JP4646334B2 - Vehicle travel control method - Google Patents

Vehicle travel control method Download PDF

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JP4646334B2
JP4646334B2 JP2008231825A JP2008231825A JP4646334B2 JP 4646334 B2 JP4646334 B2 JP 4646334B2 JP 2008231825 A JP2008231825 A JP 2008231825A JP 2008231825 A JP2008231825 A JP 2008231825A JP 4646334 B2 JP4646334 B2 JP 4646334B2
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traveling
intersection
distance
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渡邉雅弘
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渡邉 雅弘
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/60Other road transportation technologies with climate change mitigation effect

Description

  The present invention relates to a vehicle travel control method that makes full use of inertial travel of a vehicle for energy saving of vehicle travel and reduction of exhaust gas amount.

There have been many attempts to reduce the amount of fuel consumption and exhaust gas by effectively utilizing and recovering the kinetic energy of a vehicle that is in motion during vehicle deceleration (Patent Document 1, Patent Document 2, Patent). Reference 3, etc.).
The present invention further evolves the above-mentioned concept, and not only a vehicle having an energy regeneration function such as a hybrid vehicle but also a vehicle of a single drive source, that is, a vehicle not having an energy regeneration function, during vehicle deceleration during vehicle deceleration. Energy is efficiently used as vehicle running energy, and energy that is used for vehicle running in vehicle kinetic energy is rationally recovered to reduce vehicle energy consumption and emissions. It is.

JP-A-6-187595 JP-A-8-337135 JP 2005-146966 A JP2007-291919A

The present invention (here m: mass of the vehicle, V: vehicle running speed) the kinetic energy E has a running vehicle = m · V 2/2 to make the most efficient and effective vehicle traveling The basic idea is to try to travel as long as possible within the range allowed by the kinetic energy and the range allowed by the vehicle running speed.
Here, inertial running refers to vehicle kinetic energy within the range that does not interfere with safety or reliability in the operation state / operation state including engine operation, drive operation, steering operation, etc. of the vehicle. For example, when a state requiring a braking operation during inertial traveling occurs, the traveling state can immediately perform a braking operation similar to that during normal traveling.
Here, the method of “collecting and accumulating the kinetic energy of the vehicle by the energy regeneration function and then converting the accumulated energy into kinetic energy, that is, turning it into running energy”, which is performed by the hybrid vehicle, increases the energy recovery efficiency and conversion efficiency. Considering this, the efficiency is lower than that of coasting, so that in the state where coasting is possible, energy regeneration is not performed as much as possible and only coasting is performed.

The first way to realize the above idea is to know the current vehicle travel speed and the travel distance from the local point to the point where the vehicle should stop or slow down. It is determined whether or not coasting to the point is possible, and coasting is performed if possible.
This determination is made in advance by knowing the deceleration (negative acceleration: -α) when the vehicle is coasting as described above, the vehicle travel distance information from the local point to the stop point, and the current travel speed information. It is necessary to keep.
Here, the deceleration (−α) is measured and stored in advance as the deceleration standard value (−α 0 ) of the host vehicle, and is corrected by the road condition, for example, the correction coefficient β 1 due to the road gradient, the road surface condition, etc. The deceleration correction coefficient β by the coefficient β 2 or the like is also stored for each road and for each traveling direction, and is calculated and used by (Equation 1).

(Equation 1)
−α = (− α 0 ) · β
here,
β = β 1・ β 2 (However, usually β = 1)

Hereinafter, the basic concept of the inertia traveling determination according to the present invention will be described with reference to FIG.
In FIG. 1, it is assumed that a vehicle having kinetic energy E travels from point A to point B and stops at point B, that is, the kinetic energy of the vehicle is set to zero.
From the point A-point B vehicle travel distance D 0 information, the travel speed V 0 information at the point A, and the deceleration (−α) information, it is determined whether or not the target point B can be reached by inertial travel by (Equation 2). . That is, when (Equation 2) holds, it is assumed that the point B can be reached by coasting.

(Equation 2)
V 0 2 / (2 · α) −D 0 > 0

If (number 2) is not satisfied it determines to continue the normal running from the point A, the possibility of reaching from point A to point B in the coasting every predetermined distance D S travel by equation (3). When (Expression 3) is satisfied, coasting from the point (the point An, the point An to the point B-travel distance Dn, the travel speed Vn) to the point B is performed. However, D n in (Expression 3) is expressed by (Expression 4).

(Equation 3)
Vn 2 / (2 · α) -Dn> 0

(Equation 4)
Dn = D 0 -n · Ds
However, n: 1, 2, 3, ...
It is.

However, the above determination operation is performed only when the vehicle traveling speed V 0 or Vn There is no point if is slow. This is because even if the vehicle is coasting, the traveling distance is short and the vehicle is immediately decelerated by the friction brake.
Therefore, the above operation can be performed with the vehicle running speed V 0 or V n Is limited to satisfying (Equation 5).

(Equation 5)
Vmin1 ≤ V 0 or Vmin1 ≤ Vn
However,
Vmin1 : Lower limit of running speed for coasting
: Lower limit of kinetic energy Emin1 for starting coasting Vehicle travel speed at the time.

In addition, the end of inertial traveling is basically performed when the kinetic energy of the vehicle decreases to reach a certain value Emin2 , that is, the vehicle traveling speed Vmin2 corresponding to the kinetic energy Emin2 when the vehicle traveling speed during inertial traveling is reached. When it decreases to.
Further, the deceleration that is the basis of the present invention is calibrated every time coasting is performed.
The calibrated deceleration (−α) is determined by the vehicle travel speed V 0 or Vn at the point A or An where coasting starts and the time ta or tan, the vehicle travel speed Vmin2 at the point B ′ where coasting is stopped. And time tb ′, are obtained by (Equation 6).

(Equation 6)
−α = − (V 0 −Vmin2 ) / (Tb '− ta)
Or -α =-(Vn-Vmin2 ) / (Tb '− tan)
here,
Vmin2: The speed at which coasting is stopped because there is a risk that the vehicle operation / operation stability / reliability may be hindered if the vehicle traveling speed is less than this .
It is.

When the calibrated deceleration is obtained, the deceleration correction coefficient β is calculated from the calibrated deceleration, and stored and saved as the corresponding road / travel direction deceleration in the map database. Used when coasting on the same road.
That is, the calibrated deceleration (-.alpha.) is contained upslope / descending slope roads gradient information of the road, the correction coefficient of the roads surface information such as paved roads / unpaved roads beta, standard road total deceleration indicated by the standard deceleration in (flat pavement) (-.alpha. 0) was corrected by β correction coefficient on the road gradient or the road surface condition (number 1) (-.alpha.) is the deceleration .

Here, in (Equation 1), the correction coefficient β is β> 1 for an upgraded road in a normal paved state, β <1 (may be β <0) for a downgraded road, and a normal flat road. In this case, β = 1.
Β is stored as road map data. If the road is to be coasted on the map database and is not stored as a calibrated deceleration as in (Equation 6), standard deceleration α 0 is set. Correct and use.

At the start of deceleration traveling, when it is determined that inertial traveling is possible by the calculation of (Equation 2) or (Equation 3), the kinetic energy of the vehicle such as accelerator off, clutch off, fuel cut, etc. The coasting operation is started by performing the transition operation to the vehicle state that can be converted most efficiently to the vehicle. However, if there is a risk of danger when traveling to coasting where the vehicle is traveling just before the host vehicle, the transition to coasting is stopped and the vehicle is in a safe state while performing normal traveling. Wait for In this case, the vehicle traveling ahead is detected by a vehicle front monitoring radar or the like.
Further, when the inertia traveling stop condition is satisfied during inertial traveling, the vehicle state during inertial traveling is shifted to the vehicle state immediately before starting inertial traveling, that is, the normal traveling state, and the deceleration / braking operation is performed.
It is desirable that the vehicle state operation for the transition from the normal traveling to the inertia traveling and the transition from the inertia traveling to the normal traveling / deceleration state is automatically performed collectively.

Further, when the vehicle has an energy regeneration function, it is reasonable to make the transition condition from the inertia traveling to the normal deceleration state variable in accordance with the accumulation level of the regeneration energy of the vehicle at that time.
The above is a case where the point B is a non-signalized intersection that should be stopped once, but the point B is a signalized intersection and the vehicle does not stop at the intersection by controlling the vehicle speed without stopping at the intersection. The present invention can also be applied to a case where passing control is performed.

The basic concept of the inertial traveling method during deceleration in the intersection non-stop traveling control, that is, the second realization method of the present invention will be described with reference to FIG.
Intersection B signal state transition information, point A-intersection B distance information D, vehicle point A required for calculating the travel condition between point A and intersection B for a vehicle to pass through intersection B without a green light at point A Passing time ta, etc. are acquired, and the vehicle calculates a traveling condition for passing through intersection B without a green light and non-stop from the acquired information, in the present invention, intersection B arrival optimum time tb, and after passing point A The vehicle travels such that the arrival time at the intersection B of the vehicle is the time tb.

In other words, the predicted inertial travel distance Da of the vehicle up to time tb when inertial traveling is started at the time point ta (vehicle traveling speed: Va) at a deceleration (−α) is (Equation 7). ,
Further, after traveling for a certain distance n · Ds after passing through the point A, the predicted inertial travel distance Dan until the time tb when the inertial travel is started with the deceleration (−α) from the travel speed Van at the time tan is ( Each is expressed by Equation 8).

(Equation 7)
Da = Va · (tb -ta) -α · (tb -ta) 2/2

(Equation 8)
Dan = Van · (tb -tan) -α · (tb -tan) 2/2

(Equation 9)
Da> D

(Equation 10)
Dan> Dn

(Equation 11)
Dn = Dn.Ds

Here, the predicted travel distance Da and the travel distance D between point A and point B
If the relationship of (9) does not satisfy (Equation 9), the vehicle will reach the intersection B after time tb by coasting,
If (Equation 9) is satisfied, the vehicle can reach the intersection B before time tb by coasting. Therefore, if (Equation 9) is satisfied, coasting can be started at point A, and when approaching intersection B on the way, it is possible to arrive at intersection B by adjusting the arrival time at intersection B by braking. It becomes.

Also, if (Equation 9) is not satisfied at point A, it will be due to coasting from time tan to time tb after normal travel from point A to point An at a distance n · Ds from (Equation 8). Estimated mileage Dan
The calculation and the comparison of the travel distance Dn from the point An to the intersection B shown in (Equation 11) are repeated until the predicted travel distance Dan becomes larger than the travel distance Dn to the intersection B, and the predicted travel distance Dan reaches the intersection B. Inertia travel is started when the travel distance becomes greater than Dn.
Here, in the above description, whether or not the inertial traveling is possible is determined every constant travel distance D s after passing through the point A, but instead, it can be performed every constant time Ts.

As described above, the first method and the second method of the present invention are methods for utilizing inertial running during deceleration when the vehicle stops at a specific point, slows down, or passes through a green light without stopping at an intersection. This idea is also effective for stabilization, efficiency and energy saving of the third method, that is, the follow-up traveling of the vehicle to the forward traveling vehicle.
6A and 6B, the method of the present invention in the case where the vehicle A is traveling following the forward traveling vehicle B will be described.
In normal follow-up traveling, upper and lower limit values Lmax and Lmin corresponding to the traveling speed Vs of the vehicle A are set in the distance L between the vehicle A and the vehicle B so that the distance between the vehicles falls within the upper and lower limit values Lmax and Lmin. Inertia running and acceleration running are repeated (see Patent Document 4). However, in this method , when acceleration running at Lmax and coasting at Lmin are started, the actual fluctuation range of the distance between the vehicle A and the vehicle B becomes not less than Lmin to Lmax, and the following running speed of the vehicle A is increased. The fluctuation range also becomes large.

In contrast, in the present invention, as shown in FIG. 6, the distance between the vehicle A and the vehicle B at the time of transition from the acceleration traveling during the follow-up traveling to the inertia traveling and the transition from the inertia traveling to the acceleration traveling is made the same. When a certain inter-vehicle distance (L = L1 + L2) is reached, the vehicle shifts to coasting, and the vehicle A-vehicle B distance L1 ( when the relative speed between the vehicle A and the vehicle B becomes zero at the time of coasting thereafter ) L1: the shortest inter-vehicle distance) is set as the safe inter-vehicle distance, and then the acceleration is accelerated when the relative speed becomes negative and the distance between the vehicle A and the vehicle B coincides with the inter-vehicle distance (L = L1 + L2) at the start of inertial driving. moving to travel, by coasting, the inter-vehicle distance variation width during follow-up running of repeated acceleration running, thus stable and efficient follow-up run with suppressed relative speed variation between the vehicles A- vehicle B to the minimum Is possible.

Next, a specific control procedure for follow-up running according to the present invention will be described.
Vehicle A- vehicle B between the relative velocity V r 1 (> 0) Contact clauses set in advance.
When the vehicle A starts traveling following the vehicle B, the relative speed Vr between the vehicle A and the vehicle B is Vr = 0, and the distance L between the vehicle A and the vehicle B is the distance shown in (Equation 12) , that is, the vehicle speed Vs. At the time of the braking distance (safe inter-vehicle distance), the vehicle A starts coasting at a deceleration (−α),
When the distance L between the vehicle A and the vehicle B is increased to the distance shown in (Expression 14) after the start of inertial traveling, the vehicle shifts to acceleration traveling with acceleration α ′.
After the acceleration travel transition, after the distance L between the vehicle A and the vehicle B is once increased to the distance shown in (Expression 16) , the inertial travel is started again when returning to the distance shown in (Expression 14) (reduction) .
After that, after the distance L between the vehicle A and the vehicle B during inertia traveling is once reduced to the distance shown in (Equation 12), the acceleration running starts at the time of expansion to the distance shown in (Equation 14). After the distance L is once increased to the distance shown in (Equation 16), the inertial running is started at the time of returning (reducing) to the distance shown in (Equation 14), thereby following the vehicle B.

(Equation 12)
L = L1 (Vs)

(Equation 13)
L2 (Vr1) = Vr1 2 /(2.α)

(Equation 14)
L = L2 (Vr1) + L1 (Vs) = {Vr1 2 /(2.α)}+L1(Vs)

(Equation 15)
L3 (Vr1) = Vr1 2 / (2 · α ′)

(Equation 16)
L = L3 (Vr1) + L2 (Vr1) + L1 (Vs) = {Vr1 2 / (2 · α ′)} + {Vr1 2 / (2 · α)} + L1 (Vs)

here,
L1 (Vs): safe inter-vehicle distance (braking distance) of vehicle A traveling at speed Vs,
L2 (Vr1): Relative distance that the vehicle A traveling at the vehicle A-vehicle B relative speed upper limit value Vr1 (> 0) approaches the vehicle B after the start of inertial traveling until Vr = 0.
L3 (Vr1): Relative distance that the vehicle A traveling at the vehicle A-vehicle B relative speed lower limit value (-Vr1) moves away from the vehicle B until the acceleration α 'starts and Vr = 0 after acceleration starts. ,
Vs: traveling vehicle traveling speed,
Vr: relative speed with the vehicle in front
Vr1: absolute value of the upper and lower relative speed relative to the vehicle traveling ahead,
It is.

By following the vehicle under the above conditions, when the relative speed Vr of the vehicle A with respect to the vehicle B is Vr = 0, that is, when the time tr (= Vr1 / α) has elapsed since the start of inertial traveling, the vehicle A moves to the vehicle B. The closest distance L is the braking distance L 1 (Vs) of the vehicle A traveling at the speed Vs. Therefore, it is not necessary to step on the brake even at that time, and coasting can be continued. When the inter-vehicle distance L between the vehicle A and the vehicle B returns to the distance shown in (Equation 14) , the acceleration operation is started again, and then the inter-vehicle distance L is again set. Inertia running is started when the condition of (Expression 14) is satisfied. By repeating this acceleration traveling / inertial traveling operation, the vehicle A is safe and has the smallest range of inter-vehicle distance variation / running speed variation and the smallest kinetic energy loss on a general road as well as a dedicated road such as an expressway. Thus, it is possible to follow the vehicle B.

  According to the present invention, it is possible to greatly reduce the energy consumption and the exhaust gas amount due to the deceleration operation up to the stop point during traveling of the vehicle. Further, by adopting the deceleration method according to the present invention in the intersection non-stop traveling control system, it is possible to further improve the fuel consumption and exhaust gas amount reduction effect expected by the intersection non-stop traveling control. Furthermore, it is possible to follow and follow the forward vehicle safely and efficiently.

When coasting to stop at a specific point, traveling slowly, or coasting based on specific driving conditions toward an intersection, the vehicle is equipped with a front radar etc. It is desirable to perform inertial running after confirming that there is no vehicle or the like. Further, when following a forward traveling vehicle, a front radar or the like for detecting the inter-vehicle distance from the forward traveling vehicle and the relative speed is required.
Also, instead of manually performing accelerator-off operation, clutch-off operation, etc. at the start of inertial running separately, for example, a vehicle that can automatically perform clutch-off operation, etc. in batch in conjunction with the accelerator-off operation, etc. The rationalization and automation of powertrain control is also desired.

A deceleration method according to the present invention that effectively utilizes kinetic energy from vehicle travel when a vehicle traveling from a point A to a point B is stopped or slowed down at the point B will be described.
FIG. 2 shows a configuration example of the in-vehicle device.
201 is an arithmetic control unit of an in-vehicle device in which the deceleration control function according to the present invention is added to the car navigation function,
202 is a current position specifying unit of the vehicle, and includes a GPS receiver, an azimuth meter, or a gyro.
Reference numeral 203 denotes a travel distance measuring unit that measures a vehicle travel distance from a specific point (in this example, a point A). The vehicle travel speed (vehicle speed) calibrated by the speed calibration unit 204 described later is set as a time. Measure mileage by integrating,

204 is a speed calibration unit for calibrating the vehicle speed of the vehicle;
205 is an elapsed time meter side portion that measures an elapsed time from passing through a specific point (in this example, point A);
206, during coasting shift from the normal traveling, the forward radar unit determines whether or not there is danger coasting detects the presence or absence of the vehicle ahead of the traveling vehicle or an obstacle,

207 is an accelerator of the own vehicle, an accelerator for detecting a pressed state of the brake, a brake ON / OFF detector,
208 indicates the energy load during inertial driving of the vehicle so that the inertial traveling can be performed most efficiently (the kinetic energy during vehicle traveling can be most efficiently utilized) when shifting from normal traveling to inertial traveling. The vehicle's kinetic energy load state at the end of inertial driving is, for example, the state immediately before transitioning to inertial driving. An inertial traveling control unit for automatically returning to the vehicle and controlling the braking operation including the energy regeneration operation smoothly.
In addition to the map data necessary for car navigation, 209 is the travel distance D information between points A and B necessary for deceleration control of the present invention on each road, deceleration (-α) information or deceleration during coasting. Map database with speed correction coefficient β information,

210 is a voice input / output unit for performing voice input / output necessary for deceleration control by car navigation and coasting of the vehicle according to the present invention;
211 is a display input / output unit that performs display input / output required for car navigation and deceleration control by inertial running of the vehicle according to the present invention;
212 is a standard deceleration setting unit that previously sets a standard deceleration (−α 0 ) necessary for inertial running according to the present invention;
It is.

Next, an example of a constant deceleration traveling control procedure in the in-vehicle apparatus having the configuration shown in FIG. 2 will be described with reference to a procedure diagram shown in FIG.
In FIG.
301 is the starting point of the inertial running control procedure of the vehicle,
302 is a point A passage determination process for determining whether or not the vehicle has passed a point A that is a deceleration traveling control start point by inertia traveling from the position data specified by the position specifying unit 202;
303, when it is determined that the vehicle has passed the point A in the process 302, the order n for measuring the travel distance from the point A is initialized (n = 0), an n-value initialization process,

304 is an elapsed time Δt after passing through the point A, Δt for starting counting of the travel distance ΔD from the point A, ΔD counting start process,
305 is a data fetching process for fetching vehicle travel distance D 0 information between point A and point B and deceleration (−α) information from the map database;
306 is the vehicle speed Vn at that time (n = 0, 1, 2,..., N = 0 when passing through point A )

307 is a host vehicle speed determination process 1 for determining whether or not the host vehicle speed Vn captured in the process 306 is equal to or higher than Vmin1, that is, whether or not a condition equal to or higher than the host vehicle speed corresponding to the vehicle kinetic energy Emin1 for coasting is satisfied. ,
308 is an inertial travel reachable distance calculation process for calculating the reachable distance Da or Dan when the vehicle running at the host vehicle speed Vn starts inertial travel;
309 is a point B reachability determination process for determining whether or not the calculation result of the process 308 is greater than or equal to the distance (D 0 −n · Ds), that is, whether or not the point B can be reached by coasting.

310 is a front state determination process for determining whether or not the vehicle front state detected by the front radar 206 is a state in which inertial traveling can be started;
311 is an n-value increment process for incrementing the order n,
312 is a travel distance n · Ds arrival determination process for determining whether or not the travel distance ΔD from the point A has reached n · Ds;

313 is an inertia running start process for starting inertia running,
314 is a tan capturing process for capturing the time tan at the start of coasting from the elapsed time measuring unit 205;
Reference numeral 315 denotes a vehicle speed determination process 2 for determining whether or not the vehicle speed during inertial traveling is less than Vmin2, that is, whether or not the vehicle speed condition corresponding to the vehicle kinetic energy Emin2 for terminating inertial traveling is satisfied. ,

In step 315, when it is determined in the process 315 that the host vehicle speed is less than Vmin2, the time tb ′ at that time is taken and the inertial traveling is terminated and the inertial traveling termination process for shifting to deceleration by braking including normal energy regeneration is performed.
317 is an actual measurement α value calculation / storage process for calculating an actual deceleration value from (Equation 6) and storing it in the database for use in the next driving on the same road.
318 is the end point of the vehicle inertial running control procedure;
It is.

As described above, when coasting according to the present invention is performed, it is determined whether or not the point B can be reached in inertial traveling when passing the point A and every certain distance Ds traveling thereafter. The coasting is started until the host vehicle speed reaches Vmin2, and when the host vehicle speed reaches Vmin2, the coasting is stopped. After that, switching to the deceleration operation including energy regeneration is possible to stop or slow down at point B. To.

In the second embodiment, the idea of the present invention is applied to the intersection non-stop traveling control, and the intersection B notified to the in-vehicle device by road-to-vehicle communication at a specific point (in this example, point A) is green and non-stop. The method of implement | achieving the deceleration driving | running | working condition between the point A and the intersection B for passing by coasting is shown.
The in-vehicle device configuration of the present embodiment is realized by adding a road-to-vehicle communication vehicle-side device that receives a report from a road-to-vehicle communication road-side device provided on the road side of the point A to the configuration of the first embodiment in FIG. (However, the road-to-vehicle communication vehicle side device is not shown in FIG. 2).
By the above-mentioned road-to-vehicle communication, the road side to the vehicle side is notified of the vehicle's point A passing time ta and the traveling condition for passing through the intersection B without a green light stop (in this example, the estimated time of arrival at the intersection B tb). And

Next, FIG. 5 is used to show an example of an application procedure of inertial traveling in the intersection non-stop traveling control.
501 to 504 are the same as 301 to 304 in FIG.
Reference numeral 505 denotes a point A passing time ta of the own vehicle notified by road-to-vehicle communication at the point A, an expected arrival time tb at the intersection B, and a vehicle travel distance D information between the point A and the point B from the database in the in-vehicle device and a decrease. Data capture processing to capture speed (-α) information,

506 to 507 are the same as 306 to 307 in FIG.
Reference numeral 508 denotes Dan calculation processing for calculating Dan according to the above (Equation 7) or (Equation 8) (where n is 0, 1, 2,...).
509 determines the magnitude relationship between Dan and Dn (where n is 0, 1, 2,...) In (Equation 9) or (Equation 10), and the vehicle reaches intersection B before time tb. Intersection B arrival time determination process for determining whether or not coasting is possible depending on whether or not it is possible to
510-513 and 515-518 are the same as processes 310-313 and 315-318 in FIG.
It is.

As described above, it is determined whether or not the estimated time of arrival at the intersection B in coasting is before the time tb when traveling at a certain distance Ds after passing through the point A, and there is no intersection at the intersection B by coasting. If it is determined that the time tb that satisfies the stop traveling condition can be reached, coasting is started from that point / point. By performing the arithmetic processing and the coasting in this way, it is possible to effectively use the kinetic energy of the vehicle without adjusting the speed by rapid deceleration at the point A in order to pass through the intersection B without stopping the green light. Crossing without stopping can be realized.

In the third embodiment, the concept of the present invention is applied to a vehicle that travels following a forward traveling vehicle, thereby providing a safe and efficient follow-up traveling method for the forward traveling vehicle.
The in-vehicle device configuration of the present embodiment is basically the same as that of the first embodiment shown in FIG. However, it is assumed that the front radar is capable of measuring the inter-vehicle distance between the host vehicle and the forward traveling vehicle and detecting the relative speed, not simply detecting the obstacle or traveling vehicle ahead.

Next, an example of an application procedure of inertial traveling in follow-up traveling will be described with reference to FIG. However, it is assumed that the position information of the vehicle A in the present embodiment, and hence the deceleration (−α) information on the running road, is obtained in the background of the processing shown in FIG.
701 is a follow-up running control process procedure start point for a forward running vehicle according to the present invention,
702 is a forward traveling vehicle determination process for determining whether or not there is a traveling vehicle that should follow the vehicle ahead;
703 clears a flag for determining whether or not the vehicle is following, that is, a flag clear process for setting that the vehicle is not following.
704 is a distance L between the own vehicle and the forward traveling vehicle from the front radar, a relative speed Vr between the own vehicle and the forward traveling vehicle (provided that Vr> 0 when the own vehicle is approaching the forward traveling vehicle), and Information acquisition processing 1 for acquiring the vehicle speed Vs from the vehicle speedometer,

705 is an information acquisition process 2 for taking in the braking distance (safe inter-vehicle distance) L1 (Vs) corresponding to the host vehicle speed Vs, the set relative speed Vr1 between the host vehicle and the forward traveling vehicle, and the acceleration α ′ from the database;
706 is an L1 (Vs) determination process for determining whether the distance L between the host vehicle and the forward traveling vehicle is L1 (Vs) or less.
707 is a deceleration / braking process for performing braking for avoiding a rear-end collision on the forward traveling vehicle when it is determined in the process 706 that the distance L between the host vehicle and the forward traveling vehicle is L1 (Vs) or less.

708 is a flag determination process for determining a determination flag as to whether or not the vehicle is following traveling;
If it is determined in step 708 that the follow-up running has not yet started, whether the inter-vehicle distance is L1 and the relative speed is 0, that is, whether the follow-up running start condition has been satisfied. Follow-up running start determination process for determining whether or not,
710 is a flag setting process for setting a determination flag as to whether or not the vehicle is following the vehicle when it is determined in the process 709 that the following vehicle start condition has been satisfied;

711 is an L2 (Vr1) calculation process for calculating the distance L2 (Vr1) at the vehicle-front traveling vehicle set relative speed Vr1 from the above (Equation 12);
712 is an L1 (Vs) + L2 (Vr1) determination process for determining whether or not the distance L between the host vehicle and the forward traveling vehicle is L1 (Vs) + L2 (Vr1) or less.

713 is an inertial traveling process for starting or continuing inertial traveling when it is determined in process 712 that the distance L between the host vehicle and the forward traveling vehicle is L1 (Vs) + L2 (Vr1) or less.
714 is an acceleration traveling process for starting or continuing the acceleration traveling when it is determined in the process 708 that the distance L between the host vehicle and the forward traveling vehicle exceeds L1 (Vs) + L2 (Vr1).
It is.

As described above, the vehicle A performs the acceleration travel start and inertial travel start control at the timing of the inter-vehicle distance L1 (Vs) + L2 (Vr1) with the vehicle B, thereby reducing the inter-vehicle distance variation width and accordingly the travel speed variation width. It is possible to follow the vehicle B in a state where there is little energy efficiency.

As described above, the present invention effectively and efficiently utilizes the kinetic energy possessed by a vehicle in a single drive source vehicle as well as a vehicle having an energy regeneration function such as a hybrid vehicle. Stopping or slowing down at the vehicle stopping point, deceleration operation in nonstop driving at the intersection, and tracking operation of the preceding vehicle can be realized, which can greatly contribute to energy saving of the vehicle or reduction of the exhaust gas amount.

Inertia traveling explanatory diagram according to the present invention, In-vehicle device configuration example of the present invention, Inertia travel calculation processing procedure example according to the present invention, Inertia traveling explanatory diagram when inertial traveling according to the present invention is applied to intersection non-stop traveling control, Calculation processing procedure example when inertial traveling according to the present invention is applied to intersection non-stop traveling control, The positional relationship explanatory view between vehicle A and vehicle B when inertial traveling according to the present invention is applied to follow-up traveling , Arithmetic processing procedure example of the application of the coasting according to the present invention follow-up running is.

Explanation of symbols

1 and 4,
E: Kinetic energy when the host vehicle passes through the point A Emin1: Vehicle kinetic energy when the host vehicle travels at the traveling speed Vmin1, kinetic energy lower limit value that allows the vehicle to travel inertially,
Emin2: Vehicle kinetic energy when the vehicle is traveling at the traveling speed Vmin2, upper limit value of kinetic energy that causes the vehicle to stop coasting,
D, D 0 : Travel distance between point A and point B (intersection B) Ds: Travel distance unit after passing through point A,
n · Ds: Travel distance after passing through point A (however, n: 0, 1, 2, ...)

Point A1: A point of the travel distance Ds from the point A,
Point An: Point of mileage n · Ds from point A ,
Point B ′: The kinetic energy of the vehicle becomes Emin2 (the running speed by inertial running is Vmin2
And after this point, braking with the brake is performed .
ta: Time of passing through point A ,
tb: Expected arrival time at intersection B for passing through intersection B without a green light stop,
ta1: Passing time A1 of your vehicle,
tan: own vehicle point An passing time,

In FIG.
P1: Point where the distance to the vehicle ahead is L1 (Vs)
P2: The point where the distance to the vehicle ahead is L1 (Vs) + L2 (Vr1),
P3: a point where the distance to the vehicle ahead is L1 (Vs) + L2 (Vr1) + L3 (Vr1),
L: Distance between vehicle A (own vehicle) and vehicle B (front vehicle),
Vs: vehicle B (front vehicle) traveling speed,
Vr1: a set relative speed between the vehicle A (own vehicle) and the vehicle B (front vehicle),

Claims (1)

  1. The vehicle traveling from the point A toward the target intersection point B is the vehicle travel speed Van at the local point / current point An, and the vehicle travel distance Dn (= D from the local point / current point An to the target intersection point B. −ΔDn), deceleration α when the vehicle is coasting, current time tan (= ta + Δtn), and arrival point optimal time tb during intersection green light period, which is the target point. Whether or not the intersection B can be reached at the optimum arrival time tb when coasting to the intersection B is determined every time the vehicle travels a certain distance after passing the point A or every certain time, and if that is possible, A vehicle travel control method, characterized in that the vehicle travels from the time point to the intersection B, which is a target point, and passes through the intersection B without a green light stop .
    here,
    Van: vehicle traveling speed at a point A (n = 0 o'clock) or a point approaching a distance ΔDn intersection B from the point A (point An),
    n: 1, 2, 3, ...
    Dn: vehicle travel distance between point An and intersection B
    D: vehicle travel distance between point A and point B,
    ΔDn: vehicle travel distance after passing through point A until passing through point An,
    α: coasting deceleration, acquired from the in-vehicle database when passing through point A,
    tan: point An passing time,
    ta: Acquired by point A passage time, point-A passage time road-to-vehicle communication,
    Δtn: Elapsed time after passing through point A until passing through point An,
    tb: acquired by intersection B arrival optimal time, point-A passing road-to-vehicle communication,
    It is.
JP2008231825A 2008-09-10 2008-09-10 Vehicle travel control method Expired - Fee Related JP4646334B2 (en)

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JP4793886B2 (en) * 2009-08-27 2011-10-12 渡邉 雅弘 Vehicle travel control method
JP2011225103A (en) * 2010-04-20 2011-11-10 Masahiro Watanabe Vehicle traveling control method
DE102010023198A1 (en) * 2010-06-09 2011-12-15 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Device and method for controlling the driving behavior of a vehicle approaching a breakpoint
JP5549563B2 (en) * 2010-12-01 2014-07-16 トヨタ自動車株式会社 Vehicle control device
JP5602611B2 (en) * 2010-12-20 2014-10-08 Udトラックス株式会社 Acceleration / deceleration degree display device
JP2012147533A (en) * 2011-01-09 2012-08-02 Masahiro Watanabe Electric vehicle and driving control method of the same
DE102011083013A1 (en) * 2011-09-20 2013-03-21 Robert Bosch Gmbh Method for operating driver assistance system in motor vehicle, involves calculating earliest and latest possible points in time to begin coasting and to start braking operation, for determining desired timepoint for slowing vehicle
JP5846218B2 (en) * 2011-12-20 2016-01-20 トヨタ自動車株式会社 Vehicle control device
JP5939621B2 (en) * 2012-03-23 2016-06-22 本田技研工業株式会社 Travel control device
JP6089504B2 (en) * 2012-08-29 2017-03-08 トヨタ自動車株式会社 Vehicle control device
KR101428278B1 (en) 2012-12-12 2014-08-07 현대자동차주식회사 Driving map controlling method for vehicle
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CN105247192B (en) 2013-05-31 2018-11-16 日立汽车系统株式会社 Controller of vehicle and control method for vehicle
JP5668791B2 (en) * 2013-06-03 2015-02-12 トヨタ自動車株式会社 Vehicle control device
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