within the range;
when the detected operation amount is equal to or greater than the operation amount threshold, generating a larger driving force as the detected operation amount increases;
2. The driving force control method according to claim 1, wherein: 3. The driving force control method according to claim 2, wherein when the detected operation amount is less than the operation amount threshold value, the smaller the detected operation amount is, the larger the braking force is generated. 3. The operation amount threshold is set to the second threshold when it is determined that no traffic light exists within the range and the detected operation amount is less than the first threshold. 3. The driving force control method according to 3. When it is determined that there is no traffic signal within the range and the marginal arrival time from the own vehicle to the preceding vehicle is equal to or longer than the first predetermined time, it is determined that the traffic signal exists, or the marginal arrival time is the first predetermined time. The driving force according to any one of claims 1 to 4, characterized in that the driving force generated in the own vehicle is made larger with respect to the detected operation amount than when it is less than one predetermined time. control method. If it is determined that there is no traffic signal within the range and the headway time from the own vehicle to the preceding vehicle is equal to or longer than the second predetermined time, it is determined that the traffic light is present, or the headway time is determined to be the second predetermined time. The driving force control method according to any one of claims 1 to 5, characterized in that the driving force generated in the own vehicle is increased with respect to the detected operation amount than when the time is less than the time. . When it is determined that there is no traffic signal within the range and the preceding vehicle is not detected, it is determined that the traffic signal exists, or the preceding vehicle is detected. The driving force control method according to any one of claims 1 to 6, characterized in that the generated driving force is increased. When it is determined that there is no traffic light within the range and the running speed of the own vehicle is equal to or higher than a predetermined speed, it is determined that the traffic light exists, or when the running speed is less than the predetermined speed, The driving force control method according to any one of claims 1 to 7, characterized in that the driving force generated in the own vehicle is increased with respect to the detected operation amount. Setting the operation amount threshold to the first threshold when the operation amount threshold is set to the second threshold and the detected operation amount is greater than or equal to the first threshold. 4. The driving force control method according to claim 2 or 3. 10. The driving force control method according to claim 9, wherein the manipulated variable threshold is gradually increased from the second threshold to the first threshold over time. 11. The driving system according to claim 9, wherein the reduction of the driving force of the own vehicle is restricted for a predetermined period of time after the detected operation amount becomes equal to or greater than the first threshold value. force control method. determining a basic driving force to be generated in the own vehicle according to the detected operation amount;
determining a driving force correction amount having a larger value than when it is determined that the traffic signal exists within the range when it is determined that the traffic signal does not exist;
causing the own vehicle to generate driving force obtained by adding the driving force correction amount to the basic driving force;
The driving force control method according to any one of claims 1 to 11, characterized in that: 13. The driving force control method according to claim 12, wherein when it is determined that no traffic light exists within the range, the driving force correction amount is gradually increased over time. determining whether the road on which the vehicle is traveling is a general road or a motorway;
characterized in that when it is determined that the road on which the vehicle is traveling is an automobile-only road, it is determined that there is no traffic light within a range of a predetermined distance from the current position of the vehicle in the direction in which the vehicle is traveling. The driving force control method according to any one of claims 1 to 13. A sensor that detects the amount of operation of the accelerator pedal of the vehicle;
a power source that generates a driving force for the own vehicle according to the operation amount;
On the road on which the vehicle is traveling, it is determined whether or not a traffic signal exists within a range of a predetermined distance from the current position of the vehicle in the traveling direction of the vehicle, and if the traffic signal does not exist within the range. a controller that controls the power source so that the driving force generated in the own vehicle is greater than the amount of operation detected by the sensor when it is determined that the signal is present;
A driving force control device comprising:

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