JP3831881B2 - Vehicle control device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a vehicle control device, and specifically controls actuators in various parts of a vehicle based on road information mounted on the vehicle and information obtained from GPS satellites and other sensors that detect the current position of the vehicle. The present invention relates to a control device.
[0002]
[Prior art]
In recent years, a travel environment is determined from information from a GPS satellite, information obtained from a direction sensor or gyro sensor and a vehicle speed sensor, and information corresponding to an absolute position such as a map database, and based on that, the vehicle Japanese Patent Application Laid-Open No. 6-324138 discloses an apparatus for performing various operation controls such as suspension control, running control, and engine combustion control.
In this, for example, reflecting the situation of the road, such as whether the road currently running is a highway, whether it is a winding road, whether it is a city area, whether it is a suburb, It controls 4WS, 4WD, suspension, power steering, engine, transmission and so on.
[0003]
[Problems to be solved by the invention]
In the technology described in the above publication, information indicating a road condition is transmitted from an information processing device to a control device provided for each actuator as information content corresponding to each actuator.
However, even if information indicating road conditions is transmitted to the control device corresponding to each actuator, this individual control device itself has a judgment logic and controls based on the judgment logic. As a result, the actuator It becomes difficult to control the system uniformly.
[0004]
If the control signal is output for each actuator in this way, there is a problem that the burden of signal processing increases.
Even if each control device receives the same information, the contents of the processing are different, and the processing is started based on the actually received information in many cases for each actuator. However, such inconsistencies in control operations cause the driver to feel uncomfortable.
[0005]
Therefore, the present invention reduces the burden on the control system of the entire vehicle by performing control that allows control units and communication portions that can be shared to be shared and processing and communication of portions that cannot be shared to a control device provided for each actuator. It aims at providing the vehicle control device which reduces.
[0006]
  (1)In a vehicle control device configured by a navigation device, a forward obstacle detection device, a control device that controls a plurality of different actuators arranged in the vehicle, and a vehicle state detection unit that detects vehicle speed and the like,
The front obstacle detection device
Inter-vehicle distance detection means for detecting the inter-vehicle distance with the preceding vehicleAnd the detected inter-vehicle distance to the navigation device,
The vehicle state detector
Vehicle speed detecting means for detecting the vehicle speed of the own vehicle;
The vehicle is provided with a deceleration operation detecting means for detecting the start of the deceleration operation, and the detected vehicle speed and a detection signal for the start of the deceleration operation are supplied to the navigation device,
Navigation device,
Road information storage means for storing road information;
  Current location detection means for detecting the current location;
A recommended travel speed calculating means for searching for a specific point in the traveling direction of the vehicle from the road information storage means and calculating a recommended travel speed that is a recommended speed when passing through the specific point;
  The recommended travel speed, the detected vehicle speed, and the supplied inter-vehicle distance;On the basis of the,Determining the degree of deceleration request indicating the degree of deceleration requiredA deceleration request degree determination means to perform,
Supply the supplied deceleration detection start detection signal and the deceleration request to the control device,
  The control device
  Detection of start of deceleration operationWhen a signal is supplied,SuppliedDepending on the degree of deceleration demandAA vehicle control apparatus comprising: a control amount adjusting unit that determines a control amount of the actuator and adjusts the determined control amount.
[0007]
  (2)The deceleration request degree determination means includes:
  Based on the distance between the specific point and the current location and the speed difference between the recommended travel speed of the specific point and the current vehicle speedCalculate the curve deceleration demand and detectedBased on the distance between vehiclesCalculate the vehicle deceleration request degree, and determine the deceleration request degree from the curve deceleration request degree and the vehicle deceleration request degree(1) characterized by the aboveDescribedVehicle control device.
[0008]
    (3) Adjusting the control amount adjusting meansActuatorThe control amount is the vehicle control device according to (1) or (2), wherein the control amount is a gear ratio of a transmission that changes engine rotation.
[0009]
  (4) Adjusting the control amount adjusting meansActuatorThe vehicle control device according to (1) or (2), wherein the control amount is a braking force by a brake.
[0010]
  (5) Adjusting the control amount adjusting meansActuatorThe vehicle control apparatus according to (1) or (2), wherein the control amount is a suspension damping force.
[0011]
  (6) Adjust the control amount adjusting meansActuatorThe control amount is the vehicle control device according to (1) or (2), which is a degree of engagement of a clutch for transmitting driving force to front and rear wheels in a four-wheel drive vehicle.
[0012]
  (7) Adjusting the control amount adjusting meansActuatorThe vehicle control device according to (1) or (2), wherein the control amount is a regenerative amount by a motor at the time of regenerative braking in a motor-driven vehicle.
[0013]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, one preferred embodiment of the present invention will be described in detail with reference to the accompanying drawings. FIG. 1 is a block diagram showing the configuration of the vehicle control device of the present invention.
The vehicle control device 1 according to the embodiment of the present invention is provided in a vehicle on which the navigation system device 10 is mounted, and controls the front obstacle detection device 60, the vehicle state detection unit 30, and the actuators of each part of the vehicle. Devices 51-58. The navigation system device 10 includes a navigation processing unit 11, a data storage unit 12 as road information storage means, a current position detection unit 13 as current location detection means, a communication unit 15, an input unit 16, and a display unit 17. The voice input unit 18 and the voice output unit 19 are provided.
[0014]
The navigation processing unit 11 includes a central control device (hereinafter referred to as “CPU”) 111 that performs various arithmetic processing such as navigation processing based on input information and outputs the result. The CPU 111 is connected to a ROM 112 and a RAM 113 via a bus line such as a data bus. The ROM 112 is a read-only memory in which various programs for searching a route to a destination, driving guidance in the route, determining a specific section, and the like are stored. The RAM 113 is a random access memory as a working memory when the CPU 111 performs various arithmetic processes.
[0015]
The data storage unit 12 stores a map data file, an intersection data file, a node data file, a road data file, a photo data file, and information for each region such as a hotel, a gas station, and a sightseeing spot guide in each region. Other data files are provided. In each of these files, a route search is performed, a guide map is displayed along the searched route, a characteristic photograph or a frame diagram is displayed along the intersection, the remaining distance to the intersection, the next intersection Various data for displaying the direction of travel and outputting other guidance information from the display unit 17 and the voice output unit 19 are stored.
[0016]
Among the information stored in these files, each file storing intersection data, node data, and road data is used for route search in normal navigation. These files include road width, slope, road surface condition, corner radius of curvature, intersections, T-junctions, road lanes, points where lanes decrease, corner entrances, level crossings, highway exit rampways In addition, road information such as tollgates on highways, points where road width is narrowed, downhill roads, and uphill roads are stored.
[0017]
For each file, for example, various storage devices such as a DVD, an MO, a CD-ROM, an optical disk, a magnetic tape, an IC card, and an optical card are used. Each file has a large storage capacity. For example, a CD-ROM is preferably used. However, an IC card may be used for individual data such as other data files and data for each region.
[0018]
The road data stored in the data storage unit 12 is composed of lines connecting nodes. FIG. 2 is a schematic diagram showing the structure of road data stored in the data storage unit 12. In the figure, a solid line R indicates the shape of the road. Here, the road is represented by a node (N1, N2,...) And a line segment (hereinafter referred to as a link) connecting the nodes. A node is defined by at least coordinates (here, latitude and longitude which are absolute coordinates).
[0019]
Road shapes can be defined not only by nodes and links, but also by elevation. The altitude data is held at each point in the form of a matrix at intervals of 250 m on the left, right, top and bottom. For example, the altitude point at the point indicated by 10-10 in the figure is 20 m, and the altitude point at the point indicated by 10-11 in the figure is It has data such as an altitude of 22m.
In the present embodiment, the average curvature, road gradient, elevation change rate, curve curvature radius, and the like are obtained based on the positional relationship between the position of the node and each elevation data surrounding the node. In order to reduce the amount of data, altitude points are held in a matrix, but it is also possible to have altitude data for each node. Further, it is possible to use a gradient value in advance for each section of the road, for example, for each link.
[0020]
The current position detection unit 13 includes a GPS receiver 131, a geomagnetic sensor 132, a distance sensor 133, a steering sensor 134, a beacon sensor 135, and a gyro sensor 136. The GPS receiver 131 is a device that receives radio waves emitted from artificial satellites and measures the position of the vehicle. The geomagnetic sensor 132 detects geomagnetism and determines the direction in which the vehicle is facing. As the distance sensor 133, for example, a sensor that detects and counts the number of rotations of a wheel, a sensor that detects acceleration and integrates twice, a measuring device, or the like is used. As the steering sensor 134, for example, an optical rotation sensor or a rotation resistance volume attached to the rotating portion of the handle is used, but an angle sensor attached to the wheel portion may be used. The beacon sensor 135 receives position information from beacons placed on the road. The gyro sensor 136 is constituted by a gas rate gyro, a vibration gyro, or the like that detects the rotational angular velocity of the vehicle and integrates the angular velocity to obtain the vehicle direction. Further, the lateral acceleration applied to the vehicle can be detected by the gyro sensor 136.
[0021]
The GPS receiver 131 and the beacon sensor 135 of the current position detector 13 can each independently measure the position. In other cases, the distance detected by the distance sensor 133, the geomagnetic sensor 132, and the gyro sensor 136 can be used. The absolute position of the host vehicle (current location of the host vehicle) is detected by a combination of the detected direction or a combination of the distance detected by the distance sensor 133 and the steering angle detected by the steering sensor 134. ing.
[0022]
The communication unit 15 transmits and receives various data to and from an FM transmitter, a telephone line, etc., for example, receives various data such as traffic information and traffic accident information received from an information center or the like. It is supposed to be.
[0023]
The input unit 16 is configured to correct the current position at the start of traveling and input a destination. Examples of the configuration of the input unit 16 include a touch panel that is arranged on the screen of a display constituting the display unit 17 and inputs information by touching keys and menus displayed on the screen, as well as a keyboard, a mouse, a bar, and the like. Examples include a code reader, a light pen, and a remote control device for remote operation.
[0024]
The display unit 17 displays operation guidance, operation menus, operation keys, a route to a guide point set according to a user's request, and various displays such as a guide map along the travel route. Is called. As the display unit 17, a CRT display, a liquid crystal display, a plasma display, a hologram device that projects a hologram on a windshield, or the like can be used.
[0025]
The voice input unit 18 is configured by a microphone or the like, and necessary information is input by voice. The voice output unit 19 includes a voice synthesizer and a speaker, and outputs voice guidance information synthesized by the voice synthesizer. In addition to the voice synthesized by the voice synthesizer, various guidance information may be recorded on a voice storage device such as a tape and output from a speaker. You may combine with the audio | voice of an audio | voice memory | storage device.
[0026]
The navigation system device configured as described above informs the driver of road information around the current location of the vehicle and guides the travel route to the destination of the vehicle. That is, when the destination is input from the input unit 16, the navigation processing unit 11 determines the travel route from the road information read from the data storage unit 12 to the destination based on the vehicle position detected by the current position detection unit 13. The route is selected and output to the display unit 17, and the driver is guided to the destination by the travel route displayed on the display unit 17 and the voice output from the voice output unit 19. If no destination is input, road information around the vehicle position is output to the display unit 17. In the present invention, the function of guiding the driver to the destination may not be provided, and the display unit 17 and the voice output unit 19 for guidance may not be provided.
[0027]
In the configuration as described above, the current location detection unit is configured by the current position detection unit 13, and the road information acquisition unit is configured by the data storage unit 12 and the navigation processing unit 11. The specific point located in the traveling direction of the current position (own vehicle position) is based on the own vehicle position detected by the current position detection unit 13, the traveling direction of the own vehicle, and the road information acquired by the road information acquisition means. The navigation processing unit 11 determines. Further, the distance calculation means includes a current position detection unit 13, a data storage unit 12, and a navigation processing unit 11, and as shown in FIG. 3, from the current position of the host vehicle 2 to each node. The distances L1 to Ln are calculated.
[0028]
The node radius calculation means is constituted by the data storage unit 12 and the navigation processing unit 11, and calculates the node radii r1 to rn for each of the nodes N1 to Nn as shown in FIG. Here, as described above with reference to FIG. 2, the node is an element indicating the position shape of the road in the digital map, and the digitized road information includes a point (node) indicating the position on the road. It is composed of lines (links) connecting nodes. In this embodiment, a node is a specific point. The node radius calculation method at the specific point can be calculated from, for example, the crossing angle of the links that cross at the specific point.
[0029]
Further, the recommended travel speed calculation means is configured by the data storage unit 12, the current position detection unit 13, and the navigation processing unit 11, and each node radius r1 to rn and a preset turning lateral G are shown in FIG. In accordance with a predetermined data table as shown, vehicle speeds (node speeds) V1 to Vn (recommended travel speeds) recommended when passing through each node Nn position are calculated for each node.
[0030]
Next, the planned travel route is a route that has been set when the vehicle's travel route has already been set, and when it is not set, for example, it is predicted that the vehicle will pass when traveling straight ahead. Route. By providing such a travel route detection means for searching for a planned travel route, the planned travel route becomes clearer and controllability is improved.
[0031]
The navigation processing unit 11 compares the distance detected by the forward obstacle detection device 60 and road information such as the node radius and the degree of deceleration request indicating the degree of deceleration required compared to the vehicle speed of the host vehicle. Gn is determined, and a deceleration request degree Gn is supplied to each actuator.
[0032]
The front obstacle detection device 60 is an obstacle located in front of the vehicle, for example, a vehicle traveling in front of the vehicle, a vehicle stopped in front of the vehicle, an obstacle, reflection from the obstacle using radio waves, ultrasonic waves, and the like. Uses algorithms to measure the wave arrival time, frequency deviation due to the Doppler effect, and to recognize figures and characters drawn on the road surface, such as white lines that divide the lane, and the shape and color of obstacles In this embodiment, the image recognition apparatus is used.
[0033]
In addition, for example, the front obstacle recognition device 60 may be configured by combining a laser radar, a millimeter wave radar, an image recognition device, an ultrasonic sensor, or the like alone or appropriately. In addition, as a structure of the front obstacle detection apparatus 60, it is not limited to the said structure.
[0034]
Although not shown, the forward obstacle detection device 60 is configured by a stereo camera in which two CCDs (Charge Coupled Devices), which are one of photoelectric conversion elements, that capture a scene in front of the automobile are horizontally arranged.
This stereo camera has electronic parts such as an image base, an aperture base, and a central processing unit mounted in a body (not shown). By processing the image captured by this camera in the image processing unit of the central processing unit, the distance to the front obstacle (object, person, stop vehicle) and the front vehicle and the relative speed are calculated, It transmits to the navigation processing unit 11.
[0035]
Further, as a control device for controlling the actuator of each part of the vehicle, an engine control device 51, a transmission control device 52, a four-wheel drive control device 53, a brake control device 54, a suspension control device 55, a regenerative braking control device 56, a vehicle star A mobility control control device 57 and a traction control control device 58 are provided.
[0036]
The engine control device (indicated by “E / G ECU” in the figure) 51 adjusts the throttle opening based on the throttle opening signal and the engine speed and other factors (cooling water temperature, sensor signal, etc.) from the engine. Then, the engine output is controlled. Further, when the deceleration request degree Gn is supplied from the navigation processing unit 11, the engine control device 51 as the control amount adjusting means adjusts the throttle opening in accordance with the deceleration request degree Gn so as to reduce the engine output. To control. Moreover, it can also be set as the structure which starts execution of the control according to the deceleration request | requirement degree Gn triggered by having detected the start of deceleration operation.
[0037]
A shift control device (shown as “A / T ECU” in the figure) 52 controls a shift stage of a mechanism portion constituting the automatic transmission. The mechanism section is composed of a gear train mainly composed of planetary gears and a hydraulic circuit that engages and releases each component of the gear train to form a gear stage. A drive signal is output to the actuator (hydraulic solenoid), and the actuator is operated based on the drive signal to form a gear position. When this mechanism is a continuously variable transmission (CVT), the gear ratio is changed.
[0038]
The shift control device 52 is also controlled by a control program stored in the EEPROM. For example, the selection of the shift speed is performed by the throttle opening detected by the throttle opening sensor, the vehicle speed from the vehicle speed sensor 31, and the like. And based on the memory table (shift map). This shift map determines a shift stage unique to the automatic transmission.
[0039]
The shift map is prepared according to each mode of the normal mode and the power mode, and is automatically changed based on the shift mode change command signal supplied from the navigation processing unit 11. Further, the shift mode can be changed via the AT mode changeover switch at the driver's will.
Here, the normal mode is an economic travel pattern in which fuel efficiency and power performance are balanced, and is used for normal travel. The power mode is a pattern in which power performance is emphasized, and is used for driving in a mountainous area or the like. The shift map has a large speed range on the low speed side.
[0040]
The speed change control device 52 as the control amount adjusting means functions as a speed ratio restricting means for determining a changeable speed ratio range according to the deceleration request degree Gn supplied from the navigation processing unit 11. Then, the control range of the gear ratio (upper limit value of the gear stage) is set with the detection of the start of the deceleration operation as a trigger. As a result, when the actual shift speed is out of the regulation range, the actual control is downshifted to assist the deceleration. In this embodiment, by controlling the high speed side (upper limit) of the shift stage without changing this inherent shift map, control is performed so that the shift stage is shifted to the low speed side as a result. . Therefore, any shift map can be used as the inherent shift map.
[0041]
The four-wheel drive control device 53 is a drive force distribution control device provided between the front and rear wheels of the vehicle in a drive device for a four-wheel drive vehicle that varies the drive force distribution between the front and rear wheels of the vehicle. This driving force distribution control device has a center differential and a hydraulic clutch that restricts the operation of the center differential, and can control the hydraulic clutch according to the driving state of the vehicle to obtain a predetermined driving force distribution. It is configured.
[0042]
In this driving force distribution control, when the vehicle starts accelerating, the operation limiting clutch is kept in a directly connected state to control tire slip during starting acceleration / hill climbing, and during normal driving, the front and rear wheels are controlled. The vehicle is stabilized by continuously controlling the hydraulic pressure in accordance with the difference in rotation speed and the vehicle speed. The four-wheel drive control device 53 as the control amount adjusting means, when the deceleration request degree Gn is supplied from the navigation processing unit 11, clutch control for adjusting the degree of engagement of the hydraulic clutch according to the deceleration request degree Gn. Functions as a means. And this clutch control means starts clutch control triggered by the detection of the deceleration operation start.
[0043]
A brake control device (indicated by “brake ECU” in the figure) 54 adjusts the brake fluid pressure to control the braking force of the wheels. For example, during emergency braking (when the brake pedal depressing speed is faster than the specified value), the brake fluid pressure is increased compared to the normal brake operation, The braking force that is the control amount is strengthened. In addition, the brake control unit 61 adjusts the brake fluid pressure and repeats the release and operation of the brake action when braking to detect a wheel lock during braking, thereby suppressing the wheel lock and stabilizing control. It also works as an anti-lock brake system that obtains power.
[0044]
The brake control device 54 as a control amount adjusting unit functions as a brake adjusting unit that adjusts a set value of the brake fluid pressure according to the deceleration request degree Gn supplied from the navigation processing unit 11. And control is performed triggered by detection of the deceleration operation start.
[0045]
The suspension control device 55 selects the suspension mode, or the suspension control device 55 determines whether the suspension mode depends on the vehicle state (for example, vehicle speed, steering angle, engine speed, brake signal, vehicle acceleration, etc.). The damping force is automatically controlled independently of the front and rear. For example, the vehicle deceleration due to the brake operation force is calculated from the information of the stop lamp switch and the vehicle speed sensor, the dive state of the vehicle is detected at an early stage, and the damping force is switched to a higher level to suppress the dive of the vehicle and reduce the grounding performance Both comfort and security are secured.
[0046]
In this control, the damping force is finely controlled according to the deceleration generated according to the state of the brake operation. On the other hand, whether or not the vehicle is traveling at high speed is determined from information from the vehicle speed sensor, and the controllability and stability of the vehicle during high-speed traveling are ensured by controlling the damping force according to the vehicle speed.
[0047]
The suspension control device 55 as a control amount adjusting unit functions as a damping adjusting unit that adjusts the damping force of the suspension in accordance with the deceleration request degree Gn supplied from the navigation processing unit 11. Then, the control for adjusting the damping force is executed with the detection of the start of the deceleration operation as a trigger.
[0048]
The regenerative braking control device 56 controls a regenerative amount by regenerative braking in an electric vehicle using the output of the motor as a driving force. Electric vehicles include electric vehicles (hereinafter referred to as “EV”) that use motor output as driving force, and hybrid vehicles that use at least one of the motor or engine outputs as driving force (series, parallel, etc.) Is known). As such EV and hybrid braking means, a wheel brake that brakes a wheel by hydraulic pressure or the like, and a regenerative braking device that regeneratively brakes the motor are known. When braking an EV or hybrid vehicle equipped with both such wheel brake and regenerative braking device, the wheel is braked by the wheel brake and the motor is regeneratively braked by the regenerative braking device.
[0049]
The regenerative braking control device 56 serving as a control amount adjusting unit functions as a regenerative amount adjusting unit that adjusts the regenerative amount by the motor during regenerative braking according to the deceleration request degree Gn supplied from the navigation processing unit 11. Then, the control for adjusting the regeneration amount is executed in response to the detection of the start of the deceleration operation.
[0050]
The vehicle stability control control device 57 detects the turning lateral acceleration during traveling by a gyro sensor, and controls the rotation of each wheel by controlling the brake fluid pressure and the throttle opening of the engine according to the detected value. The vehicle posture is maintained in a stable state.
[0051]
The traction control control device 58 controls the driving force of the wheels by controlling the throttle opening and the brake fluid pressure of the engine based on the detection of the wheel slip at the time of starting.
The navigation system device 10 and each of the control devices are connected to each other via a communication line and communicated appropriately.
[0052]
The vehicle state detection unit 30 includes a vehicle speed sensor 31 as vehicle speed detection means, a brake sensor 32 as a deceleration operation detection means, an accelerator opening sensor 33, and a winker sensor 34, and further includes a throttle opening sensor 35. Yes. The vehicle speed sensor 31 is the vehicle speed V, the brake sensor 32 is whether the brake is depressed (ON / OFF), the accelerator sensor 33 is the accelerator opening α, the winker sensor 34 is the ON / OFF of the winker switch, the throttle sensor Detects the throttle opening θ.
[0053]
The detected deceleration operation is supplied to the navigation processing unit 11 as a brake ON / OFF signal, an accelerator opening signal, and a blinker ON / OFF signal. Further, the vehicle speed V detected by the vehicle speed sensor 31 is supplied to the navigation processing unit 11 and the transmission control device 52, and the throttle opening θ detected by the throttle sensor is supplied to the transmission control device 52.
[0054]
The driver's deceleration operation can be detected by the brake ON signal. Further, the driver's deceleration operation can be detected by a change in the accelerator opening α. In other words, when the accelerator opening is close to zero and the accelerator opening decreases by more than a predetermined rate of change (the ratio that the amount of depression is reduced with respect to the amount of depression of the accelerator pedal), the driver's deceleration It can be detected as an operation. That is, the operation of returning from the state where the accelerator pedal is depressed can obviously be intended for deceleration, and can be detected as a deceleration operation. This detection may be performed by a change amount (decrease amount), a change speed (decrease speed), a change acceleration (decrease acceleration), or the like of the accelerator opening α. The deceleration operation can also be detected by combining these parameters and the state after the change of the accelerator opening α. For example, even if α≈0, the vehicle may be traveling inertially, so that there is a decrease in the accelerator opening, and when α≈0, it is detected as a deceleration operation. You can also
[0055]
In addition, even if there is a decrease in the accelerator opening α, there are operations to stop acceleration, so the change amount (decrease amount), change speed (decrease rate), change acceleration (decrease acceleration), etc. of the accelerator opening α, etc. However, when the value is equal to or greater than a predetermined value, it can be configured that the driver intends to reduce the vehicle speed and detects this as a deceleration operation or the start of a deceleration operation.
[0056]
Further, the driver's intention to decelerate can be predicted based on the turn signal ON signal and detected as a decelerating operation. The detection of the deceleration operation based on the winker ON operation may be further determined in combination with the vehicle speed when the winker is ON. For example, when the turn signal is ON, if the vehicle is not decelerated to a speed that allows entry into an intersection, it can be predicted that a deceleration operation will be performed to enter the intersection. If it is, it is possible not to detect it as a deceleration operation.
[0057]
Moreover, it can also be set as the structure which detects as deceleration operation, when the operation of any one of the depression of an accelerator opening degree, depression of a brake, and ON operation of a winker is detected. In this case, the deceleration operation can be reliably detected. Moreover, it is good also as a structure detected as deceleration operation, when two or more are detected among the reduction | decrease of an accelerator opening degree, depression of a brake, and ON operation of a blinker. In this case, the degree of deceleration intended by the driver can be confirmed more clearly. For example, the degree of deceleration intended by the driver is greater when the accelerator is turned off (abrupt decrease in accelerator opening) and the brake is depressed than when the vehicle is decelerated only by decreasing the accelerator opening. It can be judged.
[0058]
The deceleration operation detecting means described above may be configured to detect the start of the deceleration operation. For example, it is possible to detect that the accelerator pedal is switched from on to off, the accelerator pedal is returned at a speed higher than a predetermined speed, the brake pedal is turned on, or the like as the start of the deceleration operation. For example, when the accelerator opening α is greater than or equal to a predetermined value and α = 0, or when the accelerator is returned at a speed greater than or equal to the predetermined value, the detection is made as the start of the deceleration operation. can do. With such a configuration, for example, an operation of returning the accelerator pedal for the purpose of suppressing acceleration or stopping acceleration can be configured not to be detected as a deceleration operation.
[0059]
The automatic transmission apparatus according to the present embodiment is, for example, a 5-speed automatic transmission, and the shift lever for switching the shift stage can select six shift positions: a parking range, a reverse range, a neutral range, a D range, a D4 range, and a second range. The 6-position type is mechanically connected to a shift position sensor (not shown) attached to the mechanism of the automatic transmission.
At the shift position of the drive range, the gear position is selected between 1st and 5th speeds, at the third range, the gear stage is selected between 1st and 3rd speeds, and at the second range, the gear stage is selected between 1st and 2nd speeds. Is done.
[0060]
In the present embodiment, only when the shift lever is held at the shift position of the drive range, the shift system range restriction that can be changed by the navigation system device 10 can be executed. For example, if the upper limit is restricted to the third speed by the navigation processing unit 11 even if the fourth speed is determined by the speed change control device 52, the drive signal from the speed change control device 52 is from the first speed to the third speed. It is output only within the range. And a drive signal is output within the range with respect to the actuator which sets the gear ratio of a mechanism part. The shift position is also supplied from the shift control device 52 to the navigation processing unit 11.
[0061]
Hereinafter, the operation content of the entire vehicle control device of the present invention including the operation of the navigation processing unit 11 as the deceleration request degree determination means will be described based on the flowchart shown in FIG.
[0062]
The front obstacle detection device 60 calculates the distance and relative speed to the front obstacle (object, person, stop vehicle) and the front vehicle, and the navigation processing unit 11 acquires these pieces of information (step S100).
Next, the front road shape and the like are recognized (step S200).
For example, the current position on the road data is recognized based on the absolute position detected by the GPS receiver 131 of the current position detection unit 13, and the road data (road type, road shape, node of each node) input from the data storage unit 12 is recognized. Coordinate data is included) and a node existing 100 m ahead of the current position of the vehicle is searched.
[0063]
A distance Ln from the current position and road data to each node existing in front of the vehicle and a node radius rn at each node are calculated.
Then, the node speed Vn corresponding to the calculated node radius rn is calculated. Further, it is determined where the calculated node radius rn belongs in the corner information.
[0064]
Next, a deceleration request degree Gn is obtained (step S300). The target turning vehicle speed calculation map shown in FIG. 4 sets a recommended deceleration in consideration of stable deceleration, vehicle behavior, deceleration due to change of gear position, etc., and according to the deceleration, It is a map in which the vehicle speed considered to be most appropriate at the current position is set. That is, the deceleration required to decelerate to the respective node speeds V1 to Vn is displayed as a deceleration curve, the optimum vehicle speed Vgn determined to be appropriate at the current position is calculated, and it is the vehicle speed of the host vehicle at the current position. The vehicle having the maximum value ΔVn obtained by subtracting the optimum vehicle speed Vgn at each node from the current vehicle speed V is selected (determined that the most deceleration is required).
[0065]
From this ΔV and the current vehicle speed V, a “curve deceleration request degree Gc” indicating how much deceleration is required with respect to the curve ahead is calculated based on (ΔV / V) (Gc = ΔV / V).
[0066]
A reference inter-vehicle distance L0 is calculated based on the preset map shown in FIG. 6 from the inter-vehicle distance L acquired in step S100 and the detected current vehicle speed V. This reference inter-vehicle distance L0 is an inter-vehicle distance set by experimenting in advance with an inter-vehicle distance that can be taken by a general driver according to the vehicle speed. Further, it is possible to adopt a configuration in which L0 is appropriately corrected by using an algorithm that generally learns the inter-vehicle distance taken by the driver based on the operation of the driver.
[0067]
Based on (L / L0), “normalized inter-vehicle distance Lx (= L / L0)” is calculated from the inter-vehicle distance L and the reference inter-vehicle distance L0.
Based on the normalized inter-vehicle distance Lx and the approach speed ΔVs (= relative speed) between the obstacle obtained in step S100, the “inter-vehicle deceleration request degree Gx” is obtained from the map shown in FIG.
[0068]
Corresponding to the “curve deceleration request degree Gc” and “inter-vehicle deceleration request degree Gx” obtained as described above, the “deceleration request degree Gn” is obtained based on a preset map shown in FIG.
[0069]
This map is usually created in consideration of the deceleration state that occurs during traveling. Normally, the environment in which the vehicle travels depends on the shape of the road and the state in which other vehicles are traveling. Considering this area, the deceleration required for the shape of the road and other factors It is determined from both the necessary deceleration and both according to the running state of the vehicle.
[0070]
A deceleration request degree is supplied to each control device (step S400). The deceleration request degree Gn calculated in step S300 is supplied to each control device. That is, the control device is supplied with a unified signal of the required deceleration rate Gn, so that it is not necessary to calculate the required deceleration rate Gn for each control device, and the processing operation burden is reduced accordingly.
[0071]
Reception of deceleration request degree Gn in each control device (step S500). Each control device receives the deceleration request degree Gn from the navigation processing unit 11, and based on the signal, the control operation is independently performed for each control device. The execution timing can be appropriately adjusted by performing communication between the control devices in consideration of the difference in the control contents between the control devices.
[0072]
The start of the deceleration operation is detected (step S600).
When the deceleration operation detecting means such as the accelerator opening sensor 33 detects the start of the deceleration operation, it supplies the fact to the respective control devices. The content of detection of the deceleration operation may be changed according to the control content of each control device and the deceleration request degree Gn. Further, the shift control device 52 detects a deceleration operation based on the accelerator opening and transmits a detection signal. The engine control device 51 and the brake control device 54 detect the deceleration operation based on the depression of the brake pedal. It is good also as a structure which transmits a detection signal by.
[0073]
Next, each control device to which the deceleration request degree Gn is supplied will be described with respect to the operation (step S700) that operates based on the deceleration request degree Gn.
The engine control device 51 performs control to close the throttle opening of the electronic throttle of the engine according to the deceleration request degree Gn. For example, in the case of the deceleration request levels G6 and G7 that require a high degree of deceleration, the throttle opening is closed to assist the deceleration.
[0074]
When the shift control device 52 receives the deceleration request degree Gn and receives a deceleration operation start detection signal, a preset map as shown in FIG. 9 is obtained from the current vehicle speed and the deceleration request degree Gn at that time. Accordingly, an upper limit of the gear ratio is set, and this is set as SHIFT-N. Further, the speed change control device 52 sets a speed change ratio based on the speed change map owned by itself and sets this as SHIFT-S. This SHIFT-N and SHIFT-S are compared and output to the actuator of the transmission as a shift stage SHIFT-0 that instructs the larger shift ratio (the smaller shift stage or the lower speed shift ratio, the shift stage). As a transmission, a normal stepped transmission (including a case of a four-speed shift and a three-speed shift in addition to a five-speed shift) and a continuously variable transmission can be implemented. Specifically, as shown in FIG. 10, an upper limit gear stage or a gear ratio is set according to the deceleration request degree Gn. Alternatively, the timing for starting execution may be adjusted so as to perform shift down control after communication with the engine control device 51 is completed and control for closing the throttle opening of the engine is completed.
[0075]
When the four-wheel drive control device 53 receives the deceleration request degree Gn and receives the deceleration operation start signal, it adjusts the degree of engagement of the hydraulic clutch according to the deceleration request degree Gn. As shown in FIG. 10, the degree of engagement of the hydraulic clutch is set higher as the deceleration request degree Gn increases, in other words, the hydraulic pressure of the hydraulic clutch is set higher.
[0076]
The hydraulic pressure of the hydraulic clutch is set corresponding to the deceleration request degree Gn and the corner information of the front corner. For example, the corner information of the front corner is classified and supplied as follows. R0 is supplied when the front is not a corner but a straight line, R1 is supplied when the radius of curvature of the corner is large, R3 is supplied when the corner is small, and R2 is supplied when the corner is in the middle. In this case, RR is supplied. In the case of left turn, RL is supplied. Such corner information is supplied from the navigation processing unit 11 together with the deceleration request degree Gn.
[0077]
The degree of engagement of the clutch is set to be close to direct coupling in the order of R3, R2, R1, and R0. The smaller the radius of curvature of the corner, the lower the degree of clutch engagement, so that the rotational difference between the front and rear wheels can be absorbed, and driving and torque transmission can be performed effectively. Further, when G7 requiring the most deceleration is supplied and the corner information is R0, the hydraulic pressure is set to a high state, and the center differential is brought to a state close to the direct connection state.
[0078]
In addition, when braking is performed in a state where deceleration is required (deceleration request degree Gn is high), even if one of the four wheels slips, the driving torque is transmitted to the remaining wheels, so the vehicle decelerates stably. Is possible. In this state where deceleration is required, when the anti-lock brake system is operating in the brake control device 54, the operation of the hydraulic clutch is released by supplying the ABS operation signal from the brake control device 54. Let Thereby, the state where the tire falls into the lock can be eliminated, and more stable deceleration can be achieved.
[0079]
When receiving the deceleration request degree Gn and the detection signal for starting the deceleration operation, the brake control device 54 increases the brake fluid pressure. As shown in FIG. 10, the method of increasing the brake fluid pressure corresponds to the deceleration demand degree Gn. For example, when the maximum deceleration demand degree G7 is supplied, the brake fluid pressure is increased to the maximum brake pressure. Hydraulic pressure.
For this reason, since the braking force with respect to the depression force of the driver's brake pedal becomes larger than the normal case, it is possible to cope with a case where a large deceleration force is required.
[0080]
When the suspension control device 55 receives the deceleration request degree Gn and the detection signal for starting the deceleration operation, the suspension control device 55 controls the damping force to be higher. The setting of the damping force of the suspension corresponds to the deceleration request degree Gn (see FIG. 10). For example, when the maximum deceleration request degree G7 is supplied, the damping force is set to the highest state.
[0081]
For this reason, since damping force is set high corresponding to the high necessity of deceleration of a vehicle, the dive state of a vehicle can be suppressed and grounding property and stability can be improved. In addition, since the damping force is controlled at the moment when the driver decelerates the vehicle, the driver feels uncomfortable and secures the riding comfort during normal driving.
[0082]
Further, as another embodiment, the following may be possible. For example, the aforementioned corner information is acquired, and the damping force of the suspension is changed according to the corner information. Specifically, the damping force is set so as to increase in this order corresponding to R0, R1, R2, and R3. In the case of right turn RR, the left side damping force is set high, and in the case of left turn RL, the right side damping force is set high.
[0083]
For example, when the curvature of the front corner is R3 (the curvature is large) and the right turn RR is described, when the deceleration request degree Gn, the corner information, and the event are received, the suspension control device 55 performs suspension of the right and left front wheels. Is set to a damping force corresponding to the deceleration request degree Gn, and the damping force of the left and right front and rear wheel suspensions is set to be higher than the set value on the right side. How high is set can be set according to vehicle speed and corner curvature. According to this, the lateral roll of the vehicle due to the lateral acceleration related to the vehicle is eliminated, and the stability of the vehicle can be improved.
[0084]
When the regenerative braking control device 56 receives the deceleration request degree Gn and the detection signal for starting the deceleration operation, it determines the regenerative braking force and performs control. The setting of the regenerative braking force corresponds to the deceleration request degree Gn. For example, when the maximum deceleration request degree G7 is supplied, the regenerative braking force is set to the highest state.
[0085]
Thus, when the vehicle is required to decelerate, the deceleration can be assisted by regenerative braking. In addition, since the regenerative braking is performed simultaneously with the driver's deceleration operation, the uncomfortable feeling to the driver is eliminated.
[0086]
When the vehicle stability control device 57 receives the deceleration request degree Gn and the detection signal for starting the deceleration operation, the vehicle stability control device 57 determines the adjustment amount of the brake fluid pressure and the throttle opening based on the detection of the turning lateral acceleration according to the deceleration request degree Gn. And set it high. As a result, more stable traveling can be obtained even during sudden deceleration.
[0087]
In addition to the above, the four-wheel steering control device receives the deceleration request degree Gn and the detection signal for starting the deceleration operation, and prohibits in-phase and reverse-phase control of the rear wheels when the deceleration request degree Gn is a predetermined value or more. Control may be performed.
[0088]
In the power steering control device, the deceleration request degree Gn and the detection signal for starting the deceleration operation may be received, and when the deceleration request degree Gn is equal to or greater than a predetermined value, control for reducing the power steering force may be performed.
[0089]
An example of the above control of this embodiment when the vehicle travels on a road will be described with reference to FIG. FIG. 11A schematically shows a road, and FIG. 11B shows a command for a deceleration request degree Gn.
[0090]
The vehicle is now traveling on a straight portion of the road at a vehicle speed Vnow. Here, the navigation system apparatus 10 recognizes the current position, calculates the node speed for each node existing in front of the vehicle from the current position and road information, and requests a curve deceleration at the node Np that requires the most deceleration. The degree Gc is calculated.
[0091]
Further, the inter-vehicle deceleration request degree Gx is calculated from the distance to the forward obstacle E detected by the forward obstacle detection device 60. Then, the deceleration request degree G0 is calculated from the curve deceleration request degree Gc and the inter-vehicle deceleration request degree Gx. Each unit control device operates in accordance with the degree of deceleration request. Then, when the vehicle moves forward without decelerating, the necessity of deceleration increases by approaching the node Np, and the deceleration request degree G3 is set at time t1 (position (1)). At the time of approaching the node Np, when the deceleration operation for turning off the accelerator and depressing the brake is started, the gear stage is shifted down from the 4th speed to the 3rd speed, and the assist of the deceleration is performed. At the time t2 (position (2)) when passing through the node Np, the vehicle has passed a point where a high deceleration is required, so the deceleration requesting degree G0 is obtained. When the vehicle further moves forward and approaches the obstacle E, the distance to the obstacle is reduced, the inter-vehicle deceleration request degree Gx is increased, and the deceleration request degree G7 is set. As a result, the gear position is shifted down to the first gear, the throttle opening is closed, the suspension damping force is set to the strongest, the brake hydraulic pressure is set to the largest, and the four-wheel drive is triggered by the start of the deceleration operation. In the case of a car, the engagement of the clutch is increased to a state close to direct coupling. In the case of an electric vehicle, the regenerative braking is set to the most effective state.
[0092]
As described above, since the calculation of the deceleration request degree Gn is performed by the navigation processing unit 11, the processing load on each control device is reduced, the processing speed is improved, and the entire vehicle can be controlled smoothly. Moreover, the control operation unified as the whole vehicle can be more precisely performed by mutually matching the control execution timing by communication with other control devices.
[0093]
【The invention's effect】
As described above, according to the vehicle control device of the present invention, the necessity of deceleration is determined in consideration of the road information and the inter-vehicle distance, so that it is possible to control each part of the vehicle suitable for the environment around the vehicle. Become. In particular, since the means for determining the degree of deceleration request and the control device that controls based on the determined degree of deceleration request are separated, the processing burden on each control device is reduced, the processing speed is improved, and the entire vehicle Smooth control becomes possible.
Since the control operation is started in response to the start of the deceleration operation, the operation timing of each control device can be easily achieved, and a smoother control operation can be ensured.
[0094]
In the present invention, by performing control to determine the range of the changeable gear ratio, it is possible to further determine the gear ratio range according to the driving environment, and change the gear ratio at a timing according to the driver's intention. can do.
In the present invention, by performing the braking force adjustment control, a braking force corresponding to the traveling environment is further obtained, and the braking force of the vehicle is more reliably exhibited.
In the present invention, by adjusting the damping force of the suspension, the damping force can be controlled more precisely according to the traveling environment.
In the present invention, by controlling the degree of engagement of the clutch that transmits the driving force to the front and rear wheels in the four-wheel drive vehicle, efficient power transmission according to the traveling environment becomes possible.
In the present invention, by performing regeneration amount control during regenerative braking in a motor-driven vehicle, more efficient regeneration can be obtained and sufficient braking assistance can be achieved.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a configuration of a vehicle control device of the present invention.
FIG. 2 is a schematic diagram showing the structure of road data stored in a data storage unit.
FIG. 3 is a schematic diagram showing the arrangement of nodes on a road.
FIG. 4 is a map for obtaining a target turning vehicle speed for each node.
FIG. 5 is a flowchart showing the operation of the vehicle control apparatus.
FIG. 6 is a map for obtaining a reference inter-vehicle distance.
FIG. 7 is a map for obtaining an inter-vehicle deceleration request degree.
FIG. 8 is a map for obtaining a deceleration request degree from a curve deceleration request degree and an inter-vehicle deceleration request degree.
FIG. 9 is a map for setting an upper limit value of a speed range restriction range from a vehicle speed and a degree of deceleration request.
FIG. 10 is a reference diagram showing the contents of a control amount that is adjusted according to the degree of deceleration request.
FIG. 11 is a time chart showing a state in which the degree of deceleration request is changed as the vehicle travel position changes.
[Explanation of symbols]
1 Vehicle control device
2 Vehicle
10 Navigation system device
11 Navigation processor
12 Data storage unit
13 Current position detector
30 Vehicle state detection unit
51 Engine control device
52 Transmission control device
53 Four-wheel drive controller
54 Brake control device
55 Suspension control device
60 Front obstacle detection device

Claims (7)

In a vehicle control device configured by a navigation device, a forward obstacle detection device, a control device that controls a plurality of different actuators arranged in the vehicle, and a vehicle state detection unit that detects vehicle speed and the like,
The front obstacle detection device
Provided with the inter-vehicle distance detecting means for detecting the inter-vehicle distance with the preceding vehicle and supplying the detected inter-vehicle distance to the navigation device,
The vehicle state detector
Vehicle speed detecting means for detecting the vehicle speed of the own vehicle;
The vehicle is provided with a deceleration operation detecting means for detecting the start of the deceleration operation, and the detected vehicle speed and a detection signal for the start of the deceleration operation are supplied to the navigation device,
Navigation device
Road information storage means for storing road information;
Current location detection means for detecting the current location;
A recommended travel speed calculating means for searching for a specific point in the traveling direction of the vehicle from the road information storage means and calculating a recommended travel speed that is a recommended speed when passing through the specific point;
Based on said recommendation traveling speed and the detected vehicle speed and the supplied vehicle distance, and the deceleration request determining unit to determine the deceleration request degree indicating the degree of deceleration is required,
Supply the supplied deceleration detection start detection signal and the deceleration request to the control device,
The control device
When the detection signal of the start of the deceleration operation is supplied, that a control amount adjusting means for determining a control amount of the actuators, the adjustment of the determined control amount according to the supplied deceleration request degree A vehicle control device. The deceleration request degree determination means includes:
Calculate the curve deceleration demand based on the distance between the specific point and the current location and the speed difference between the recommended travel speed of the specific point and the current vehicle speed, and calculate the inter-vehicle deceleration demand based on the detected inter-vehicle distance. 2. The vehicle control device according to claim 1 , wherein a deceleration requesting degree is determined from the curve deceleration requesting degree and the inter-vehicle deceleration requesting degree .   3. The vehicle control device according to claim 1, wherein the control amount of the actuator adjusted by the control amount adjusting means is a speed ratio of a transmission that changes engine rotation.   The vehicle control device according to claim 1 or 2, wherein the control amount of the actuator adjusted by the control amount adjusting means is a braking force by a brake.   The vehicle control device according to claim 1 or 2, wherein the control amount of the actuator adjusted by the control amount adjusting means is a damping force of the suspension.   The vehicle control device according to claim 1, wherein the control amount of the actuator adjusted by the control amount adjusting means is a degree of engagement of a clutch for transmitting driving force to the front and rear wheels in a four-wheel drive vehicle.   The vehicle control device according to claim 1 or 2, wherein the control amount of the actuator adjusted by the control amount adjusting means is a regenerative amount by a motor at the time of regenerative braking in a motor-driven vehicle.

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