JP3873930B2 - Vehicle notification device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention performs deceleration control according to whether or not the traveling state of the host vehicle is a traveling state suitable for a road shape such as a curved road to be passed, and the traveling state is inappropriate due to a change in the speed of the host vehicle. It is related with the alerting | reporting apparatus for vehicles which alert | reported whether it was.
[0002]
[Prior art]
Conventionally, there has been proposed a speed control device that detects a forward object in front of the host vehicle, regards the detected forward object as a preceding vehicle, and performs traveling control so that the inter-vehicle distance from the forward object is constant. (For example, refer to Patent Document 1).
[0003]
[Patent Document 1]
JP-A-9-263159
[0004]
[Problems to be solved by the invention]
However, as described in Patent Document 1, when the speed control is performed so that the distance between the host vehicle and the front object is constant, for example, when a curved road exists in front of the host vehicle. In some cases, a guard rail or a reflector (deriniator) disposed on the curved road may be erroneously detected as a forward stop object. For this reason, a braking force is generated on the erroneously detected forward stop object such as the guard rail as described above. Actually, the stop object is not the obstacle but the guard rail or the like. As a result, there is a problem that the automatic braking is activated and the driver may be bothered or uncomfortable. However, even if it is erroneously detected as a stopped object such as a guardrail on a curved road, if the traveling state of the host vehicle is not appropriate when entering the curved road, the driver is informed that it is inappropriate. That is useful.
[0005]
Therefore, the present invention has been made paying attention to the above-mentioned conventional unsolved problems, and causes trouble for the driver due to erroneous detection of a guard rail or the like as a stop object on a curved road ahead of the host vehicle. Accordingly, an object of the present invention is to provide a vehicle notification device capable of effectively notifying a driver when the vehicle is in a traveling state that is not appropriate for traveling on a curved road.
[0006]
[Means for Solving the Problems]
  In order to achieve the above object, the vehicle alarm device according to the present invention is based on the road shape in front of the host vehicle detected by the road shape detecting means and the traveling speed detected by the traveling speed detecting means. The estimation means estimates the passing margin of the host vehicle when passing through a location corresponding to the road shape, and based on the passing margin, the host vehicle travels when passing through the location corresponding to the road shape. The appropriateness of the state is determined.At this time, the approaching vehicle speed corresponding to the curve shape in front of the host vehicle is detected, and the value obtained by dividing the distance from the host vehicle to the curve by the deviation between the approaching vehicle speed and the traveling speed of the host vehicle is the passing margin. It is an indicator.
[0007]
Then, according to the determination result, at least one of the driving torque and the braking torque is changed by the appropriate notification means, and the braking force acts on the host vehicle, thereby notifying whether the running state is appropriate. Done.
Therefore, the driver can recognize in advance whether or not the vehicle is in an appropriate traveling state when passing a portion corresponding to the road shape in front of the host vehicle, depending on whether or not the braking force is applied. It becomes possible.
[0008]
【The invention's effect】
The vehicle alarm device according to the present invention corresponds to the road shape by the passage allowance estimating means based on the road shape in front of the host vehicle detected by the road shape detecting means and the running speed detected by the running speed detecting means. The degree of allowance of the own vehicle when passing through the place to be used is estimated, and based on this degree of allowance, the appropriateness of the traveling state of the own vehicle when passing through the place corresponding to the road shape is determined. Accordingly, the appropriate notification means changes at least one of the driving torque and the braking torque to generate the braking force. Therefore, the driver corresponds to the road shape in front of the host vehicle depending on whether the braking force is generated. It is possible to recognize in advance whether or not the vehicle is in an appropriate running state when passing through a place to be performed. Therefore, when the driving state is not appropriate, it is possible to pass in an appropriate driving state when actually passing a portion corresponding to the road shape by taking measures in advance so as to obtain an appropriate driving state. And safety can be improved.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
First, a first embodiment will be described.
FIG. 1 is a schematic configuration diagram showing a travel control system in which the vehicle alarm device of the present invention is incorporated.
This travel control system includes wheel speed sensors 1FL to 1RR that detect the wheel speed of each wheel, a brake pedal 3, an accelerator pedal 4, a braking force control device 20, a driving force control device 10, a navigation device 40, a notification control controller 5, and The engine 6 is configured to be included.
[0010]
The driving force control device 10 controls the engine 6 so as to generate a driving force according to the operation state of the accelerator pedal 4 and changes the driving force to be generated according to a command from the notification controller 5. It is configured as follows.
FIG. 2 is a block diagram showing a configuration of the driving force control apparatus 10. The driving force control device 10 includes a driver required driving force calculation unit 11, an adder 12, and an engine controller 13.
[0011]
The driver-requested driving force calculation unit 11 calculates a driving force required by the driver (hereinafter referred to as a driver-requested driving force) in accordance with the depression amount of the accelerator pedal 4 (hereinafter referred to as an accelerator pedal depression amount). For example, the driver required driving force calculation unit 11 uses a characteristic map (hereinafter referred to as a driver required driving force calculation map) that defines the relationship between the accelerator pedal depression amount and the driver required driving force as shown in FIG. The driver requested driving force corresponding to the accelerator pedal depression amount is obtained. Then, the driver request driving force calculation unit 11 outputs the calculated driver request driving force to the engine controller 13 via the adder 12. The driver required driving force calculation map is held by the driver required driving force calculation unit 11.
[0012]
The engine controller 13 calculates a control command value for the engine 6 using the driver requested driving force as a target driving force. The engine 6 is driven based on this control command value. In addition, when the driving force correction amount is input to the adder 12 in the driving force control device 10 and the driving force correction amount is input to the driving force control device 10, the engine controller 13 Then, a target driving force consisting of a corrected driver required driving force obtained by adding the driving force correction amount by the adder 12 is input.
[0013]
In this way, the driving force control device 10 calculates the driver required driving force according to the accelerator pedal depression amount by the driver required driving force calculation unit 11, while the driving force correction amount is separately input. A target driving force obtained by adding the driving force correction amount by the adder 12 is obtained, and the engine controller 13 calculates a control command value corresponding to the target driving force.
[0014]
The braking force control device 20 controls the brake fluid pressure so as to generate a braking force according to the operation state of the brake pedal 3 and changes the braking force to be generated according to a command from the notification controller 5. It is configured as follows.
FIG. 4 is a block diagram showing a configuration of the braking force control device 20. The braking force control device 20 includes a driver request braking force calculation unit 21, an adder 22, and a brake fluid pressure controller 23.
[0015]
The driver-requested braking force calculation unit 21 calculates a braking force required by the driver (hereinafter referred to as a driver-requested braking force) according to the amount of depression of the brake pedal 3 (hereinafter referred to as a brake pedal depression amount). For example, as shown in FIG. 5, the driver required braking force calculation unit 21 has a characteristic map (hereinafter referred to as a driver required braking force calculation map) that defines the relationship between the brake pedal depression amount and the driver required braking force. In this way, the driver's required braking force corresponding to the depression amount of the brake pedal is obtained. Then, the driver request braking force calculation unit 21 outputs the calculated driver request braking force to the brake fluid pressure controller 23 via the adder 22. The driver requested braking force calculation map is held by the driver requested braking force calculation unit 21.
[0016]
The brake fluid pressure controller 23 calculates a brake fluid pressure command value using the driver requested braking force as a target braking force. In addition, the braking force control device 20 has a braking force correction amount input to the adder 22, and when the braking force correction amount is input, the brake fluid pressure controller 23 receives the braking force correction amount by the adder 22. A target braking force consisting of a corrected driver required braking force with the braking force correction amount added is input.
[0017]
As described above, the braking force control device 20 calculates the driver required braking force corresponding to the amount of depression of the brake pedal in the driver required braking force calculation unit 21, while the braking force correction amount is separately input. Obtains the target driving force obtained by adding the braking force correction amount by the adder 22, and the brake fluid pressure controller 23 calculates the brake fluid pressure command value corresponding to the target braking force.
[0018]
For example, as shown in FIG. 6, the navigation device 40 includes a latitude and longitude calculation unit 41, a map matching processing unit 42, a map unit 43, and a screen display unit 44.
The latitude and longitude calculation unit 41 calculates the latitude and longitude of the host vehicle based on the satellite position and time information sent from the GPS antenna. The map unit 43 stores map information as a digital map. Here, the digital map in the map unit is linked to a database representing the road type. The map matching processing unit 42 performs map matching based on the latitude and longitude information obtained by the latitude and longitude calculating unit 41 and the map information held by the map unit 43, and specifies the vehicle position on the map. The screen display unit 44 recognizes the road shape ahead of the host vehicle based on the host vehicle position on the map specified by the map matching processing unit 42. When a curve road exists ahead of the host vehicle, the curve radius of the curve entrance existing ahead and the distance to the curve entrance are detected. The information and the road type information called from the database are transmitted to the notification controller 5 for the road determined by the map matching processing unit 42 to be traveling.
[0019]
The notification control controller 5 includes various wheel speed information of the wheel speed sensors 1FL to 1RR, detection results of the obstacle detection processing device 2, operation state information of the accelerator pedal 4, road type information from the navigation device 40, and the like. Information is input, and command signals for driving the driving force control device 10 and the braking force control device 20 are calculated based on the information.
FIG. 7 is a block diagram showing logic of arithmetic processing performed by the notification controller 5.
[0020]
The notification control controller 5 estimates a traveling speed of the host vehicle based on detection signals from the wheel speed sensors 1FL to 1RR, a traveling speed estimation unit 101 estimated by the traveling speed estimation unit 101, and navigation. Based on the navigation information from the device 40, a passing margin calculating unit 102 for calculating a passing margin indicating whether or not the host vehicle is traveling at an appropriate traveling speed when passing the forward curve, the passing margin A repulsive force calculation unit 103 that calculates a repulsive force according to the degree of passage margin calculated by the degree calculation unit 102, a driver requested torque calculation unit 104 that calculates a driving torque requested by the driver based on the depression amount of the accelerator pedal 4, and Based on the repulsive force calculated by the repulsive force calculating unit 103 and the driver required torque calculated by the driver required torque calculating unit 104. The target torque to be generated is calculated, and based on this, the engine target torque to be generated by the engine 6 and the braking torque to be generated by the brake fluid pressure controller 23 are calculated, and the target braking force and the target driving force corresponding thereto are calculated. And a target torque calculation unit 105 for calculating.
[0021]
Next, in order to achieve the logic of FIG. 7, the arithmetic processing of FIG. 8 executed by the notification controller 5 will be described. This calculation process is executed every predetermined sampling time ΔT set to, for example, about 10 msec. Note that, in this arithmetic processing, in particular, a step for communication is not provided, but necessary information is exchanged with other controllers or storage devices at any time, and information obtained by the arithmetic processing is constantly provided with other controllers. Alternatively, it is exchanged with a storage device.
[0022]
In this calculation process, first, in step S1, from the navigation device 40, the current position of the host vehicle, the road shape ahead of the host vehicle, the curve entrance radius Rs of the curve entrance point Cs, and from the host vehicle up to the curve entrance point Cs. Predetermined navigation information such as the distance Lrs is read. The curve entrance point Cs represents a point where the road curvature changes as shown in FIG.
[0023]
Next, the process proceeds to step S2, and it is determined whether there is a curved road ahead of the host vehicle based on the navigation information. When it is determined that there is no curved road, the process proceeds to step S3, where Fc = 0 is set as the repulsive force Fc, and this is set as the correction amount. Then, the process ends.
On the other hand, when it is determined that there is a curved road, the process proceeds to step S4, and the passage margin is calculated.
[0024]
The calculation of the pass margin is performed according to the procedure shown in FIG.
First, in step S12, the target lateral acceleration Yg when entering the notified curved road^*Define This target lateral acceleration Yg^*Is set to a value at which the host vehicle can travel stably when traveling on the curved road, for example, about 0.4G. This target lateral acceleration Yg^*However, as the value increases, the curve approach speed increases and the automatic braking control is less likely to start.
[0025]
Next, the process proceeds to step S14, and based on the navigation information obtained from the navigation device 40, the curve entrance radius Cs of the curve entrance point Cs and the distance Lrs from the host vehicle to the curve entrance point Cs are specified. Further, the traveling speed of the host vehicle is calculated based on the detection signals of the wheel speed sensors 1FL to 1RR.
Next, the process proceeds to step S16, and the target vehicle speed V for entering the vehicle with respect to the curve entry point Cs is set.^*Is calculated according to the following equation (1).
[0026]
V^*= (Yg^*× Rs)^1/2                              ...... (1)
Next, the process proceeds to step S18, and a passing margin with respect to the curve entrance radius Rs is calculated. Here, the collision time TTC with respect to the curve entrance point Cs is calculated as the passing margin.
Specifically, the traveling speed Vc of the host vehicle is the vehicle speed V^*Greater than (Vc> V^*), The collision time TTC is calculated as a passing margin from the following equation (2).
[0027]
TTC = Lrs / (Vc−V^*) (2)
On the other hand, the traveling speed Vc of the host vehicle^*Below (Vc ≦ V^*)In this case, the collision time TTC is set to a large positive value, that is, a value TTCmax larger than a threshold value TTCth of a passing margin described later.
If the passing allowance TTC is set in this way, the process returns to FIG. 8 and then proceeds to step S5.
[0028]
In step S5, a control intervention threshold value TTCth and a repulsive force gain K are defined. The control intervention threshold value TTCth is set so as to be slower than the driver operation (brake operation), for example, from the experimental data of the normal driving operation of the driver. The control intervention threshold value TTCth is not limited to a fixed value, and may be changed according to the vehicle speed. For example, the control intervention threshold value TTCth may be set to a value that increases as the vehicle speed increases.
[0029]
On the other hand, the repulsive force gain K is set to a predetermined value set in advance. The repulsive force gain K may be set, for example, based on the magnitude of the deceleration acceleration for informing before the curve.
Subsequently, the process proceeds to step S6, and the curve approach vehicle speed V calculated in step S16 from the traveling speed Vc of the host vehicle.^*Is subtracted to calculate the vehicle speed deviation ΔV.
[0030]
Next, the process proceeds to step S7, where the magnitude relationship between the collision time TTC as the passing margin set in step S18 and the control intervention threshold value TTCth set in step S5 is determined, and when TTC <TTCth. Then, the process proceeds to step S8, where a negative repulsive force F is calculated based on the following equation (3), and this is used as a correction amount.
F = K (TTC−TTCth) × ΔV (3)
On the other hand, if the passing margin TTC is equal to or greater than the control intervention threshold value TTCth in step S7, the process proceeds to step S3, where the repulsive force F is set to F = 0, which is used as the correction amount.
[0031]
The repulsive force F is calculated from the following assumptions.
That is, as shown in FIG. 11A, a virtual elastic body (hereinafter referred to as a virtual elastic body) 500 exists in the front portion of the host vehicle 300, and a virtual stop object ( Hereinafter, the model is assumed to be a virtual object) 400. That is, in this model, when the distance between the host vehicle 300 and the virtual object 400 is equal to or less than a certain distance, the virtual elastic body 500 is compressed in contact with the virtual object 400, and the compression force is applied to the virtual elastic body 500. The repulsive force acts on the own vehicle 300 as a pseudo running resistance.
[0032]
The length L (TTC) of the virtual elastic body in this model is given by the following equation (4) in association with the control intervention threshold value TTCth according to the speed deviation ΔV.
L (TTC) = TTCth × ΔV (4)
Then, assuming that the elastic coefficient of the virtual elastic body 500 having the length L (TTC) is the repulsive force gain K, the length of the virtual elastic body 500 with respect to the host vehicle 300 as shown in FIG. When the virtual object 400 is located within the range of L (TTC), the virtual elastic body 500 is assumed to change according to the distance between the host vehicle 300 and the virtual object 400, that is, the elastic displacement equivalent. The repulsive force F by is given as the equation (3).
[0033]
That is, the distance between the host vehicle 300 and the virtual object 400 corresponds to the distance Lrs to the curve entrance point Cs. As shown in the equation (2), the collision time TTC is the distance Lrs to the curve entrance point Cs. “Vc-V^*In other words, it is a value divided by the speed deviation ΔV. The length L (TTC) of the virtual elastic body 500 is given by the equation (4). Therefore, the equation (3) is derived. .
[0034]
That is, according to this model, when the distance between the host vehicle 300 and the virtual object 400 is shorter than the reference length, that is, the length L (TTC) of the virtual elastic body 500, the elastic coefficient K is provided. The virtual elastic body 500 generates a repulsive force F. Here, the elastic coefficient K is the repulsive force gain K described above, and is a control parameter that is adjusted so that an appropriate warning effect can be obtained by the control.
[0035]
From the above relationship, when the distance from the host vehicle to the curve entrance point Cs is long and TTC <TTCth, the virtual elastic body 500 is not compressed, and thus the repulsive force F is not generated. Therefore, the repulsive force F = 0 (step S3). On the other hand, the distance from the vehicle to the curve entrance point Cs is short, TTC <TTC^*In this case, since the virtual elastic body 500 is compressed, the repulsive force F of the virtual elastic body 500 is calculated from the equation (3) according to the elastic displacement of the virtual elastic body 500. Then, since it is necessary to correct the braking / driving force set according to the operation of the accelerator pedal or the brake pedal by an amount equivalent to the repulsive force F calculated in this way, this is set as the correction amount Fc.
[0036]
When the correction amount Fc is calculated in this way, the process proceeds to step S9, and the correction amount for correcting the outputs of the driving force control device 10 and the braking force control device 20 is calculated according to the correction amount Fc. A correction amount calculation process is performed.
Specifically, as shown in FIG. 12, first, in step S41, the notification controller 5 reads the accelerator pedal depression amount, and then proceeds to step S42, where the driver determines the depression amount of the accelerator pedal. A driver requested driving force Fd that is a requested driving force is estimated. Specifically, the notification controller 5 uses the same map as the driver required driving force calculation map shown in FIG. 3 used by the driving force control device 10 for calculating the driver required driving force to The driver requested driving force Fd corresponding to the pedal depression amount is estimated.
[0037]
Next, the process proceeds to step S43, where the estimated driver required driving force Fd is compared with the correction amount Fc (= repulsive force F) calculated in the process of step S3 or step S8, and the driver required driving force Fd is corrected to the correction amount Fc. When this is the case (Fd ≧ Fc), the process proceeds to step S44, and when the driver required driving force Fd is smaller than the correction amount Fc (Fd <Fc), the process proceeds to step S46.
[0038]
In step S44, the correction amount Fc is output as the driving force correction amount to the driving force control device 10, and the process proceeds to step S45, where zero is output as the braking force correction amount to the braking force control device 20.
On the other hand, in step S46, the negative value (−Fd) of the driver required driving force Fd is output to the driving force control device 10 as the driving force correction amount, and the process proceeds to step S47 to drive the driver required driving from the correction amount Fc. A value (Fc−Fd) obtained by subtracting the force Fd is output to the braking force control device 20 as a braking force correction amount.
[0039]
As a result, the driving force control device 10 performs processing using the value obtained by adding the driving force correction amount from the notification controller 5 to the driver requested driving force as the target driving force, and the braking force control device 20 performs the processing. The value obtained by adding the braking force correction amount from 5 to the driver request braking force is used as the target braking force.
With the configuration as described above, the traveling control system controls the engine 6 so that the driving force control device 10 generates a driving force corresponding to the operation amount of the accelerator pedal 4, and the braking force control device 20 controls the brake pedal 3. The braking force is controlled so as to generate a braking force corresponding to the operation amount. At this time, the travel control system corrects each control amount according to the operation state of the accelerator pedal 4 or the brake pedal 3 depending on whether or not there is a curved road ahead of the host vehicle.
[0040]
Next, the operation of the first embodiment will be described.
If the host vehicle is traveling on a road where there is no curved road ahead of the vehicle, the presence of the curved road is not detected based on the navigation information read from the navigation device 40. The process proceeds to step S3 via S2, and the repulsive force F is set to F = 0. Accordingly, since the repulsive force F is zero, that is, the correction amount Fc is zero, both the driving force correction amount and the braking force correction amount are set to zero (steps S44 and S45 in FIG. 12).
Accordingly, since the driving force correction amount and the braking force correction amount are both zero, the driving force control device 10 and the braking force control device 20 provide the braking force and the driving force according to the depression amounts of the brake pedal 3 and the accelerator pedal 4. Thus, the braking force and the driving force intended by the driver corresponding to the operation amounts of the brake pedal 3 and the accelerator pedal 4 are generated.
[0041]
From this state, when the navigation device 40 notifies that there is a curved road ahead of the traveling path of the host vehicle, the process proceeds from step S2 to step S4, to the curve entrance point Cs shown in FIG. 10 based on the navigation information. Distance Lrs and curve entrance radius Rs are specified, and the traveling speed Vc of the host vehicle is specified based on the detection signals of the wheel speed sensors 1FL to 1RR (step S14 in FIG. 9). Vehicle speed V^*Is calculated (step S16 in FIG. 9).
[0042]
At this time, the host vehicle is traveling at a relatively low vehicle speed, and the vehicle speed V^*If the travel speed Vc is smaller than TTCmax, TTCmax is set as the passing margin (collision time) TTC (step S18).
Therefore, since the passing margin TTC exceeds the control intervention threshold value TTCth (step S7), the process proceeds to step S3, and zero is set as the repulsive force F, that is, the correction amount Fc (step S3).
[0043]
Accordingly, since the braking force correction amount and the driving force correction amount calculated based on the correction amount Fc are zero, the host vehicle is traveling at a relatively low vehicle speed, and is traveling at an appropriate speed when entering the curved road. When it is determined that the vehicle is present, the braking force and the driving force are not corrected, and the vehicle travels in a traveling state according to the operation of the brake pedal 3 and the accelerator pedal 4 intended by the driver.
[0044]
On the other hand, the vehicle is traveling at a relatively high vehicle speed, and the vehicle speed V^*When the traveling speed Vc is larger than the vehicle speed V^*Further, the passing margin TTC is calculated based on the travel speed Vc and the distance Lrs from the host vehicle to the curve entrance point Cs. At this time, as the distance Lrs to the curve entrance point Cs is shorter, the vehicle speed Vc and Curve road approach vehicle speed V^*The larger the difference between is, the smaller the passing margin TTC is.
[0045]
For this reason, when the passing margin TTC falls below the threshold value TTCth, the process proceeds from step S7 to step S8, the passing margin TTC and the threshold value TTCth, the traveling speed Vc of the own vehicle, and the curve road entry. Vehicle speed V^*Accordingly, a negative repulsive force F is calculated, which becomes the correction amount Fc (step S8).
[0046]
At this time, when the driver depresses the accelerator pedal 4 for the purpose of acceleration, and the driver required driving force Fd corresponding to the amount of depression exceeds the correction amount Fc, the process proceeds from step S43 to step S44 in FIG. A negative value -Fc is output as the force correction amount, and zero is output as the braking force correction amount. Therefore, the driving force control device 10 operates to generate a driving force having a magnitude obtained by subtracting the driving force correction amount “−Fc” from the driving force corresponding to the depression amount of the accelerator pedal 4. The host vehicle exhibits a dull acceleration behavior with respect to the depression of the vehicle.
[0047]
For this reason, although the driver depresses the accelerator pedal 4 for the purpose of acceleration, an expected driving force corresponding to the depression amount, that is, a feeling of acceleration cannot be obtained. Therefore, since the driver has become a dull acceleration behavior, when the host vehicle enters the curved road, it can be recognized that the driver is in a state where the vehicle is traveling at a speed that is too high for stable driving. It is possible to take measures for realizing stable traveling in advance for entering a curved road, such as performing deceleration traveling before entering the curved road. Accordingly, when entering a curved road, the vehicle enters in a sufficiently decelerated state, so that it is possible to stably travel on the curved road.
[0048]
On the other hand, when the driver does not depress the accelerator pedal 4 so much or when the driver requested driving force Fd is smaller than the correction amount Fc, such as when the driver does not depress the accelerator pedal 4, step S43 to step S46. Then, -Fd is set as the driving force correction amount, and Fc-Fd is output as the braking force correction amount.
[0049]
Therefore, the driving force control apparatus 10 generates a driving force having a magnitude that is obtained by subtracting the driving force correction amount −Fd from the driver required driving force Fd corresponding to the depression amount of the accelerator pedal 4, that is, the driver required driving. The braking force control device 20 operates so as to generate a braking force having a magnitude obtained by adding the braking force correction amount Fc−Fd to the driver's requested braking force.
[0050]
As a result, the actual driving force is substantially zero with respect to the driving force requested by the driver, and the actual braking force is increased by an amount corresponding to the braking force correction amount Fc−Fd with respect to the braking force requested by the driver.
Therefore, when the driver required driving force Fd is less than the correction amount Fc, the target repulsive force cannot be obtained only by the control of the driving force control device 10, so that the driver required driving force is supplied to the driving force control device 10. While outputting the negative value -Fd of Fd as the driving force correction value, the repulsive force F is obtained by outputting Fc-Fd corresponding to the shortage to the braking force control device 20 as the braking force correction amount. I am doing so. That is, the driving force control device 10 and the braking force correction device 20 cooperate to obtain a desired repulsive force F as a whole system, and the repulsive force acts on the vehicle as a running resistance.
[0051]
Therefore, when the depression amount of the accelerator pedal 4 does not reach the predetermined amount Fc, the braking force is increased by the shortage Fc-Fd with respect to the braking force requested by the driver, and the vehicle decelerates by the braking force. Shows behavior. In other words, the driver cannot obtain sufficient driving force even when the accelerator pedal 4 is depressed, but on the contrary, the braking force is applied, or the driver is not forced to operate the brake pedal 3. When a braking force is applied to the vehicle, there is a curved road ahead of the host vehicle, and the current traveling state is a traveling state that is too fast to stably travel on the curved road. It is possible to recognize and take measures such as decelerating at this point.
[0052]
Therefore, by using such a deceleration behavior as a notification that the vehicle is in an inappropriate driving state when entering a curved road, the driver can obtain an appropriate driving state, that is, an appropriate driving state when the host vehicle enters the curved road. You can recognize that you are not driving at speed.
As described above, when the driver required driving force Fd corresponding to the accelerator pedal depression amount is equal to or larger than the correction amount Fc (Fd ≧ Fc), Fd−Fc ≧ 0, and therefore, the correction amount Fc is set to the driving force correction amount. As a result, even if the dry required driving force Fd is corrected (subtracted), the difference of the driver required driving force remains as the control value. For this reason, when the driver-requested driving force Fd corresponding to the accelerator pedal depression amount is equal to or greater than the correction amount Fc, the braking force correction amount is set to zero and without depending on the correction of the braking force control device 20, A negative value of the correction amount Fc is given as a driving force correction amount, and correction is performed only by the driving force control device 10 to generate a desired repulsive force as a whole system, and the repulsive force is applied to the vehicle as a running resistance. It can be said.
[0053]
Further, the vehicle operation obtained from the relationship between the correction amount (repulsive force) Fc and the driver required driving force Fd as described above can be illustrated as shown in FIG. Here, it is assumed that the accelerator opening is kept constant.
That is, when the host vehicle 300 approaches the curve road and the distance Lrs to the curve road entrance point Cs reaches a certain distance, as shown in FIG. As the distance Lrs to the road entrance point Cs becomes shorter, the repulsive force F, that is, the correction amount Fc increases. On the other hand, at this time, since the accelerator opening is constant, the driver-requested driving force Fd takes a constant value regardless of the distance Lrs to the curve road entrance point Cs, as shown in FIG.
[0054]
Here, as shown in FIG. 13 (c), the actual braking / driving force obtained as the difference value (Fd−Fc) between the driver requested driving force Fd and the correction amount (repulsive force) Fc reaches the curve road entrance point Cs. Until the distance Lrs reaches a certain distance, the value is the value of the driver required driving force Fd itself, but when the distance Lrs becomes shorter than a certain distance, it decreases. When the distance Lrs is further shortened, the actual braking / driving force reaches a negative value. In such a case, in a region where the actual braking / driving force decreases and in a positive value region, the driving torque is reduced by correcting the driving force control amount in the driving force control device 10, and the actual braking / driving force is reduced. In the decreasing region, the braking force is increased by correcting the braking / driving force control amount of the driving force control device 10 in the region where the value is a negative value.
[0055]
FIG. 14 shows the characteristics of the driving force and the braking force by the correction based on the correction amount Fc.
As shown in FIG. 14, when the accelerator pedal depression amount is large, the driving force (driver required driving force) corresponding to the accelerator pedal depression amount is corrected in the decreasing direction by the correction amount Fc (characteristic indicated by B in the figure). On the other hand, when the accelerator pedal depression amount is small, the driving force (driver required driving force) corresponding to the accelerator pedal depression amount is corrected so as not to be generated (the driver required driving force is corrected to zero) (in the drawing) (Characteristic shown as C), and correction is made so that a braking force that decreases with increasing accelerator pedal depression amount is generated (characteristic shown as D in the figure). Further, when the brake pedal 3 is depressed, the correction is made in the direction in which the braking force increases based on the correction amount Fc (characteristic indicated by E in the figure), so that the running resistance of the vehicle as a whole corresponds to the correction amount Fc. Increase.
[0056]
In this way, driving is performed to calculate the repulsive force of a virtual elastic body according to the presence or absence of a curved road ahead of the host vehicle, and to realize this absolute correction amount using this repulsive force as an absolute correction amount. Since the force correction amount and the braking force correction amount are output to the driving force control device 10 and the braking force control device 20, respectively, the driver requested driving force and the driver requested braking force are corrected, so that the host vehicle enters the forward curve road. When the vehicle is in a driving state that is determined to be inappropriate for stable driving, the acceleration may be slowed down or the host vehicle may be decelerated depending on the repulsive force. Since it is notified that it is in an inappropriate driving state, by taking measures such as decelerating at this point, when actually entering a curved road, it can enter in a sufficiently decelerated state, Safe on curved road It is possible to travel.
[0057]
At this time, a virtual elastic body is assumed at the front part of the host vehicle, and the repulsive force increases as the host vehicle approaches the curve entrance point Cs. That is, the host vehicle travels closer to the curve entrance point Cs. Resistance increases. Therefore, the driving resistance is continuously changed so that the host vehicle is predicted to enter the curve entrance point Cs in an inappropriate driving state, and the driver is notified of the approach to the curve road. Therefore, the driver can estimate the degree of approach to the curved road and the degree of inappropriateness of the running state according to the magnitude of the running resistance.
[0058]
At this time, the vehicle speed V entering the curve^*Is set to be smaller as the curve entrance radius R is smaller. Therefore, the curve entry vehicle speed V becomes smaller as the curve entrance radius R becomes smaller and it is necessary to enter at a lower vehicle speed.^*Becomes smaller. That is, since control is performed so that the repulsive force F is generated at an earlier stage, the repulsive force F can be generated at a timing suitable for the curve shape in front of the host vehicle. In addition, curve approach vehicle speed V^*As the difference between the vehicle speed Vc and the traveling vehicle speed Vc increases, the repulsive force F is calculated to a larger value, so that the repulsive force F suitable for the curve shape in front of the host vehicle can be generated.
[0059]
At this time, even if there is a curved road ahead of the host vehicle, the vehicle speed V^*Vehicle speed Vc and the vehicle speed V^*Since the repulsive force F is generated only when the vehicle speed is higher than the traveling vehicle speed Vc, it is avoided that the repulsive force is unnecessarily generated in a state where the vehicle can sufficiently travel on the curved road in the current traveling state. It is possible to make a notification only when it is determined that it is impossible to stably travel, and it is necessary to notify the entry to the curved road.
[0060]
Next, a second embodiment of the present invention will be described.
Since the second embodiment is the same as the first embodiment except that the calculation process of the pass margin is different, the same parts are denoted by the same reference numerals, and the detailed description thereof is as follows. Omitted.
FIG. 15 is a flowchart illustrating an example of a processing procedure of pass margin calculation processing according to the second embodiment.
[0061]
In the second embodiment, first, in step S12, the target lateral acceleration Yg at the time of entering the curve is performed in the same manner as in the first embodiment.^*Is set to about 0.4 G, for example.
Next, the process proceeds to step S24, and based on the navigation information from the navigation device 40, as shown in FIG. 10, the curve radius at the minimum curve point Cmin where the curve radius is minimum (hereinafter referred to as the minimum curve radius) Rmin. The distance Lrmin from the host vehicle to the curve minimum point Cmin is specified, and the traveling speed Vc of the host vehicle is calculated based on the detection signals of the wheel speed sensors 1FL to 1RR.
[0062]
Next, the process proceeds to step S26, and the curve approach vehicle speed V is calculated based on the following equation (5).^*Is calculated.
V^*= (Yg^*× Rmin)^1/2                                ...... (5)
Next, the process proceeds to step S28, and the collision speed TTC is calculated as the degree of allowance for the minimum curve radius. Specifically, the traveling speed Vc of the host vehicle is the vehicle speed V^*Greater than (Vc> V^*) And the collision speed TTC is calculated based on the following equation (6). On the other hand, the traveling speed Vc of the own vehicle is the vehicle speed V^*When (Vc ≦ V)^*), The TTCmax is set as the collision speed TTC.
[0063]
TTC = Lrmin / (Vc−V^*) (6)
That is, in the second embodiment, the curve minimum point Cmin is used as a reference point for generating a repulsive force. That is, when passing through the curve minimum point Cmin where the curve radius is minimum, it is determined whether or not the vehicle is in a traveling state where stable traveling is possible. Therefore, even if the curve radius is extremely small in the middle of the curve road, it notifies the curve entrance that it is in a driving state inappropriate for stable driving before entering the curve road, In response to this, the driver performs a deceleration operation or the like, so that the vehicle can enter a curved road while being decelerated to a traveling state where stable traveling is possible when passing the point Cmin where the curve radius is minimum, Even when passing through the minimum curve point Cmin, the vehicle can travel stably.
[0064]
Next, a third embodiment of the present invention will be described.
The third embodiment is a combination of the first embodiment and the second embodiment, except that the calculation process of the pass margin is different in the first embodiment. Are the same, the same parts are denoted by the same reference numerals, and detailed description thereof is omitted.
[0065]
As shown in FIG. 16, in the calculation process of the passing margin in the third embodiment, first, in step S12, the target lateral acceleration Yg at the time of entering the curve is shown.^*Set.
Next, the process proceeds to step S10, where the processes of steps S14 to S18 of FIG. 9 are performed, and the curve approach vehicle speed V with respect to the curve entrance point Cs.^*And the allowance for passing TTC are calculated and calculated as the vehicle speed Vs approaching the curve.^*And the passing allowance TTCs.
[0066]
Next, the process proceeds to step S20, and the processes of steps S24 to S28 in FIG. 15 are performed, and the curve approaching vehicle speed V with respect to the curve minimum point Cmin.^*And the allowance for passing TTC are calculated, and this is calculated as the curve approaching vehicle speed Vmin.^*And a passing margin TTCmin.
Next, the process proceeds to step S32, where the passing margin TTCs for the curve entrance point Cs calculated in step S10 is compared with the passing margin TTCmin for the curve minimum point Cmin calculated in step S20, and the passing margin for the curve entrance point Cs is compared. When the TTCs is smaller than the passing margin TTCmin for the curve minimum point Cmin (TTCs <TTCmin), the process proceeds to step S34, and the passing margin TTCs for the curve entrance point Cs is set as the passing margin TTC. Curve entry vehicle speed Vs with respect to curve entry point Cs^*The curve approach vehicle speed V^*Set as.
[0067]
On the other hand, when the passing margin TTCs with respect to the curve entrance point Cs is equal to or larger than the passing margin TTCmin with respect to the curve minimum point Cmin (TTCs ≧ TTCmin) in step S32, the process proceeds to step S36 and the passage margin with respect to the curve minimum point Cmin. The degree TTCmin is set as the passing margin TTC, and the curve approaching vehicle speed Vmin with respect to the curve minimum point Cmin is set.^*The curve approach vehicle speed V^*Set as.
[0068]
Then, the passing margin TTC and the curve approach vehicle speed Vmin set in this way are set.^*Based on the above, the same processing as in the above embodiment is performed.
That is, in the third embodiment, the curve entrance point Cs and the curve minimum point Cmin are used as reference points for generating a repulsive force. Therefore, since it is determined whether or not the vehicle is in a stable traveling state when passing through the curve entrance point Cs and the curve minimum point Cmin, the curve radius in the middle of the curve with respect to the curve entrance point Cs. Since the curve entry point Cs can be accurately controlled even when the curve is extremely small, the repulsive force F is generated as necessary at a point before the curve entry point Cs. Can give a sense of security to the driver.
[0069]
In each of the above-described embodiments, the case where the presence / absence of a curved road ahead of the host vehicle and information related thereto is acquired from the navigation device 40 based on the navigation information has been described. Any road shape detecting means capable of acquiring road shape information ahead of the host vehicle can be applied. As the road shape detecting means, for example, a reflector group detecting means for identifying a reflector group attached to a guard rail on a curved road is provided by a laser radar that scans a traveling road ahead of the host vehicle. The front curve shape may be estimated based on the detected position information of the reflector group based on the known procedure.
[0070]
Further, as the road shape detecting means, a front object detecting means such as a laser radar for detecting a preceding vehicle ahead of the host vehicle is provided, and the yaw of the preceding vehicle traveling in front of the host vehicle detected by the front object detecting means is provided. The corner may be detected by a known procedure, and the forward curve shape may be estimated based on this.
Further, as the road shape detection means, an image pickup means such as a CCD camera for picking up a traveling road ahead of the host vehicle is provided, and a road white line is detected in a known procedure in a picked-up image picked up by the image pickup means, based on this. Thus, the forward curve shape may be estimated. At this time, a delineator may be detected from the captured image, and the forward curve shape may be estimated based on the detected delineator.
[0071]
In addition, as the road shape detection means, an infrastructure information communication means for acquiring infrastructure information from the infrastructure equipment arranged on the road surface side is provided, and various information such as the presence / absence of a curved road and a curve shape is acquired as the infrastructure information. You may do it.
Further, the distance to the curve entrance point Cs or the curve minimum point Cmin is once obtained from the road shape detecting means once the distance to the curve entrance point Cs or the curve minimum point Cmin is obtained. It is also possible to estimate the distance to each point based on the above, and provide a front object detection sensor for detecting an object in front of the host vehicle, and periodically input front object information from the front object detection sensor. The distance to each point may be acquired from the front object information based on the position of each point specified by the distance information from the road shape detecting means once notified.
[0072]
In each of the above-described embodiments, a case has been described in which it is determined whether or not the vehicle is in an appropriate traveling state when passing through the curved road ahead of the host vehicle. For example, a road condition such as a road surface condition in front of the own vehicle or an obstacle condition in front of the own vehicle is detected, and it is determined whether or not the vehicle is in an appropriate traveling state with respect to the road shape. You may make it alert | report according to a determination result.
[0073]
In the first embodiment, the navigation device 40, the process of obtaining the curve entrance radius Rs and the distance Lrs to the curve entrance point in step S14 of FIG. 9, corresponds to the road shape detection means, and in step S14. The process for calculating the traveling speed Vc of the host vehicle corresponds to the traveling speed detecting means, the processes in steps S16 and S18 correspond to the passing margin estimating means, and the processes in steps S5 to S9 in FIG. It corresponds to.
[0074]
Further, in the second embodiment, the navigation device 40, the process of obtaining the curve minimum radius Rmin and the distance Lrmin to the curve minimum point in step S24 of FIG. 15, corresponds to the road shape detection means, and in step S24. The process for calculating the traveling speed Vc of the host vehicle corresponds to the traveling speed detecting means, the processes in steps S26 and S28 correspond to the passing margin estimating means, and the processes in steps S5 to S9 in FIG. It corresponds to.
[0075]
Further, in the third embodiment, the navigation device 40, the process of obtaining the curve entrance radius Rs and the distance Lrs to the curve entrance point in step S10 in FIG. 16, and the curve minimum radius Rmin and curve minimum point in step S20. The process of acquiring the distance Lrmin up to the road corresponds to the road shape detection means, the process of calculating the pass margin TTCs in step S10, and the process of acquiring the pass margin TTCmin in step S20 correspond to the pass margin estimation means. And the process of step S5-step S9 of FIG. 8 respond | corresponds to a suitable alerting | reporting means.
[0076]
In the above embodiment, the road shape detection means detects the curve shape ahead of the host vehicle and the distance from the host vehicle to the curve, and the passing margin detection means corresponds to the curve shape. A value obtained by detecting the approaching vehicle speed and dividing the distance from the host vehicle to the curve by the deviation between the approaching vehicle speed and the traveling speed detected by the traveling speed detecting means is used as an index of the passing margin. Since it did in this way, while being able to alert | report appropriateness only with respect to the overspeed with respect to the curve ahead of the own vehicle, appropriateness can be determined according to a curve shape.
[0077]
In addition, since the passing margin detection means detects the curve radius of the curve entrance based on the curve shape and detects the approaching vehicle speed suitable for the curve radius, according to the curve state of the curve entrance Appropriateness can be determined, and accordingly, the driver can be alerted in advance before entering the curve.
Further, since the passing margin detection means detects the minimum radius of the curve based on the curve shape and detects the approaching vehicle speed suitable for the curve minimum radius, the curve shape changes during the curve. Even in such a case, it is possible to make an appropriate judgment accurately according to the curve state, and it is possible to surely call the driver's attention.
[0078]
Further, the passing margin detection means detects a curve radius of the curve entrance based on the curve shape and detects a minimum radius of the curve, and is suitable for each of the curve radius of the curve entrance and the minimum radius of the curve. The entry vehicle speed is detected to detect the passing margin, and the appropriate notification means is the smaller one of the passing margin corresponding to the curve entrance and the passing margin corresponding to the curve minimum radius. Therefore, the appropriateness can be determined according to the curve state at the entrance of the curve, and accordingly, the driver should be alerted before entering the curve. In addition, even when the curve shape changes in the middle of the curve, it is possible to make an appropriate judgment accurately according to the curve state.
[0079]
In addition, the road shape detecting means is configured to detect the road shape in front of the host vehicle based on the road information stored in the navigation device mounted on the host vehicle. The road shape ahead of the vehicle can be easily acquired.
Further, the road shape detection means has reflector group detection means capable of detecting the positional relationship between the reflector group arranged along the curve and the host vehicle, and the reflector group detection means detects the reflector group detected by the reflector group detection means. Since the road shape is detected based on the arrangement state, it is possible to easily detect whether the road is a curved road and the shape from the arrangement state of the reflector group.
[0080]
The road shape detection means includes a front object detection means capable of detecting a distance between the front object and the host vehicle, detects a yaw angle of the preceding vehicle based on detection information of the front object detection means, Since the road shape is detected based on the yaw angle of the vehicle, it is possible to easily detect whether or not the preceding vehicle is traveling on a curved road based on the yaw angle of the preceding vehicle.
Further, the road shape detection means has an image pickup means for picking up a traveling road ahead of the host vehicle, detects a road white line from a captured image of the image pickup means, and detects the road shape based on the shape of the road white line. Therefore, the actual road shape can be easily detected based on the shape of the road white line.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an example of a travel control system according to the present invention.
FIG. 2 is a block diagram showing a configuration of the driving force control apparatus in FIG. 1;
FIG. 3 is a characteristic map showing correspondence between accelerator pedal depression amount and driver-requested driving force.
4 is a block diagram showing a configuration of the braking force control device of FIG. 1; FIG.
FIG. 5 is a characteristic map showing a correspondence between a brake pedal depression amount and a driver required braking force.
6 is a block diagram showing a configuration of the navigation device of FIG. 1. FIG.
7 is a functional configuration diagram illustrating an example of a functional configuration of the notification control controller in FIG. 1. FIG.
FIG. 8 is a flowchart illustrating an example of a processing procedure of arithmetic processing performed by a notification control controller.
9 is a flowchart illustrating an example of a processing procedure of a pass margin calculation process of FIG. 8 in the first embodiment.
FIG. 10 is an explanatory diagram for explaining a curve entrance point Cs and a curve minimum point Cmin.
FIG. 11 is an explanatory diagram required for explaining a model for calculating a correction amount, in which a virtual elastic body is provided at the front of the host vehicle.
12 is a flowchart showing an example of a processing procedure of braking / driving force correction amount calculation processing of FIG. 8;
FIG. 13 is an explanatory diagram for explaining the operation of the present invention.
FIG. 14 is an explanatory diagram for explaining changes in braking force and driving force accompanying correction.
FIG. 15 is a flowchart illustrating an example of a processing procedure of a pass margin degree calculation process of FIG. 8 in the second embodiment.
FIG. 16 is a flowchart illustrating an example of a processing procedure of a pass margin calculation process of FIG. 8 in the third embodiment.
[Explanation of symbols]
1FL to 1RR Wheel speed sensor
3 Brake pedal
4 Accelerator pedal
5 Notification controller
6 Engine
10 Driving force control device
20 Braking force control device
30 Navigation device

Claims (8)

Road shape detection means for detecting the road shape ahead of the host vehicle;
Traveling speed detecting means for detecting the traveling speed of the host vehicle;
Based on the road shape in front of the host vehicle detected by the road shape detection means and the travel speed detected by the travel speed detection means, the passing margin of the host vehicle when passing through a location corresponding to the road shape is determined. Means for estimating a passing margin to be estimated;
Based on the degree of allowance, it is determined whether or not the vehicle is in an appropriate traveling state when passing through a portion corresponding to the road shape, and at least one of driving torque and braking torque is changed according to the determination result. the braking force that is acting on the host vehicle, e Bei and a proper notification means for performing the proper notification,
The road shape detecting means detects a curve shape in front of the host vehicle and a distance from the host vehicle to the curve,
The passing margin detecting means detects an approaching vehicle speed according to the curve shape, and determines a distance from the host vehicle to the curve by a deviation from the approaching vehicle speed and the traveling speed detected by the traveling speed detecting means. The vehicle notification device characterized in that the divided value is used as an index of the passing margin . The passage margin detecting means detects the curve entrance of the curve radius based on the curve shape, the notification for a vehicle according to claim 1, wherein the benzalkonium detect the approach speed suitable for the curve radius apparatus. The passage margin detecting means, the detecting the minimum radius of the curve based on the curve shape, vehicle alarm according to claim 1, wherein the benzalkonium detect the approach speed suitable for the curve minimum radius apparatus. The passage margin detecting means, the detecting the minimum radius of the curve detects a curve entrance of the curve radius based on the curve shape, suitable for each of the minimum radius of the curve entrance of the curve and half径及beauty the curve the Detecting the approaching vehicle speed and detecting the passing margin,
The proper notification means, on the basis towards either of the pass margin smaller corresponding to the passage margin and the curve minimum radius corresponding to the curve entrance, and wherein the Turkey to determine the proper The vehicle notification device according to claim 1 . The road shape detection means, based on the mounting road information stored in the navigation device in the vehicle, one of claims 1 to 4, wherein the benzalkonium detecting the vehicle ahead road shape vehicle alarm device according to (1). The road shape detection means has reflector group detection means capable of detecting a positional relationship between a reflector group arranged along a curve and the host vehicle,
Vehicle alarm system according to any one of claims 1 to 5, wherein the benzalkonium detect the road shape on the basis of the arrangement state of the detected reflector group in the reflector group detecting means. The road shape detection means has a front object detection means capable of detecting the distance between the front object and the host vehicle,
Detecting a yaw angle of the preceding vehicle on the basis of the detection information of the forward object detecting unit, from claim 1, wherein the benzalkonium detect the road shape on the basis of the yaw angle of the preceding vehicle according to claim 6 The vehicle alarm device according to any one of the preceding claims. The road shape detection means has an imaging means for imaging a traveling road ahead of the host vehicle,
Detecting a lane marker from the captured image of the imaging means, the vehicle according to the Turkish detect the road shape based on the shape of the road white line from claim 1, wherein in any one of claims 7 Notification device.

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