JP4438644B2 - Vehicle travel control device - Google Patents

Description

  The present invention relates to a vehicle travel control device that controls a turning vehicle speed at a corner turning of a vehicle.

  Conventionally, there is a vehicle travel control device that controls the turning vehicle speed when the vehicle turns around a corner. For example, in this type of vehicle travel control device, a turning vehicle speed at a corner in front of the vehicle is set, and deceleration control is performed so as to enable turning at the turning vehicle speed.

  Here, Patent Documents 1 and 2 below disclose vehicle deceleration control when entering a corner for turning the corner at an appropriate vehicle speed.

  Specifically, in Patent Document 1, the corner curvature radius and the turning vehicle speed of a corner that has traveled are stored as past travel information, and according to the past travel information and the detected driver's preference (driving state). Technology that estimates the lateral acceleration of the corner in front of the vehicle and decelerates the vehicle so that the turning vehicle speed (vehicle speed when entering the corner) is calculated based on the lateral acceleration of the corner and the corner radius of curvature of the corner. Is disclosed.

  In Patent Document 2, a technique is disclosed in which a corner is detected from map information of the car navigation system and own vehicle position information, and the vehicle is decelerated and controlled before the corner.

Japanese Patent Laid-Open No. 10-269498 JP-A-6-36187

  However, in Patent Document 1 described above, the turning vehicle speed is obtained using the turning lateral acceleration at the corner in front of the vehicle estimated according to past travel information and the driver's preference (driving state). The vehicle speed is not necessarily in line with the driver's preference.

  For example, when entering a corner at a vehicle speed (overspeed) higher than intended by the driver, the driver must turn at a higher speed than the driver thinks. When the acceleration is estimated and the turning vehicle speed is set, the turning vehicle speed is set on the high speed side and does not conform to the preference of the driver who wants to turn at a low speed.

  Further, even in corners having the same corner radius of curvature, the turning vehicle speed desired by the driver differs depending on the road conditions and surrounding environment. For example, if the prospect is poor, such as a blind corner, the turning vehicle speed according to the driver's intention is lower than when the prospect is good. Also, when it is raining or at night, the driver prefers turning at a lower vehicle speed than during sunny weather or daytime. For this reason, for example, if the cornering lateral acceleration of a corner with good visibility is estimated based on the traveling information of a corner with poor visibility, the turning vehicle speed set at that time is lower than the driver desires. End up.

  Accordingly, an object of the present invention is to provide a vehicle travel control device that can improve the disadvantages of the conventional example and set the turning vehicle speed according to the driver's preference.

  In order to achieve the above object, according to the first aspect of the present invention, road curvature information detecting means for detecting the curvature or radius of curvature of the road, and the vehicle front side from the curvature radius or curvature of the road detected by the road curvature information detecting means. The corner detection means for detecting the presence of the corner of the vehicle, the curvature radius or curvature of the corner in front of the vehicle detected by the corner detection means, and the recommended turning lateral acceleration according to the curvature radius or curvature. A turning vehicle speed calculating means for calculating a recommended turning vehicle speed of the corner; a target deceleration calculating means for calculating a target deceleration based on the current host vehicle speed, the recommended turning vehicle speed, and the distance to the corner; and Deceleration control means for controlling deceleration of the vehicle based on the target deceleration obtained by the speed calculation means, and by the driver during the deceleration control by the deceleration control means When detecting a deceleration operation, and a turning lateral acceleration learning means for correcting the recommended turning lateral acceleration in response to the pressurized deceleration operation.

  Here, the turning lateral acceleration learning means is configured to correct the recommended turning lateral acceleration to a large value when an acceleration operation by the driver is detected during deceleration control. Has been. For example, the turning lateral acceleration learning means is configured to detect the presence or absence of an acceleration operation by the driver by detecting an accelerator stepping operation by the driver, as in the third aspect of the invention.

  As a result, if the driver feels excessive deceleration during deceleration control and feels that the turning vehicle speed at the corner in front of the vehicle will be low enough to be unintentional, the recommended turning lateral direction The acceleration is corrected to a large value. Because of this, when turning the same corner or the corner of the same corner curvature radius or corner curvature next time, a higher turning vehicle speed can be set based on the corrected recommended turning lateral acceleration. The vehicle can be turned at a vehicle speed according to the driver's preference.

  The turning lateral acceleration learning means is configured to correct the recommended turning lateral acceleration to a small value when a deceleration operation by the driver is detected during deceleration control. ing. For example, the turning lateral acceleration learning means limits the brake operation by the driver, the brake pedal force during the brake operation, the manual downshift operation of the transmission, or the use of the high speed stage of the transmission, as in the invention of claim 5. By detecting at least one of the switch operations, the presence or absence of a deceleration operation by the driver is determined.

  As a result, if the driver feels that there is insufficient deceleration during deceleration control and feels that the corner in front of the vehicle is turning at a high speed that is not in line with his intention, the recommended turning lateral acceleration is small. It is corrected to the value. Therefore, the next time when turning the same corner or a corner having the same corner radius or corner curvature, a low turning vehicle speed can be set based on the corrected recommended turning lateral acceleration. Can be turned at a vehicle speed according to the driver's preference.

  Further, the turning lateral acceleration learning means corrects the recommended turning lateral acceleration in the road condition, the surrounding environment, and the running state in which the driver's intention to travel is accurately reflected. Preferably, the control is performed.

  As a result, it is possible to suppress the correction control of the recommended turning lateral acceleration in a situation where the driver's intention to travel is not accurately reflected, so that the recommended turning lateral acceleration after the correction in such an undesirable situation is reduced. An inappropriate setting of the turning vehicle speed can be avoided. Therefore, the vehicle can be turned at a vehicle speed more in line with the driver's preference.

  According to a seventh aspect of the present invention, there is provided an actual turning lateral acceleration storage means for storing the actual turning lateral acceleration information detected during corner turning in association with the corner position information. preferable.

  Thus, the next turn of the same corner, it is possible to easily set the turning vehicle speed according to the driver's preference based on the actual turning lateral acceleration.

  According to the vehicle travel control device of the present invention, the acceleration / deceleration operation by the driver is detected as the driver's preference, and the recommended turning lateral acceleration is corrected according to the acceleration / deceleration operation. When turning a corner having an equivalent corner radius or corner curvature, the turning vehicle speed can be set in accordance with the driver's preference. In addition, by executing the correction control for the recommended turning lateral acceleration only under a condition in which the driver's intention to travel is accurately reflected, it is possible to set an accurate turning vehicle speed that more closely matches the driver's preference.

  Embodiments of a vehicle travel control device according to the present invention will be described below in detail with reference to the drawings. The present invention is not limited to the embodiments.

  A vehicle travel control apparatus according to a first embodiment of the present invention will be described with reference to FIGS.

  FIG. 1 illustrates a vehicle to which a vehicle travel control device according to the present invention is applied. This vehicle is a so-called FR (Front engine Rear drive) vehicle, and the power of a prime mover (hereinafter referred to as “engine”) 1 mounted in front of the vehicle is optimized via a torque converter 2 and an automatic transmission 3. Alternatively, the gear ratio is changed to a gear ratio desired by the driver and transmitted to the propeller shaft 4. The power transmitted to the propeller shaft 4 is transmitted to the left and right drive shafts 6L and 6R by a differential 5 disposed at the rear of the vehicle. Accordingly, the respective drive shafts 6L, 6R rotate and drive the left and right rear wheels 7L, 7R, and the driving force of the vehicle is generated by the respective rear wheels 7L, 7R.

  On the other hand, the vehicle is provided with a vehicle deceleration device that reduces the driving force to decelerate the vehicle. This vehicle speed reduction device is controlled by a speed reduction control means 8a provided in an electronic control device (hereinafter referred to as "ECU") 8 shown in FIG.

  For example, the vehicle deceleration device includes a braking force generation means for generating a braking force of the vehicle. In the first embodiment, as the braking force generation means, braking devices (brakes) 10 respectively provided on the front wheels 9L and 9R and the rear wheels 7L and 7R, and hydraulic pipes 11 connected to the braking devices 10 are used. A so-called brake system that performs deceleration or stop of a vehicle provided with a brake hydraulic pressure control device 12 that adjusts the hydraulic pressure of hydraulic oil in each hydraulic pipe 11 will be illustrated.

  For example, when the braking force generating means is a brake system as described above, the deceleration control means 8a calculates the hydraulic pressure in each hydraulic pipe 11 applied to each braking device 10 based on predetermined information, and The brake hydraulic control device 12 is instructed to generate the calculated hydraulic pressure in each hydraulic pipe 11 to cause the braking device 10 to generate a braking force.

  Specifically, the deceleration control means 8a is provided in each hydraulic pipe 11 based on information on the pedal depression force, the depression amount, and the depression speed obtained from the detection signal of the brake pedal depression force detection sensor 13 when the driver performs a brake operation. The hydraulic pressure to be generated is calculated and the brake hydraulic pressure control device 12 is controlled to generate this hydraulic pressure. Accordingly, the deceleration control means 8a causes each braking device 10 to generate a braking force corresponding to the driver's braking operation or a braking force that assists the braking operation.

  The deceleration control means 8a detects from various sensors such as the vehicle speed sensor 14 when the ECU 8 determines that it is necessary to generate a braking force on all or any of the wheels 7L, 7R, 9L, 9R. Based on the current vehicle speed, the vehicle state information such as the slip rate of each wheel 7L, 7R, 9L, 9R, the target deceleration, etc., the hydraulic pressure generated in all or any of the hydraulic pipes 11 is calculated, The brake hydraulic control device 12 is controlled to generate this hydraulic pressure. Thereby, the deceleration control means 8a automatically activates the corresponding braking device 10 to generate a braking force on all or any of the wheels 7L, 7R, 9L, 9R.

  Here, the braking force generation means of the first embodiment is a so-called brake-by-wire system in which the ECU 8 controls the brake hydraulic pressure control device 12 based on the detection signal of the brake pedal depression force detection sensor 13 described above. Alternatively, a brake pedal (not shown) and a hydraulic pressure generator (not shown) such as a master cylinder may be mechanically connected by a link mechanism. Further, it may be a braking force generating means that generates a braking force triggered by an operation of a stepping brake pedal, or may be a device that generates a braking force triggered by a manual operation of a lever or the like.

  By the way, as a vehicle speed reducing device, there is a downshift control means of the automatic transmission 3 in addition to the braking force generating means. The downshift control means is configured such that when a manual downshift operation is performed by the driver or when the ECU 8 detects a downshift request in the automatic shift mode, the deceleration control means 8a performs the transmission hydraulic pressure control shown in FIG. The device 15 is controlled to shift down the shift stage of the automatic transmission 3 to the low speed stage side. Thus, the downshift control means performs deceleration control by generating engine braking force on the vehicle.

  As another vehicle speed reducing device, a throttle control valve 17 disposed in an intake passage 16 of the engine 1 shown in FIG. 1, a throttle actuator 18 for opening and closing the throttle control valve 17, and a throttle opening of the throttle control valve 17 are shown. An electronically controlled throttle device comprising a throttle opening sensor 19 or the like for detecting the above can be used. For example, when the ECU 8 detects a deceleration request, the deceleration control means 8a controls the throttle actuator 18 to drive the throttle control valve 17 in the valve closing direction. As a result, the engine output is reduced and the vehicle deceleration control is performed.

  Further, as the vehicle speed reducing device, regenerative braking means using a motor generator such as a regenerative braking system can be considered.

  Thus, there are various types of vehicle deceleration devices, and at least one vehicle is mounted or used in the vehicle according to the present invention.

  Hereinafter, the vehicle travel control apparatus according to the first embodiment will be described in detail.

  The vehicle travel control apparatus according to the first embodiment is provided as one of the control functions of the ECU 8 described above, and includes the deceleration control means 8a described above.

  First, in the first embodiment, as one function of the vehicle travel control device, a road curvature information detecting means 8b for detecting a curvature radius R or a curvature K (= 1 / R) of a road is provided in the ECU 8. Yes. Specifically, the road curvature information detection means 8b detects the curvature radius R or the curvature K of the road using the own vehicle position / road information detection device 20 shown in FIG.

  Here, the vehicle position / road information detection device 20 includes a vehicle position detection unit 20a such as a GPS (Global Positioning System) or a beacon, and a map database 20b in which a road map is stored.

For example, as the vehicle position / road information detecting device 20, CPU 20 c ₁ and ROM20c controller 20c having ₂ and RAM 20c _3, the display unit 20e for displaying the vehicle position on the operation unit 20d and the map driver to use And the like are provided in the first embodiment.

  In this car navigation system, the control device 20c always detects the curvature radius R or the curvature K of the road. For this reason, the road curvature information detection means 8b of the first embodiment sends a detection command of road curvature information in front of the vehicle to the own vehicle position / road information detection device 20, and the vehicle front detected by the control device 20c. Information on the curvature radius R or curvature K of the road is acquired from the vehicle position / road information detection device 20.

  For example, the control device 20c detects the curvature radius R or the curvature K of the road based on the map shape of the map information in the map database 20b.

  Here, if the vehicle position / road information detection device 20 detects information on the curvature radius R of the road, the information acquired in the case of a straight road (straight) is “infinity”. In the case of a corner, the value of the curvature radius R is acquired. At that time, the sharper the corner, the smaller the radius of curvature R. On the other hand, if the vehicle position / road information detection device 20 detects information on the curvature K of the road, a value of “0” is acquired in the case of a straight, and the value of the curvature K in the case of a corner. To be acquired. At that time, the sharper the corner, the larger the curvature K.

  A corner information database having corner position information and corner curvature radius R or corner curvature K information for each corner is prepared in advance in the own vehicle position / road information detection device 20 and controlled from the corner information database. The device 20c may read the corner curvature radius R or the corner curvature K.

  Also, such a corner information database is prepared in the storage device of the ECU 8, and the road curvature information detecting means 8b is provided with the corner information database and the own vehicle position information taken from the own vehicle position / road information detecting device 20. May be used to detect information on the radius of curvature R or the curvature K of the road ahead of the vehicle. Furthermore, the road curvature information detecting means 8b may detect the information on the curvature radius R or the curvature K of the road ahead of the vehicle by taking the own vehicle position information and the map information from the own vehicle position / road information detection device 20. .

  In addition, the ECU 8 of the first embodiment includes a corner detection unit that detects the presence of a corner in front of the vehicle from the curvature radius or curvature of the road detected by the road curvature information detection unit 8b as a function of the vehicle travel control device. 8c is provided.

  For example, if road curvature radius information is detected, it is determined as “straight” when information indicating “infinity” is detected, and “corner” is detected when information on curvature radius is detected. to decide. For this reason, in such a case, the corner detection means 8c detects the presence of a corner in front of the vehicle when information on the radius of curvature is detected. On the other hand, if the curvature information of the road is detected, it is determined as “straight” when the value of “0” is detected, and is determined as “corner” when the information of curvature is detected. For this reason, in such a case, the corner detection means 8c detects the presence of a corner in front of the vehicle when curvature information is detected.

  Thus, in other words, the corner detection unit 8c can be said to be a determination unit that determines whether the road ahead of the vehicle is a straight or a corner.

  The corner detection means 8c may detect the presence of a corner in front of the vehicle by taking in the vehicle position information and map information from the vehicle position / road information detection device 20, and based on the above-described corner information database. The presence of a corner in front of the vehicle may be detected.

  Further, the ECU 8 according to the first embodiment calculates the distance L (hereinafter also referred to as “distance to the corner”) L between the vehicle and the corner in front of the vehicle as one function of the vehicle travel control device. A vehicle-corner distance calculating means 8d is provided.

  In the first embodiment, the distance L to the corner is also calculated by the control device 20c of the own vehicle position / road information detection device 20. For example, the control device 20c according to the first embodiment calculates the distance L to the corner entrance based on the detected vehicle position information and the map information in the map database 20b. After obtaining the distance L to the corner, the control device 20c sends information on the distance L to the corner to the ECU 8.

  The own vehicle-corner distance calculating means 8d may obtain the distance L to the corner by taking the own vehicle position information and the map information from the own vehicle position / road information detecting device 20.

  Further, the ECU 8 of the first embodiment is provided with a turning vehicle speed calculation means 8e that obtains a recommended turning vehicle speed Vre at a corner in front of the vehicle as one function of the vehicle travel control device.

  The turning vehicle speed calculation means 8e of the first embodiment obtains the recommended turning vehicle speed Vre of the corner using the following formula 1 based on the corner curvature radius R and the turning lateral acceleration Gy corresponding to the corner curvature radius R.

  Here, in the first embodiment, the storage means for the recommended turning lateral acceleration Gre associated with each corner curvature radius R or each range of the predetermined corner curvature radius R (hereinafter referred to as “recommended turning lateral acceleration database”). ") 21 is provided. In the recommended turning lateral acceleration database 21, for example, turning lateral acceleration “0.2 G” that can turn a corner while being stabilized is set as an initial value of the recommended turning lateral acceleration Gre. The learning result of the lateral acceleration Gy is reflected.

  For this reason, the turning vehicle speed calculation means 8e of the first embodiment reads the recommended turning lateral acceleration Gre corresponding to the corner curvature radius R of the corner in front of the vehicle from the recommended turning lateral acceleration database 21, and this recommended turning lateral acceleration. Gre can be set as the turning lateral acceleration Gy at the time of the arithmetic processing according to Equation 1 above.

  On the other hand, in the first embodiment, actual turning lateral acceleration Grl that stores information of actual turning lateral acceleration (hereinafter referred to as “actual turning lateral acceleration”) Grl of a corner that has traveled in the past. Storage means (hereinafter referred to as “actual turning lateral acceleration database”) 22 is provided. For example, the actual turning lateral acceleration database 22 is recorded by associating information on the actual turning lateral acceleration Grl detected from the lateral acceleration sensor 23 during corner turning with the corner position information of the corner in the map database 20b. Yes, created by the turning lateral acceleration learning means 8g described later.

  Therefore, the turning vehicle speed calculating means 8e of the first embodiment reads the actual turning lateral acceleration Grl corresponding to the corner in front of the vehicle from the actual turning lateral acceleration database 22 and reads the information. It can be set as the turning lateral acceleration Gy at the time of calculation processing according to Equation 1.

  In the first embodiment, it is determined that the past traveling history is the most in line with the driver's preference, and if there is information on the actual turning lateral acceleration Grl, this is preferentially given to the corner in front of the vehicle. Is set as the turning lateral acceleration Gy. Thereby, when the same corner is turned next time, it is possible to easily set the recommended turning vehicle speed Vre according to the driver's preference based on the actual turning lateral acceleration Grl. However, it is not always necessary to set the recommended turning vehicle speed Vre using the actual turning lateral acceleration Grl under all circumstances, and the recommended turning vehicle speed Vre using the recommended turning lateral acceleration Gre in the recommended turning lateral acceleration database 21. May be set.

  Here, the turning vehicle speed calculation means 8e described above may calculate the recommended turning vehicle speed Vre of the corner using the following equation 2 based on the corner curvature K and the turning lateral acceleration Gy corresponding to the corner curvature K. Good.

  In such a case, the recommended turning lateral acceleration database 21 stores information on the recommended turning lateral acceleration Gre in association with each corner curvature K or each range of the predetermined corner curvature K. The learning result of the acceleration Gy is reflected.

  Furthermore, the ECU 8 according to the first embodiment is provided with a target deceleration calculating means 8f that obtains a target deceleration Gt until the vehicle enters the corner ahead of the vehicle as a function of the vehicle travel control device.

  The target deceleration calculation means 8f of the first embodiment enters the corner using the following equation 3 based on the current host vehicle speed V, the recommended turning vehicle speed Vre at the corner in front of the vehicle, and the distance L to the corner. The target deceleration Gt until it is obtained is obtained. As is clear from Equation 3, the target deceleration Gt of the first embodiment is a deceleration that can decelerate the vehicle to the recommended turning vehicle speed Vre when entering the corner.

  Further, the ECU 8 of the first embodiment is provided with a turning lateral acceleration learning means 8g as one function of the vehicle travel control device.

  The turning lateral acceleration learning means 8g has the function of creating the actual turning lateral acceleration database 22 described above, and the turning lateral direction according to the acceleration / deceleration operation performed by the driver during the automatic deceleration control by the deceleration control means 8a. Also provided is a turning lateral acceleration correction function for correcting the acceleration Gy.

  Here, when the driver performs an acceleration operation during the automatic deceleration control by the deceleration control means 8a, the driver feels that the vehicle deceleration (target deceleration Gt) generated by the automatic deceleration control is large. This means that the driver has decided to turn the corner at a vehicle speed higher than the recommended turning vehicle speed Vre. On the other hand, when the driver performs a deceleration operation during the automatic deceleration control by the deceleration control means 8a, the driver feels that the deceleration (target deceleration Gt) of the vehicle generated by the automatic deceleration control is small, This means that the driver has decided to turn the corner at a vehicle speed lower than the recommended turning vehicle speed Vre. That is, the recommended turning vehicle speed Vre at the corner in front of the vehicle that is currently set is not the vehicle speed according to the driver's preference, and therefore the driver performs an acceleration operation or a deceleration operation during the automatic deceleration control.

  Therefore, the turning lateral acceleration learning means 8g of the first embodiment performs automatic deceleration control so that the recommended turning vehicle speed Vre when turning the same or similar corner next time can be set to the vehicle speed according to the driver's preference. The lateral turning acceleration Gy is corrected in accordance with the acceleration / deceleration operation, and this is replaced with the existing recommended turning lateral acceleration Gre as the new recommended turning lateral acceleration Gre in the recommended turning lateral acceleration database 21 described above.

  First, when the driver performs an acceleration operation during the automatic deceleration control, the turning lateral acceleration learning means 8g adds the turning lateral acceleration correction value α to the turning lateral acceleration Gy that is currently set. As a result, when turning in the same or similar corners in the future, the recommended turning vehicle speed Vre of a higher vehicle speed is set based on the recommended turning lateral acceleration Gre of a higher value, so that the driver's preference is met. You can turn the corner at a high speed.

  On the other hand, when the driver performs a deceleration operation during the automatic deceleration control, the turning lateral acceleration learning means 8g subtracts the turning lateral acceleration correction value β from the currently set turning lateral acceleration Gy. As a result, when turning in the same or similar corners in the future, the recommended turning vehicle speed Vre of a lower vehicle speed is set based on the recommended turning lateral acceleration Gre of a lower value, so that the driver's preference is met. You can turn the corner at a high speed.

  Here, the turning lateral acceleration correction values α and β may be constant values set in advance, or a predetermined ratio with respect to the turning lateral acceleration Gy to be corrected may be set for each correction control. Good.

  By the way, even if the driver's preference does not change and the corners have the same corner or the same corner radius of curvature, depending on the road conditions such as good or bad prospects and the surrounding environment such as weather, the driver may The desired turning vehicle speed is different. For this reason, if the correction control of the turning lateral acceleration Gy is performed uniformly in such a case, the next turning of the same or similar corner makes it impossible to turn the corner at a vehicle speed according to the driver's preference. End up.

  Therefore, in the first embodiment, the road condition, the surrounding environment, and the traveling state are set as the start conditions for the correction control of the turning lateral acceleration Gy (hereinafter referred to as “correction control start conditions”), and the establishment or The turning lateral acceleration learning means 8g is determined before the correction control is performed for the failure. Here, it is assumed that the correction control is executed only when all the conditions are satisfied.

  As the correction control start condition of the first embodiment, the conditions of the road condition, the surrounding environment, and the driving state in which the driver's preference can be accurately determined, that is, the driver's driving intention is accurately reflected are used. For example, conditions such as “daytime” or “clear weather” as conditions for the surrounding environment, and conditions such as “running in the automatic transmission mode” or “running on a flat road” as conditions for the running state As the conditions of the surrounding environment, conditions such as “a corner with good visibility” and “no other vehicle is traveling ahead” are used.

  Specifically, “whether it is daytime” can be determined from the ON signal of the headlight switch 24. If the turning signal is not detected by the turning lateral acceleration learning means 8g, “daytime” is determined. To do.

  Further, “whether or not it is fine” can be determined from the ON signal of the wiper switch 25. If the turning lateral acceleration learning means 8g does not detect the ON signal, it is determined that “sunny”.

  Further, “whether or not the vehicle is traveling in the automatic transmission mode” can be determined from the detection signal of the shift position sensor 26. If the turning lateral acceleration learning means 8g detects the signal of the D range, It is determined that the vehicle is traveling in the shift mode.

  Here, in the first embodiment, “whether the vehicle is traveling on a flat road”, “whether it is a corner with good visibility”, “whether no other vehicle is traveling forward” or not. In order to determine such conditions, a road condition detection device 27 shown in FIG. 1 is provided in the vehicle. For example, an imaging device such as a CCD camera can be considered as the road condition detection device 27, and “whether or not the vehicle is traveling on a flat road”, “a corner with good visibility” based on a photographed image in front of the vehicle. It is determined whether or not, “whether no other vehicle is traveling ahead”, or the like. The presence of another vehicle ahead may be determined using a radar device such as a millimeter wave radar.

  Hereinafter, the control operation of the vehicle travel control apparatus according to the first embodiment will be described with reference to the flowcharts of FIGS. Here, the road curvature information detection unit 8b is illustrated as detecting the curvature radius R of the road and causing the corner detection unit 8c to detect the presence of a corner based on this.

  First, the ECU 8 calculates the current host vehicle speed V based on the detection signal of the vehicle speed sensor 14 as shown in the flowchart of FIG. 2 and issues a host vehicle position detection command to the host vehicle position / road information detection device 20. The vehicle position on the map is detected (step ST1).

  Here, in general, the host vehicle speed V is constantly detected by the ECU 8 in order to perform vehicle travel control and the like, and therefore it is preferable to improve the calculation processing speed by using the information.

  Further, in the first embodiment, a car navigation system is used as the own vehicle position / road information detecting device 20, and when this function is functioning, the control device 20c always detects the own vehicle position from the own vehicle position detecting unit 20a. Therefore, the ECU 8 does not necessarily need to issue a vehicle position detection command. However, since the vehicle position / road information detection device 20 may be stopped by the user, in this case, the vehicle position detection command is issued in step ST1.

  Subsequently, the ECU 8 determines whether the road ahead of the vehicle is a straight or a corner using the road curvature information detection means 8b and the corner detection means 8c (step ST2).

  In this step ST2, first, the road curvature information detection means 8b sends a detection command of road curvature information in front of the vehicle to the own vehicle position / road information detection device 20, and the vehicle curvature information detected by the control device 20c is detected. Information on the curvature radius R of the road is received from the own vehicle position / road information detection device 20. And the corner detection means 8c determines whether it is a straight or a corner based on the information of the curvature radius R of the road ahead of the vehicle. The own vehicle position / road information detecting device 20 transmits road position information (specifically, corner position information) to the ECU 8 together with information on the radius of curvature R.

  Here, if the road ahead of the vehicle is straight, the ECU 8 ends this control process and returns to step ST1, and if it is a corner, the ECU 8 calculates the distance L to the corner (step ST3).

  In this step ST3, the vehicle-corner distance calculation means 8d sends a vehicle-corner distance calculation command to the vehicle position / road information detecting device 20, and the vehicle position / road information detecting device 20 The control device 20c causes the distance L to the corner to be calculated based on the vehicle position information detected in step ST1 and the map information in the map database 20b. The control device 20c sends information on the obtained distance L to the corner to the ECU 8.

  Subsequently, the turning vehicle speed calculation means 8e of the ECU 8 reads the recommended turning lateral acceleration Gre corresponding to the corner curvature radius R detected in step ST2 from the recommended turning lateral acceleration database 21 (step ST4).

  Thereafter, the turning vehicle speed calculation means 8e searches the actual turning lateral acceleration database 22 based on the corner position information sent from the own vehicle position / road information detection device 20 in step ST2, and corresponds to the corner. The presence / absence of information on the actual turning lateral acceleration Grl to be performed is determined (step ST5).

  If there is information on the actual turning lateral acceleration Grl, the turning vehicle speed calculation means 8e reads this from the actual turning lateral acceleration database and sets it as the turning lateral acceleration Gy (= Grl) of the corner. (Step ST6). On the other hand, when the turning vehicle speed calculation means 8e determines that the information of the actual turning lateral acceleration Grl does not exist, the turning lateral acceleration Gre read in step ST4 is used as the turning lateral acceleration Gy ( = Gre) (step ST7).

  After setting the turning lateral acceleration Gy at the corner in front of the vehicle in this way, the turning vehicle speed calculation means 8e determines the turning lateral acceleration Gy set at step ST6 or step ST7 and the corner curvature radius obtained at step ST3. By substituting R into the above-described equation 1, the recommended turning vehicle speed Vre at the corner is obtained (step ST8).

  Thereafter, the target deceleration calculating means 8f of the ECU 8 substitutes the recommended turning vehicle speed Vre and the current host vehicle speed V and the distance L to the corner obtained in the above steps ST1 and ST3 into the above-described expression 3. A target deceleration Gt until the vehicle enters the corner in front of the vehicle is obtained (step ST9).

  Then, the deceleration control means 8a of the ECU 8 determines whether or not the deceleration control execution flag “F” is set (F = 1) (step ST10). It is determined whether or not there is a deceleration control start request (step ST11).

  The deceleration control start request means a signal sent to the ECU 8 in accordance with the driver's deceleration operation. Here, as the deceleration operation of the driver, there are a brake operation, a manual downshift operation of the automatic transmission 3, an operation of a switch (so-called overdrive switch) for restricting the use of the high speed stage of the automatic transmission 3, etc. In any of these operations, the driver generally performs the accelerator OFF operation first. For this reason, in the first embodiment, the accelerator OFF operation is set as a deceleration control start request, and whether or not there is a deceleration control start request is determined by whether or not the accelerator OFF signal from the accelerator position sensor 28 is detected. .

  Therefore, if the deceleration control means 8a of the first embodiment does not detect the accelerator OFF signal in step ST11, the deceleration control means 8a determines that the deceleration control start request has not been made, ends the present control process, and proceeds to step ST1. Return.

  On the other hand, if the deceleration control means 8a detects the accelerator OFF signal, the deceleration control means 8a determines that a deceleration control start request has been made by the driver, and executes automatic deceleration control based on the target deceleration Gt obtained in step ST9. Then, the deceleration control execution flag “F = 1” is set (step ST13). When at least one of a brake operation, a manual downshift operation of the automatic transmission 3 or an operation of an overdrive switch of the automatic transmission 3 is detected, “a deceleration control start request from the driver” It may be judged.

  During execution of the automatic deceleration control, the ECU 8 according to the first embodiment determines whether or not the turning lateral acceleration learning means 8g has requested to stop the deceleration control by the driver (step ST14). Such correction control of the turning lateral acceleration Gy is performed.

  Here, as the deceleration control stop request of the first embodiment, an acceleration operation by the driver such as an accelerator ON operation (accelerator depression operation) or a manual upshift operation to the automatic transmission 3 is set. Since the accelerator ON operation is generally used as the driver's acceleration operation, in the first embodiment, the presence or absence of a deceleration control stop request is determined depending on whether or not the accelerator ON signal from the accelerator position sensor 28 is detected. However, it may be determined whether or not there is a deceleration control stop request by detecting at least one of an accelerator ON operation or a manual upshift operation to the automatic transmission 3.

  First, a case where the driver performs an accelerating operation and the turning lateral acceleration learning means 8g determines that there is a deceleration control stop request will be described based on the flowchart of FIG.

  In this case, the ECU 8 causes the deceleration control means 8a to stop the automatic deceleration control (step ST15), and causes the turning lateral acceleration learning means 8g to determine whether or not the above-described correction control start condition is satisfied (step ST15). Step ST16).

  Here, the turning lateral acceleration learning means 8g ends the present control process if the correction control start condition is not satisfied, returns to step ST1, and if the correction control start condition is satisfied, the deceleration control stop request counter. C1 is incremented (step ST17). The deceleration control stop request counter C1 is incremented to “1” in response to a single deceleration control stop request. For example, after the accelerator ON operation is performed once, the driver further depresses the accelerator. Sometimes, “2” may be further incremented (C1 = 2), assuming that two deceleration control stop requests have been made.

  Thereafter, the turning lateral acceleration learning means 8g determines whether or not the deceleration control stop request counter C1 is equal to or greater than a predetermined value x (step ST18).

  The predetermined value x is, for example, “2” or “3” so that the turning lateral acceleration Gy is corrected after a plurality of deceleration control stop requests are made when the turning lateral acceleration correction value α is large. It is preferable to set a larger value. Accordingly, it is possible to avoid the inconvenience that the turning lateral acceleration Gy is frequently changed greatly and the driver performs the deceleration control stop operation every time a similar corner comes to the front.

  On the other hand, the predetermined value x is preferably set to a small value such as “1” if the turning lateral acceleration correction value α is small. Thereby, since the turning lateral acceleration Gy is frequently corrected, it is possible to set a suitable recommended turning vehicle speed Vre according to the driver's preference without giving the driver a sense of incongruity.

  Further, the predetermined value x may be a constant value set in advance, but may be, for example, a variation value according to the determination frequency of whether or not the correction control start condition is satisfied. In this case, for example, if the determination frequency is high, it means that the frequency of the deceleration control stop operation by the driver is high. Therefore, the predetermined value x is set to a small value such as “1”, and the turning lateral direction is frequently set. The acceleration Gy is corrected. On the other hand, if the determination frequency is low, it means that the turning lateral acceleration Gy (recommended turning vehicle speed Vre) is a value substantially in accordance with the driver's preference, so the predetermined value x is set to “2” or “ By setting a larger value such as “3”, it is possible to suppress unnecessary correction control intervention.

  Here, when the deceleration control stop request counter C1 determines that the deceleration control stop request counter C1 is equal to or greater than the predetermined value x in step ST18, the turning lateral acceleration learning means 8g turns to the turning lateral acceleration Gy set in step ST6 or step ST7. The direction acceleration correction value α is added and stored in the recommended turning lateral acceleration database 21 as the recommended turning lateral acceleration Gre corresponding to the corner radius of curvature R of the front corner of the vehicle (step ST19), and a deceleration control stop request is made. The counter C1 is reset (step ST20).

  The turning lateral acceleration learning means 8g, after resetting the deceleration control stop request counter C1, or when determining in step ST18 that the deceleration control stop request counter C1 is not greater than or equal to the predetermined value x, The actual turning lateral acceleration Grl during corner turning is measured from the detection signal 23 (step ST21), and is stored in the actual turning lateral acceleration database 22 together with the corner position information of the corner (step ST22).

  Next, the case where the turning lateral acceleration learning means 8g determines that there is no request for stopping deceleration control in step ST14 will be described based on the flowchart of FIG.

  In such a case, the turning lateral acceleration learning means 8g determines whether or not there is a deceleration increase request from the driver (step ST23).

  The deceleration increase request means a signal sent to the ECU 8 along with the driver's deceleration operation. Here, since the accelerator is already off, it is transmitted along with other deceleration operations. This is a signal. For example, as other deceleration operations, there are a brake ON operation, a manual downshift operation of the automatic transmission 3, an operation of a switch (so-called overdrive switch) for restricting the use of the high speed stage of the automatic transmission 3, etc. By detecting at least one of the above, it is determined that “there is a request for an increase in deceleration by the driver”.

  By the way, the deceleration operation here is an operation performed when the driver determines that he wants to turn a corner at a vehicle speed lower than the recommended turning vehicle speed Vre. For this reason, if the driver does not perform such further deceleration operation, the recommended turning vehicle speed Vre based on the turning lateral acceleration Gy set in step ST6 or step ST7 is approximately the vehicle speed according to the driver's preference. It means that Therefore, when the turning lateral direction acceleration learning means 8g determines that there is no deceleration increase request from the driver, this control process ends and the process returns to step ST1.

  On the other hand, if the driver performs such further deceleration operation, it means that the current recommended turning vehicle speed Vre does not meet the driver's preference, so the ECU 8 requests the driver to increase the deceleration. When it is determined that there is, the turning lateral acceleration learning means 8g determines whether or not the correction control start condition is satisfied while maintaining the current automatic deceleration control (step ST24).

  Here, the turning lateral acceleration learning means 8g ends the present control process if the correction control start condition is not satisfied, and returns to step ST1, and if the correction control start condition is satisfied, the deceleration increase request counter C2 is incremented (step ST25). The deceleration increase request counter C2 is incremented to “1” in response to a single deceleration increase request. For example, after the brake ON operation is performed once, the driver further performs a manual downshift operation. When “1” is performed, “1” is further incremented (C2 = 2) on the assumption that two deceleration increase requests have been made.

  Thereafter, the turning lateral acceleration learning means 8g determines whether or not the deceleration increase request counter C2 is equal to or greater than a predetermined value y (step ST26).

  The predetermined value y is “2” or “3” so that, for example, when the turning lateral acceleration correction value β is large, the turning lateral acceleration Gy is corrected after a plurality of deceleration increase requests are made. It is preferable to set a larger value. Accordingly, it is possible to avoid the inconvenience that the turning lateral acceleration Gy is frequently changed greatly and the driver performs further deceleration operation each time a similar corner comes to the front.

  On the other hand, the predetermined value y is preferably set to a small value such as “1” if the turning lateral acceleration correction value β is small. Thereby, since the turning lateral acceleration Gy is frequently corrected, it is possible to set a suitable recommended turning vehicle speed Vre according to the driver's preference without giving the driver a sense of incongruity.

  Further, the predetermined value y may be a constant value set in advance. For example, the predetermined value y may be a variation value according to the determination frequency of whether the correction control start condition is satisfied. In such a case, for example, if the determination frequency is high, it means that the frequency of the driver requesting the deceleration increase is high. Therefore, the predetermined value y is set to a small value such as “1” and the turning lateral direction is frequently set. The acceleration Gy is corrected. On the other hand, if the determination frequency is low, it means that the turning lateral acceleration Gy (recommended turning vehicle speed Vre) is a value substantially in accordance with the driver's preference, so the predetermined value y is set to “2” or “ By setting a larger value such as “3”, it is possible to suppress unnecessary correction control intervention.

  Here, if the deceleration increase request counter C2 determines that the deceleration increase request counter C2 is greater than or equal to a predetermined value in step ST26, the turning lateral acceleration learning means 8g determines the turning lateral acceleration from the turning lateral acceleration Gy set in step ST6 or step ST7. The acceleration correction value β is subtracted and stored in the recommended turning lateral acceleration database 21 as the recommended turning lateral acceleration Gre corresponding to the corner curvature radius R of the front corner of the vehicle (step ST27), and the deceleration increase request counter is stored. C2 is reset (step ST28).

  This turning lateral acceleration learning means 8g, after resetting the deceleration increase request counter C2, or when determining that the deceleration increase request counter C2 is not greater than or equal to a predetermined value in step ST26, Proceeding to ST22, the actual turning lateral acceleration Grl during corner turning is measured from the detection signal of the lateral acceleration sensor 23, and stored in the actual turning lateral acceleration database 22 together with corner position information.

  In this way, if the recommended turning vehicle speed Vre (turning lateral acceleration Gy) at the corner in front of the vehicle that is currently set does not meet the driver's preference, the vehicle is automatically controlled to decelerate at an inappropriate target deceleration Gt. Thus, during the automatic deceleration control, the driver performs an acceleration / deceleration operation, and the correction control of the turning lateral acceleration Gy corresponding to the acceleration / deceleration operation is executed in response to the acceleration / deceleration operation. That is, in the first embodiment, the acceleration / deceleration operation by the driver during the automatic deceleration control is used as a condition for determining the appropriateness of the turning vehicle speed according to the driver's preference, so long as the turning vehicle speed does not meet the driver's preference. The turning lateral acceleration Gy is corrected to an appropriate value in accordance with the acceleration / deceleration operation.

  For this reason, according to the first embodiment, when turning the same or equivalent corner next time, the recommended turning vehicle speed Vre according to the driver's preference is set based on the turning lateral acceleration Gy preferred by the driver. be able to. In addition, this makes it possible to calculate a suitable target deceleration Gt the next time before entering the same or equivalent corner, and the vehicle is automatically decelerated at a deceleration according to the driver's preference. As a result, the driver does not feel a sense of compassion and insufficient deceleration due to excessive deceleration control, and the driver's uncomfortable feeling can be resolved.

  Further, the turning lateral acceleration Gy corrected as described above is stored for use next time. In the first embodiment, in addition to this, the actual turning lateral acceleration Grl is also stored together with the corner position information. Thus, the next time the vehicle turns in the same corner, the vehicle can be turned at the recommended turning vehicle speed Vre that better matches the driver's preference.

  Further, in the first embodiment, correction control start conditions such as road conditions and surrounding environment are determined before executing correction control of the turning lateral acceleration Gy, and correction control is performed only when the conditions are met. Is restricted to allow Because of this, it is possible to accurately determine the driver's preference, so unnecessary correction control is suppressed, and unnecessary correction control when turning the same or equivalent corner when meeting the condition next time is also avoided. can do.

  By the way, in the first embodiment, the target deceleration Gt is obtained as the vehicle enters the corner at the same speed as the recommended turning vehicle speed Vre of the corner, and the automatic deceleration control is executed so as to be the target deceleration Gt. is doing. On the other hand, one corner does not necessarily have a constant radius of curvature from the entrance to the outlet, and may be composed of a plurality of curves having various radii of curvature. The recommended turning vehicle speed Vre is different.

  Therefore, when one corner is constituted by a plurality of curves, generally, when the target deceleration Gt is obtained using the recommended turning vehicle speed Vre other than the curve at the corner entrance, the target deceleration Gt is generally excessively reduced. Since the speed is reached and the driver makes a deceleration control stop request before entering the corner, the correction control of the turning lateral acceleration Gy is executed without fail.

  Therefore, in such a case, it is preferable to obtain the target deceleration Gt using the recommended turning vehicle speed Vre of the curve at the corner entrance, so that unnecessary correction control need not be sequentially performed.

  Further, in the first embodiment, the determination of whether or not there is a deceleration increase request in step ST23 described above is exemplified such that “deceleration increase request is present” is determined when a brake ON signal is detected.

  Here, in general, before entering the corner, the driver puts his feet on the brake pedal to prepare for deceleration, and the driver may perform a brake operation so as not to increase the deceleration so much. However, even if there is such a driver's movement, the deceleration of the vehicle generated by the deceleration control based on the target deceleration Gt, that is, the recommended turning vehicle speed Vre at the corner in front of the vehicle is not necessarily It is not always against the preference. For this reason, when the driver performs such an operation, it is not preferable to perform correction control of the turning lateral acceleration Gy.

  Therefore, in consideration of such a case, the turning lateral acceleration learning means 8g is caused to detect the brake pedal force based on the detection signal of the brake pedal pressing force detection sensor 13, and if this brake pedal force is a predetermined value or more, the “deceleration” It may be determined that “there is an increase request”, and if it is not equal to or greater than a predetermined value, it may be determined that “no increase in deceleration”.

  Furthermore, in the above-described first embodiment, the car navigation system (the own vehicle position / road information detection device 20) is used to burden the control device 20c of this car navigation system with the arithmetic processing. However, the present invention is not limited to such an embodiment. For example, if the own vehicle position / road information detection device 20 has at least the own vehicle position detection unit 20a and the map database 20b, the ECU 8 may execute all the arithmetic processes.

  In such a case, the ECU 8 calculates the current host vehicle speed in step ST1, reads the corresponding map from the map database 20b based on the detection signal from the host vehicle position detection unit 20a, and positions the host vehicle on the map. Is detected.

  Thereafter, the ECU 8 detects the curvature radius R of the road ahead of the vehicle based on the corresponding map and the vehicle position information in the step ST2 by the road curvature information detection means 8b and the corner detection means 8c. Determine whether the road ahead is straight or corner.

  If the road ahead of the vehicle is a corner, the ECU 8 calculates a distance L to the corner based on the corresponding map and the vehicle position information in step ST3.

  Thus, even when the ECU 8 executes all the arithmetic processes, the same effect as when the arithmetic processes are shared by the control device 20c of the car navigation system can be obtained.

  Here, as the vehicle position / road information detection device 20 described above, the road condition detection device 27 (imaging device) described above may be used. In such a case, the photographed image can be analyzed to cause the road curvature information detection means 8b described above to detect information on the curvature radius R or curvature K of the road ahead of the vehicle. Further, the corner detection means 8c may determine whether the road ahead of the vehicle is a straight or a corner from the captured image.

  In addition, using a communication line such as the Internet, information on whether the road ahead of the vehicle is straight or a corner, and information on the corner curvature radius R or corner curvature K in the case of a corner are externally provided. You may make ECU8 acquire from a base station. According to this, since it is not necessary to provide the processing function of the road curvature information detection means 8b and the corner detection means 8c in the vehicle, the processing speed of various processing devices mounted on the vehicle such as the ECU 8 can be improved.

  It should be noted that the order of determination in step ST14 and step ST23 described above may be switched.

  Next, a vehicle travel control apparatus according to a second embodiment of the present invention will be described with reference to FIGS. 1 to 3 and FIG.

  The vehicle travel control apparatus according to the second embodiment is configured in the same manner as the first embodiment described above, and is applied to the same vehicle as the first embodiment shown in FIG.

  Here, the difference between the vehicle travel control device of the second embodiment and the vehicle travel control device of the first embodiment described above is that the driver makes a deceleration control stop request during execution of the automatic deceleration control by the deceleration control means 8a. There is a correction control method of the turning lateral acceleration Gy in the case of no.

  Specifically, as described above, when the driver puts his feet on the brake pedal to prepare for deceleration before entering the corner, or when the driver performs a brake operation so as not to increase the deceleration so much There is. In such a case, it is not preferable to perform correction control of the turning lateral acceleration Gy uniformly by determining that the driver has requested a deceleration increase only by detecting the brake ON signal.

  Thus, in the second embodiment, when the driver makes a deceleration increase request without making a deceleration control stop request, the brake pedal force P is detected from the detection signal of the brake pedal depression force detection sensor 13. Then, a turning lateral acceleration correction value γ corresponding to the brake pedaling force P is obtained, and a recommended turning lateral acceleration Gre corresponding to the magnitude of the brake pedaling force P is calculated.

  Hereinafter, the control operation of the vehicle travel control apparatus according to the second embodiment will be described in detail based on the flowchart of FIG. Regarding the operation for executing the automatic deceleration control after detecting the vehicle position information and the like, and the correction control operation for the turning lateral acceleration Gy when the driver makes a deceleration control stop request during the automatic deceleration control. Is the same as the operation from step ST1 to step ST22 of the first embodiment shown in FIGS. Therefore, in the following, description of the similar operation is omitted, and only the operation when the driver does not make the deceleration control stop request will be described.

  When the turning lateral acceleration learning means 8g determines that there is no deceleration control stop request in step ST14 shown in FIG. 2, the turning lateral acceleration learning means 8g sends a deceleration increase request by the driver in the same manner as in the first embodiment. The presence or absence is determined (step ST123).

  If the turning lateral acceleration learning means 8g determines that there is no deceleration increase request from the driver, this control process ends and the process returns to step ST1. On the other hand, when it is determined that the driver has requested to increase the deceleration, the turning lateral acceleration learning means 8g operates based on the detection signal of the brake pedal depression force detection sensor 13 while maintaining the current automatic deceleration control. The brake depression force P of the person is detected (step ST124).

  Thereafter, the turning lateral acceleration learning means 8g determines whether or not the correction control start condition is satisfied as in the first embodiment (step ST125).

  Here, the turning lateral acceleration learning means 8g ends this control process if the correction control start condition is not satisfied, and applies the brake pedal force P detected in step ST124 if the correction control start condition is satisfied. Based on this, an insufficient deceleration amount ΔG is obtained (step ST126).

  For example, the vehicle deceleration G when the brake pedal force P is generated is obtained through experiments and simulations, and the vehicle deceleration G at that time is defined as an insufficient deceleration ΔG when the brake pedal force P is generated. Then, an insufficient deceleration amount database comprising a correspondence relationship between the brake pedal force P and the insufficient deceleration amount ΔG when the brake pedal force P is generated is prepared in advance, and the decrease corresponding to the brake pedal force P detected in step ST124 is prepared. The insufficient speed ΔG is read from the insufficient deceleration amount database.

  Subsequently, the turning lateral acceleration learning means 8g calculates a turning lateral acceleration correction value γ from the insufficient deceleration ΔG obtained in step ST126 (step ST127).

  At that time, the deceleration shortage ΔG itself may be used as the turning lateral acceleration correction value γ (γ = ΔG). However, the correction range is too large, and the deceleration control is performed when the same corner next time approaches the eyes. There is a risk that the driver may perform an acceleration / deceleration operation.

  Therefore, in order to avoid such inconvenience and to set a suitable recommended turning vehicle speed Vre according to the driver's preference, a predetermined ratio of the deceleration shortage ΔG is obtained, and this is set as the turning lateral acceleration correction value γ. It is preferable.

  The turning lateral acceleration learning means 8g obtains the turning lateral acceleration correction value γ as described above, and then subtracts the turning lateral acceleration correction value γ from the turning lateral acceleration Gy set in step ST106 or step ST107. This is stored in the recommended turning lateral acceleration database 21 as the recommended turning lateral acceleration Gre corresponding to the corner curvature radius R of the corner in front of the vehicle (step ST128).

  Then, the turning lateral acceleration learning means 8g proceeds to steps ST21 and ST22 shown in FIG. 3 to measure the actual turning lateral acceleration Grl during corner turning from the detection signal of the lateral acceleration sensor 23, and uses this as the corner. It is stored in the actual turning lateral acceleration database 22 together with the position information.

  Thus, according to the second embodiment, the recommended turning vehicle speed Vre can be set more in line with the driver's preference, so that the driver feels uncomfortable when turning the same or equivalent corner next time. It can be solved more effectively.

  Note that the deceleration shortage ΔG obtained in the second embodiment may be obtained from the amount of change in the detected value of the longitudinal acceleration sensor (not shown) without detecting the brake pedaling force P. There is an effect.

  Here, also in the second embodiment, the information of the corner curvature K may be detected instead of the corner curvature radius R, and the presence of the corner may be detected and the recommended turning vehicle speed Vre may be calculated based on the detected information.

  By the way, in each of the first and second embodiments described above, the vehicle including the automatic transmission 3 has been exemplified. However, the automatic transmission 3 may be a stepped type or a belt type continuously variable transmission. Or a continuously variable type such as a toroidal type continuously variable transmission. Further, the present invention is not limited to such an automatic transmission 3 and can be applied to a case where a manual transmission or a manual transmission with an automatic transmission mode is provided.

  Further, in each of the first and second embodiments described above, the case where the present apparatus is applied to an FR vehicle is illustrated, but the present apparatus can be applied to any vehicle such as a so-called FF (Front engine Front drive) vehicle or a four-wheel drive vehicle. Can be applied.

  As described above, the vehicle travel control device according to the present invention is useful as a technique for setting the turning vehicle speed for each corner according to the driver's preference.

It is a figure which shows the structure of Example 1, 2 of the vehicle travel control apparatus which concerns on this invention. It is a flowchart explaining the control operation | movement of the vehicle travel control apparatus in Example 1, 2, Comprising: It is a figure which shows operation | movement until deceleration control stop request | requirement determination. It is a flowchart explaining the control operation | movement of the vehicle travel control apparatus in Example 1, 2, Comprising: It is a figure which shows operation | movement when a driver | operator makes the deceleration control stop request | requirement. It is a flowchart explaining the control operation | movement of the vehicle travel control apparatus in Example 1, Comprising: It is a figure which shows operation | movement when a driver | operator does not perform the deceleration control stop request | requirement. It is a flowchart explaining the control operation | movement of the vehicle travel control apparatus in Example 2, Comprising: It is a figure which shows the operation | movement when a driver | operator does not make a deceleration control stop request | requirement.

Explanation of symbols

1 Engine 3 Automatic transmission 8 Electronic control unit (ECU)
8a Deceleration control means 8b Road curvature information detection means 8c Corner detection means 8d Own vehicle-corner distance calculation means 8e Turning vehicle speed calculation means 8g Turning lateral acceleration learning means 8f Target deceleration calculation means 13 Brake pedal depression force detection sensor 14 Vehicle speed sensor DESCRIPTION OF SYMBOLS 20 Own vehicle position / road information detection apparatus 20a Own vehicle position detection part 20b Map database 20c Control device 21 Recommended turning lateral acceleration database (recommended turning lateral acceleration storage means)
22 Actual turning lateral acceleration database (actual turning lateral acceleration storage means)
23 lateral acceleration sensor 24 headlight switch 25 wiper switch 26 shift position sensor 27 road condition detection device 28 accelerator position sensor

Claims (7)

Road curvature information detection means for detecting the curvature or radius of curvature of the road;
Corner detection means for detecting the presence of a corner in front of the vehicle from the curvature radius or curvature of the road detected by the road curvature information detection means;
Turning vehicle speed calculation means for calculating a recommended turning vehicle speed of the corner based on the curvature radius or curvature of the corner in front of the vehicle whose presence is detected by the corner detection means and the recommended turning lateral acceleration corresponding to the curvature radius or curvature. When,
Target deceleration calculating means for calculating a target deceleration based on the current host vehicle speed, the recommended turning vehicle speed, and the distance to the corner;
Deceleration control means for controlling deceleration of the vehicle based on the target deceleration calculated by the target deceleration calculation means;
A turning lateral acceleration learning means for correcting the recommended turning lateral acceleration according to the acceleration / deceleration operation when an acceleration / deceleration operation by the driver is detected during the deceleration control by the deceleration control means;
A vehicle travel control device comprising:   The vehicle according to claim 1, wherein the turning lateral acceleration learning means is configured to correct the recommended turning lateral acceleration to a large value when an acceleration operation by a driver is detected during deceleration control. Travel control device.   The vehicle travel control device according to claim 1, wherein the turning lateral acceleration learning means is configured to determine whether or not an acceleration operation is performed by the driver by detecting an accelerator depression operation by the driver. .   The vehicle according to claim 1, wherein the turning lateral acceleration learning means is configured to correct the recommended turning lateral acceleration to a small value when a deceleration operation by a driver is detected during deceleration control. Travel control device.   The turning lateral acceleration learning means is at least one of a brake operation by a driver, a brake depression force at the time of the brake operation, a manual downshift operation of the transmission, or an operation of a switch that restricts use of a high speed stage of the transmission. The vehicle travel control device according to claim 1, wherein the vehicle travel control device is configured to determine whether or not the driver performs a deceleration operation by detecting one of the two.   The turning lateral acceleration learning means is configured to execute correction control of the recommended turning lateral acceleration when the road intention, the surrounding environment, and the running state accurately reflect the driver's intention to travel. The vehicle travel control device according to any one of claims 1 to 5. 7. The actual turning lateral acceleration storing means for storing the actual turning lateral acceleration information detected during the corner turning in association with the corner position information is provided. The vehicle travel control device according to any one of the above.

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