JP4279241B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device.

Conventionally, for example, when a plurality of branch roads are detected in front of the traveling direction of the vehicle, weighting is performed according to the road attributes (for example, road type, width, etc.) of each branch road, and the vehicle enters according to this weight. 2. Description of the Related Art A vehicle control device that estimates a branch path to be performed and performs vehicle control according to the estimated branch path is known (see, for example, Patent Document 1).
Conventionally, for example, when a plurality of branch roads are detected in front of the traveling direction of the vehicle, the travel difficulty of each branch road is determined, the branch road having the lowest difficulty is selected, and the selected branch road is appropriately selected. There is known a vehicle control device that determines whether or not the vehicle can pass through and executes automatic deceleration control or alarm output control (see, for example, Patent Document 2).
JP-A-10-169663 JP 2001-31798 A

By the way, in the apparatus according to the above-described prior art, the estimated branch road and the actual approach are actually entered because the vehicle merely estimates the branch road that the vehicle enters in accordance with the road attribute and the traveling difficulty of each branch road. For example, the driver may feel uncomfortable with respect to the vehicle control executed according to the estimated branch road, or may be necessary for the branch road that actually enters. There is a possibility that the traveling safety of the vehicle cannot be improved without executing the vehicle control.
The present invention has been made in view of the above circumstances, and is a vehicle control capable of appropriately reflecting a driver's will when estimating a branch road into which the host vehicle enters a branch road existing in the traveling direction. The object is to provide a device.

In order to solve the above-described problems and achieve the object, the vehicle control device according to the first aspect of the present invention includes storage means for storing road data (for example, the map data storage unit 23 in the embodiment). An own vehicle position detecting means for detecting the position of the own vehicle (for example, the current position detecting unit 21 in the embodiment) and a branch road existing in the traveling direction of the own vehicle based on the road data stored in the storage means For example, a branch path recognition unit 65 in the embodiment, and an estimation means for estimating a branch path on which the host vehicle enters based on a preset criterion (for example, a branch in the embodiment) A road estimation unit 66) and a control unit (for example, a speed control unit 41 in the embodiment) for performing vehicle control for the host vehicle to enter the estimated branch road estimated by the estimation unit. Control your vehicle based on Comparing means for comparing the estimated branch path estimated by the estimating means with the actual branch path actually entered by the host vehicle (for example, the branch path comparing section 67 in the embodiment) And when the estimated branch road does not match the actual branch road in the comparison result of the comparison means, the control means estimates the travel state equivalent to the travel state of the host vehicle in the current process. The estimation means is changed so that the actual branch road is estimated as an estimated branch road in the estimation process after the next time in the means, the host vehicle is controlled , and the estimated branch road executed by the control means State determining means for determining an execution state of vehicle control for the host vehicle to enter, and the comparing means, when the state determining means determines that the vehicle control has been executed by the control means, It is characterized by comparing the estimated branch channel and said actual branch path.

According to the above vehicle control device, when the actual branch path actually selected by the driver is different from the estimated branch path, the actual branch path selected in the current process is changed to the next or subsequent estimation process. Since it is set as the estimated branch path, it is possible to accurately reflect the driver's will in the estimation result by repeating the estimation process, and to improve the estimation accuracy.
Furthermore, when a vehicle control such as an alarm output or a control for executing automatic deceleration is executed so that the vehicle is in an appropriate vehicle state for appropriately passing through a curve existing in the traveling direction, the actual branch path is estimated. By comparing with the branch path, it is possible to prevent the estimated branch path and the actual branch path from being compared with an excessive frequency even in a situation where it is not necessary to execute vehicle control.

  Furthermore, the vehicle control apparatus according to the second aspect of the present invention is a comparison result storage unit (for example, a branch path comparison unit 67 in the embodiment) that stores a comparison result of a comparison process performed a plurality of times by the comparison unit. And when the number of comparison results in which the estimated branch path and the actual branch path do not match among the plurality of comparison results stored in the comparison result storage section is equal to or greater than a predetermined number, The estimation means is changed.

  According to the vehicle control device described above, since the estimation means is changed when the number of comparison results that do not match is equal to or greater than a predetermined number, the reliability of the estimation process can be improved.

  Furthermore, in the vehicle control apparatus according to the third aspect of the present invention, the comparison result storage means stores the plurality of comparison results as time series data, and the control means is stored in the comparison result storage means. In the plurality of comparison results, the estimation means is changed when the number of comparison results in which the estimated branch path and the actual branch path do not match is equal to or greater than a predetermined number in time series. .

  According to the vehicle control device described above, the estimation means is changed when the number of comparison results that do not match is equal to or greater than a predetermined number in time series, so that the reliability of the estimation process can be further improved. Can do.

As described above, according to the vehicle control device of the present invention described in claim 1, since the actual branch path selected in the current process is set as the estimated branch path in the next and subsequent estimation processes, By repeating the estimation process, the driver's will can be accurately reflected in the estimation result, and the estimation accuracy can be improved.
Furthermore, it is possible to prevent the estimated branch path and the actual branch path from being compared with an excessive frequency even in a situation where it is not necessary to execute vehicle control.
Furthermore, according to the vehicle control device of the present invention as set forth in claim 2, since the estimation means is changed when the number of comparison results that do not match is equal to or greater than a predetermined number, the reliability of the estimation process can be improved. Can do.
Further, according to the vehicle control device of the present invention as set forth in claim 3, the estimation means is changed when the number of comparison results that do not match is equal to or greater than a predetermined number in time series. The degree can be further improved.

  Hereinafter, a vehicle control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  As shown in FIG. 1, the vehicle control apparatus 10 according to the present embodiment uses, for example, the driving force of the internal combustion engine 11 as a transmission (T / M) such as an automatic transmission (AT) or a continuously variable automatic transmission (CVT). 12, which is mounted on a vehicle that transmits to a driving wheel of the vehicle via 12, and includes a navigation device 13, a control device 14, and a safety device (not shown) including a brake actuator 15 and an alarm device (not shown). Has been.

The navigation device 13 includes, for example, a current position detection unit 21, a navigation processing unit 22, a map data storage unit 23, an input unit 24, and a display unit 25.
Further, the current position detection unit 21 corrects an error in the GPS signal using, for example, a GPS (Global Positioning System) signal for measuring the position of the vehicle using an artificial satellite or an appropriate base station, for example. A positioning signal receiving unit 31 that receives a positioning signal such as a D (Differential) GPS signal for improving positioning accuracy, and an inclination angle (for example, a longitudinal axis of the vehicle) A gyro sensor 32 that detects a tilt angle with respect to the vertical direction and a yaw angle that is a rotation angle of the center of gravity of the vehicle about the vertical axis, and a change amount of the tilt angle (for example, a yaw rate) and a vehicle speed (vehicle speed) are detected. A vehicle speed sensor 33, and the current position of the vehicle by a received positioning signal or by an autonomous navigation calculation process based on a detection signal such as a vehicle speed or a yaw rate. The position is calculated.

  The map data storage unit 23 includes a computer-readable storage medium such as a magnetic disk device such as a hard disk device or an optical disk device such as a CD-ROM, CD-R, MO, or DVD. The map data storage unit 23 stores road data such as road width data, intersection angles of multiple roads, intersection shapes and positions, and the like as map data for displaying a map on the display unit 25, for example. Yes.

For example, for the road data acquired from the map data storage unit 23, the navigation processing unit 22 performs the positioning signal and / or autonomous navigation calculation processing in the current position detection unit 21 or the vehicle current obtained from either of them. Map matching is performed based on the position information, the result of position detection is corrected, and the current position of the detected vehicle, or an appropriate input input by the operator via the input unit 24 including various switches, a keyboard, etc. The map display on the display unit 25 is controlled with respect to the position of the vehicle.
In addition, the navigation processing unit 22 performs processing such as vehicle route search and route guidance, and displays, for example, route information to the destination and various additional information along with the road data acquired from the map data storage unit 23. To the unit 25.

  The control device 14 includes a speed control unit 41, an engine control unit 42, a shift control unit 43, and a brake control unit 44. The speed control unit 41 further includes a curve recognition unit 61, an appropriate vehicle speed. The setting unit 62, the comparison unit 63, the operation unit 64, the branch path recognition unit 65, the branch path estimation unit 66, and the branch path comparison unit 67 are configured.

The curve recognition unit 61 acquires road data stored in the map data storage unit 23, and detects a curve existing on the road as a road shape in the traveling direction of the host vehicle based on the road data.
For example, the curve recognizing unit 61 is a node that is a basis of road data, that is, a point for grasping the road shape (for example, white circles and black circles shown in FIG. 2) and a link that connects each node (for example, FIG. 2). The shape of the curve is recognized based on the white circle and the black circle shown in FIG. Then, for example, a curve shape value including a curve diameter, a curvature and a polarity, a curve length (curve depth), a turning angle required for passing through the curve, and the like is calculated and output to the appropriate vehicle speed setting unit 62.

Based on the curve shape value recognized by the curve recognition unit 61, the appropriate vehicle speed setting unit 62 calculates the speed of the vehicle (proper speed VS) that can properly pass through this curve. Then, the appropriate vehicle speed setting unit 62 outputs data of the set appropriate speed VS to the comparison unit 63.
Here, the appropriate vehicle speed setting unit 62 includes a lateral acceleration calculation unit 62a that calculates acceleration (lateral acceleration) generated in the lateral direction of the vehicle when passing the curve. That is, first, the lateral acceleration calculation unit 62a calculates the lateral acceleration that is allowed when the curve is properly passed based on the shape of the curve recognized by the curve recognition unit 61. Next, the appropriate vehicle speed setting unit 62 calculates the speed of the vehicle that causes the vehicle to generate this lateral acceleration, and sets this speed as the appropriate speed VS.
Note that the lateral acceleration allowed for the host vehicle when passing the curve changes depending on the road surface condition, the tire condition, the loading condition, and the like. Therefore, the appropriate speed VS may be set in consideration of these factors.
In addition, when there is an ascending or descending slope before the recognized curve shape, the appropriate speed VS is set according to the magnitude of the slope.

The comparison unit 63 compares the vehicle speed (current speed) VP detected by the vehicle speed sensor 33 of the current position detection unit 21 with the appropriate speed VS set by the appropriate vehicle speed setting unit 62, and compares the comparison result. Output to the operating unit 64.
The operating unit 64 controls the operation of the engine control unit 42, the shift control unit 43, and the brake control unit 44 based on the comparison result in the comparison unit 63. For example, if the current speed VP detected by the vehicle speed sensor 33 is different from the appropriate speed VS set by the appropriate vehicle speed setting section 62 in the comparison result of the comparison unit 63, for example, the detected current speed VP of the vehicle is appropriate. When the vehicle is not in an appropriate vehicle state, such as a state higher than the speed VS, the alarm device is activated for a predetermined period to alert the driver, or the brake is controlled via the brake control unit 44. The vehicle is automatically decelerated by operating the actuator 15.

The operating unit 64 activates the safety device including the alarm device and the brake actuator 15 from the current speed VP to the appropriate speed VS until the vehicle reaches the entrance position of the curve recognized by the curve recognition unit 61. It is set based on the time or distance required for deceleration.
For example, as shown in FIG. 2, when the vehicle A is traveling at a speed V1 (for example, speed V1> appropriate speed VS), in order to properly pass the curve C existing forward in the traveling direction, the curve C The vehicle speed is set to the appropriate speed VS at the entrance position CS.
At this time, for example, at a predetermined deceleration GS (for example, 0.2 G = 0.2 × 9.8 m / s ² ), the current speed V1 (for example, 100 km / h) to the appropriate speed VS (for example, 40 km / h). In the case of deceleration to h), the time T required for deceleration is obtained by T = (V1−VS) / GS. Then, based on this time T, the distance required for deceleration, that is, the required deceleration distance L0 is calculated, and the deceleration start position C0 (black circle C0 shown in FIG. 2) just before the required deceleration distance L0 from the entrance position CS of the curve C is calculated. Is set.

Furthermore, for example, a reaction time (for example, about 0.5 s) from when an alarm is issued to alert the driver until the driver actually reacts and depresses the brake, and after the driver depresses the brake. The reaction idling distance ΔL0 is calculated in consideration of the idling time (for example, about 0.3 s) until the brake actually starts to work. As a result, the alarm start position CW is set by the reaction idling distance ΔL0 from the deceleration start position C0 (black circle C0 shown in FIG. 2).
That is, when the vehicle A reaches the alarm start position CW set before the curve C, that is, the distance between the current position of the vehicle A and the entrance position CS of the curve C (distance Ln between deceleration target points) An alarm is issued when the required alarm distance LW is set as shown in the following formula (1).

  In addition to the detection signal output from the vehicle speed sensor 33, the speed control unit 41 includes an accelerator opening sensor 51 that detects an accelerator opening related to an operation amount of the accelerator pedal by the driver, and a brake pedal by the driver. The detection signals output from the brake pedal sensor 52 for detecting the operation amount of the engine and the throttle opening sensor 53 for detecting the throttle opening are input.

The branch road recognition unit 65 acquires the road data stored in the map data storage unit 23, and detects a branch road existing on the road as a road shape in the traveling direction of the host vehicle based on the road data.
The branch path estimation unit 66 sets the branch path where the host vehicle enters among the plurality of branch paths detected by the branch path recognition unit 65, for example, to the road data stored in the map data storage unit 23 and the branch path comparison unit 67. Estimate based on the stored comparison result data.
For example, the branch path estimation unit 66 estimates the estimated branch path according to the road type (national road, prefectural road, city road, etc.) and the route included in the road data. For example, as shown in FIG. 3 and FIG. When there are two prefectural roads R1 and R2 as two branch roads that branch from the branch point B in the traveling direction of the host vehicle P traveling on the prefectural road R0, the prefectural road R1 that is an equivalent road type is estimated and branched. Estimated as a road.
The branch path comparison unit 67 detects an actual branch path on which the host vehicle has actually entered based on, for example, a travel locus of the host vehicle calculated based on, for example, a change in the current position with time or a detection result of the gyro sensor 22. The road and the estimated branch path estimated by the branch path estimation unit 66 are compared, and the comparison result is stored cumulatively.

When the estimated branch road and the actual branch road do not coincide with each other in the comparison result of the branch path comparison section 67, the actuating section 64 branches for the traveling state equivalent to the traveling state of the host vehicle in the current process. In the estimation process after the next time in the path estimation unit 66, the processing content of the branch path estimation unit 66 is changed so that the actual branch path in the current process is estimated as the estimated branch path after the next time.
Here, for example, with respect to a plurality of comparison result data stored as time series data in the branch path comparison unit 67, the operation unit 64 has a predetermined number of comparison results in which the estimated branch path and the actual branch path do not match. When the number of comparison results in which the estimated branch road and the actual branch road do not coincide with each other is equal to or greater than a predetermined number in time series, the traveling state of the host vehicle in this process In the estimation process after the next time in the branch path estimation unit 66 for the equivalent traveling state, the actual branch path in the current process is estimated as the estimated branch path after the next time.

  The vehicle control device 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicle control device 10 will be described with reference to the accompanying drawings.

First, a process for determining whether or not to activate, for example, an alarm device as a safety device for a curve existing in the traveling direction will be described below.
For example, in step S01 shown in FIG. 5, a point (alarm target point) that is the operation target of the safety device, that is, the entrance position CS of the curve recognized by the curve recognition unit 61 is estimated.
Next, in step S02, the distance from the current position of the host vehicle detected by the current position detection unit 21 to a point (for example, the entrance position CS of the curve) where the safety device is to be operated, that is, the distance between alarm target points. Ln is calculated.

Next, in step S03, the alarm required distance LW is calculated based on the above formula (1).
Next, in step S04, it is determined whether the distance Ln between warning target points is smaller than the warning required distance LW.
When the determination result is “YES”, the process proceeds to step S05, and in step S05, it is determined that the operation of the safety device (for example, output of an alarm) is necessary, and the series of processes is ended.
On the other hand, if this determination is “NO”, the flow proceeds to step S 06, and in step S 06, it is determined that the operation of the safety device (for example, output of an alarm) is unnecessary, and the series of processing ends. To do.

Next, a process for estimating an estimated branch path from a plurality of branch paths existing in the traveling direction and changing the estimation process according to a comparison result between the estimated branch path and the actual branch path will be described.
First, in step S11 shown in FIG. 6, a branch path estimation process to be described later is executed.
Next, in step S12, based on the road data stored in the map data storage unit 23, it is determined whether or not a curve shape exists in the traveling direction.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S13.
In step S13, it is determined whether or not a curve exists on the estimated branch path estimated in step S11.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S14.

In step S14, it is determined whether or not the operating state of the safety device, for example, deceleration control is in operation.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S15.
In step S15, it is determined whether or not the host vehicle has passed a branch point to be actuated.
If the determination result of step S15 is “NO”, the series of processing is terminated.
On the other hand, if the determination result of step S15 is “YES”, the process proceeds to step S16.
In step S16, the actual branch path on which the host vehicle has actually entered is detected based on, for example, the travel locus of the host vehicle calculated from the time change of the current position, the detection result of the gyro sensor 22, and the like. It is determined whether or not the road is different from the estimated branch path, and the determination result is stored.
If the determination result in step S16 is “NO”, that is, if the actual branch path and the estimated branch path are equivalent, the series of processing ends.
On the other hand, if the determination result of step S16 is “YES”, the process proceeds to step S17.

In step S17, a value obtained by adding “1” to the learning number m is newly updated and set as the learning number m.
In step S18, it is determined whether or not the learning count m is greater than a predetermined value #M.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if the determination is “YES”, the flow proceeds to step S19.
In step S19, in the next and subsequent estimation processes for the traveling state equivalent to the traveling state of the host vehicle in the current process, the actual branch path in the current process is estimated as the estimated branch path from the next time. The processing content in step S11 is changed, and the series of processing ends.

  For example, as shown in FIGS. 3 and 4, the prefectural road R1 that is the equivalent road type for the host vehicle P traveling on the prefectural road R0 is estimated as the estimated branch road, and the city road R2 is used as the actual branch road. Is selected, the city road R2 is estimated to be the estimated branch road in the estimation process from the next time on, for the traveling state equivalent to the traveling state of the host vehicle in the current process (for example, the traveling direction on the prefectural road R0). To be estimated as

Below, the branch path estimation process of step S11 mentioned above is demonstrated.
First, in step S21 shown in FIG. 7, various variables are initialized.
Next, in step S22, it is determined whether route guidance by the navigation device 13 is being executed.
If this determination is “YES”, the flow proceeds to step S 24 described later.
On the other hand, if this determination is “NO”, the flow proceeds to step S23.
In step S23, it is determined whether or not the host vehicle is traveling along the guidance route.
If the determination result of step S23 is “YES”, the series of processing ends.
On the other hand, if the determination result of step S23 is “NO”, the process proceeds to step S24.

In step S24, it is determined whether or not the type and route of the running road are recognized.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S25.
In step S25, for example, based on the road data stored in the map data storage unit 23, it is determined whether or not there is a branch road ahead of the traveling road.
If the determination result in step S25 is “NO”, the series of processes is terminated.
On the other hand, if the determination result of step S25 is “YES”, the process proceeds to step S26.

In step S26, it is determined whether or not there is a branch road of a higher class than the type of road being traveled (for example, a branch road of a national road for a prefectural road being traveled).
If the determination result is “NO”, it is determined that the reliability of the estimated branch path may be lowered, and the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S27.
In step S27, it is determined whether or not there is a branch road (candidate branch road) of the same type and the same route as the traveling road.
If the determination result of step S27 is “NO”, it is determined that the reliability of the estimated branch path may be lowered, and the series of processes is terminated.
On the other hand, if the determination result of step S27 is “YES”, the process proceeds to step S28.
In step S28, it is determined whether there is a branch road (candidate branch road) of the same type and the same route as the traveling road.
If the determination result of step S27 is “NO”, the series of processing is terminated.
On the other hand, if the determination result of step S27 is “YES”, the process proceeds to step S28.

In step S28, it is determined whether the number of candidate branch paths is one.
When the determination result is “NO”, the series of processes is terminated.
On the other hand, if this determination is “YES”, the flow proceeds to step S29.
In step S29, a value obtained by adding “1” to the number n of branch points where a candidate branch path is present among a plurality of branch points in the predetermined region is used as a branch having a new candidate branch path. The update is set as the score n.
In step S30, it is determined whether the distance L from the current position to the end point position of the nth candidate branch path is greater than a predetermined distance #L (for example, 800 m).
If this determination is “NO”, the flow returns to step S 25 described above.
On the other hand, if the determination result is “YES”, the series of processing ends.

  As described above, according to the vehicle control apparatus 10 according to the present embodiment, the estimation is performed when the number of comparison results in which the actual branch path actually selected by the driver is different from the estimated branch path is equal to or greater than a predetermined number. By changing the means and setting the actual branch path selected in this process as the estimated branch path in the next and subsequent estimation processes, the driver's will is accurately reflected in the estimation results by repeating the estimation process Thus, the estimation accuracy and the reliability of the estimation process can be improved.

  In the present embodiment, the estimated branch road is estimated according to the road type and route, but is not limited to this, and is estimated according to other road shapes such as road width, turning radius, intersection angle, and the like. May be.

It is a functional block diagram which shows the structure of the vehicle control apparatus which concerns on one Embodiment of this invention. It is a figure which shows the action | operation timing of the alarm when a vehicle approachs a curve. It is a figure which shows an example of an actual branch path and an estimated branch path. It is a figure which shows an example of an actual branch path and an estimated branch path. It is a flowchart which shows a warning working distance judgment process. It is a flowchart which shows operation | movement of the vehicle control apparatus shown in FIG. It is a flowchart which shows a branch path estimation process.

Explanation of symbols

10 Vehicle control device 21 Current position detection unit (own vehicle position detection means)
23 Map data storage unit (storage means)
41 Speed control unit (control means)
65 Branch recognition unit (branch recognition means)
66 Branch estimator (estimator)
67 Branch comparison unit (comparison means, comparison result storage means)
Step S14 State determination means

Claims (3)

Storage means for storing road data;
Own vehicle position detecting means for detecting the position of the own vehicle;
Branch road recognition means for recognizing a branch road existing in the traveling direction of the host vehicle based on the road data stored by the storage means;
An estimation means for estimating a branch road into which the host vehicle enters based on a preset criterion;
A vehicle control device for controlling the host vehicle based on a traveling environment, comprising: a control unit that performs vehicle control for the host vehicle to enter the estimated branch path estimated by the estimating unit;
Comparing means for comparing the estimated branch path estimated by the estimating means with the actual branch path on which the host vehicle actually entered,
If the estimated branch road and the actual branch road do not coincide with each other in the comparison result of the comparison means, the control means uses the estimation means for the traveling state equivalent to the traveling state of the host vehicle in the current process. The estimation means is changed so as to estimate the actual branch path as an estimated branch path in the estimation process after the next time, and the vehicle is controlled .
A state determination unit that determines a vehicle control execution state for the host vehicle to enter the estimated branch path that is executed by the control unit;
The comparison unit compares the estimated branch path with the actual branch path when the state determination unit determines that the vehicle control is executed by the control unit. A comparison result storage means for storing a comparison result of a comparison process over a plurality of times of the comparison means;
When the number of comparison results in which the estimated branch path and the actual branch path do not match among a plurality of comparison results stored in the comparison result storage means is equal to or greater than a predetermined number, the control means The vehicle control device according to claim 1, wherein: The comparison result storage means stores the plurality of comparison results as time series data,
In the case where the number of comparison results in which the estimated branch path and the actual branch path do not match among the plurality of comparison results stored in the comparison result storage section is equal to or greater than a predetermined number that is continuous in time series. The vehicle control apparatus according to claim 2, wherein the estimation unit is changed.

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