JP4654692B2 - Turning vehicle speed setting device - Google Patents

Description

  The present invention relates to a turning vehicle speed setting device that sets a turning vehicle speed when a vehicle turns in a corner.

  2. Description of the Related Art Conventionally, there has been a vehicle driving force control device that controls the driving force of a vehicle by performing output control of a prime mover, transmission speed control of a transmission, braking force control of a braking device (brake), and the like. Stabilization of vehicle behavior and optimization of vehicle speed when entering a corner.

  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, an appropriate vehicle speed at the time of entering a corner that can turn the corner is obtained based on the radius of curvature of the corner, and the vehicle is decelerated to the vehicle speed with a deceleration according to the driver's intention. Techniques for making them disclosed are disclosed.

  Further, in Patent Document 2, an appropriate vehicle speed at the time of entering a corner that can turn the corner is obtained based on the radius of curvature of the corner, and the vehicle according to the difference between the vehicle speed and the actual vehicle speed before entering the corner. A technique for performing the deceleration control is disclosed.

JP-A-10-269498 Japanese Patent No. 3133770

  By the way, one corner is not necessarily composed of a constant radius of curvature, but rather is generally configured as a continuous body of curves composed of a plurality of different curve radii. Therefore, in the above-described conventional deceleration control when entering a corner, the appropriate turning vehicle speed at the curve with the smallest curve curvature radius is the vehicle speed at the time of entering the corner so that the entire corner can be turned. Set as In the following, a road having a constant curve curvature radius is defined as “curve”, while a road having one curve or a road having a plurality of curves having different curve curvature radii is defined as “corner”.

  However, if the vehicle speed at the time of entering the corner is set in accordance with the curve having the minimum curve curvature radius, the vehicle speed is set lower than necessary, which gives the driver a sense of incongruity.

  For example, if the curve with the minimum curve radius of curvature exists in a curve other than the first curve at the corner entrance, the curve positioned in front of this minimum curve will have a speed higher than the vehicle speed at the time of entering the corner. The vehicle is decelerated to the set vehicle speed before entering the corner even though the vehicle can turn. For this reason, the driver feels uncomfortable because he enters the corner and starts turning at a lower speed than he intended or envisioned. In particular, when a curve having the minimum curve curvature radius exists on the corner exit side, the driver is continuously discomforted until the vehicle reaches the curve.

  Therefore, the present invention improves the disadvantages of the conventional example, and can turn the whole corner without making the driver feel uncomfortable in one corner composed of curves having a plurality of different curvature radii. It is an object of the present invention to provide a turning vehicle speed setting device capable of setting an appropriate vehicle speed when entering a corner and turning.

In order to achieve the above object, according to the first aspect of the present invention, when the road condition determining means for determining the road condition ahead of the vehicle and the road condition determining means determine that the vehicle is a corner, the curve constituting the corner is determined. Curve curvature radius or curve curvature information calculation means for obtaining the curve curvature, curve curvature radius or curve curvature obtained by the curve curvature information calculation means, and lateral acceleration corresponding to the curve curvature radius or curve curvature Turning vehicle speed calculation means for calculating the turning vehicle speed of the curve, and when the curve curvature radius of the curve is smaller or larger at the corner exit side than the corner entrance side with respect to the own vehicle position, the curve at the corner entrance side handed which has been determined by the turning vehicle speed computing means in between the said corner inlet side of the corner exit side of the curve than the curve When determining a correction necessity of turning speed of the curve of the corner inlet side obtains the difference of the vehicle speed is greater than the permissible limit speed difference the vehicle turning speed difference corresponding to the allowable deceleration between the curves, the Turning vehicle speed correcting means for setting a speed obtained by adding the allowable vehicle speed difference to the turning vehicle speed of the corner exit side curve to the target turning vehicle speed of the corner entrance side curve.

  For example, as described in claim 2, the turning vehicle speed calculation means is configured to calculate the turning vehicle speed of the curve every time the curve curvature information calculation means obtains the curve curvature radius or the curve curvature, and the turning vehicle speed correction means. Each time the turning vehicle speed calculation means calculates the turning vehicle speed of the curve on the corner exit side between the adjacent curves of the plurality of curves constituting the corner, the curve positioned closer to the corner entrance than the curve on the corner exit side It is configured so as to determine whether or not correction is necessary for the turning vehicle speed.

  According to the first or second aspect of the present invention, in each curve having different curve radii constituting one corner, for example, the vehicle is operated without decelerating more than necessary to a speed at which the driver feels uncomfortable. The vehicle can be turned with the vehicle behavior stabilized within an allowable range that does not cause anxiety to the user, and the vehicle behavior can be stabilized and decelerated between each curve with a deceleration that is less than the allowable deceleration. A proper turning vehicle speed can be set.

  Since the turning vehicle speed setting device according to the present invention can set each curve to an appropriate turning vehicle speed as described above, by controlling the driving force of the vehicle at each curve so as to be the turning vehicle speed, It is possible to turn the vehicle while stabilizing the vehicle behavior at the turning vehicle speed according to the driver's intention, and to suppress sudden deceleration where the vehicle behavior becomes unstable between the respective curves. Further, since the turning vehicle speed of the first curve at the corner, that is, the vehicle speed at the time of entering the corner does not become lower than necessary, it is possible to enter the corner and start turning without giving the driver a sense of incongruity.

  Embodiments of a turning vehicle speed setting 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 turning vehicle speed setting device according to a first embodiment of the present invention will be described with reference to FIGS. 1 to 4-2.

  FIG. 1 illustrates a vehicle to which a turning vehicle speed setting 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 driving force control device for controlling the driving force.

  For example, the vehicle driving force control device includes a braking force generation means for generating a braking force of the vehicle. In the first embodiment, as the braking force generating means, braking devices (brakes) 9 respectively disposed on the front wheels 8L and 8R and the rear wheels 7L and 7R, and a hydraulic pipe 10 connected to each braking device 9 And a hydraulic generator 12 such as a master cylinder or a booster that generates hydraulic pressure in the hydraulic oil in each hydraulic pipe 10 according to the driver's brake depression force (in other words, the amount of depression of the brake pedal 11), and each brake A so-called brake system that performs deceleration or stop of a vehicle provided with a brake actuator 13 that adjusts the hydraulic pressure of hydraulic oil in each hydraulic pipe 10 supplied to the apparatus 9 will be illustrated.

  Here, the braking force of the braking force generation means is controlled by a braking force control means 14a provided in an electronic control unit (hereinafter referred to as "ECU") 14 shown in FIG.

  For example, when the braking force generating means is a brake system as described above, the braking force control means 14a calculates the hydraulic pressure in each hydraulic pipe 10 applied to each braking device 9 based on predetermined information, The brake actuator 13 is instructed to generate the calculated hydraulic pressure in each hydraulic pipe 10 to cause the braking device 9 to generate a braking force.

  Specifically, the braking force control means 14a generates a hydraulic pressure calculated in each hydraulic pipe 10 based on information on the depression amount and the depression speed of the brake pedal 11 obtained from the pedal depression force detection sensor 15, and the driver's A braking force corresponding to the deceleration operation or a braking force assisting the deceleration operation is generated in the braking device 9.

  The braking force generating means of the first embodiment is exemplified as one in which the brake pedal 11 and the hydraulic pressure generating device 12 are mechanically connected by a link mechanism to generate hydraulic pressure in the hydraulic pressure generating device 12, but the braking force generation is performed. As a means, a so-called brake-by-wire system in which the ECU 14 generates a hydraulic pressure based on a detection signal of the pedal depression force detection sensor 15 may be used. Further, in the first embodiment, the braking force generating means for generating the braking force triggered by the operation of the stepping brake pedal 11 is illustrated, but the braking force generating means is operated manually by a lever or the like. It is also possible to generate a braking force by using as a trigger.

  Further, as the braking force generating means, regenerative braking means by a motor generator such as a regenerative braking system can be considered, and this is also included in a vehicle equipped with such means.

  On the other hand, the braking force control means 14a described above is obtained not only from a deceleration operation intended by the driver but also from detection signals from various sensors such as the yaw rate sensor 16, the longitudinal acceleration sensor 17, the lateral acceleration sensor 18, and the vehicle speed sensor 19. When it is determined or predicted that the behavior of the vehicle becomes unstable based on the vehicle state information or the like, the braking force generating means can be automatically controlled so as to stabilize the behavior.

  Specifically, when the braking force control unit 14a determines that the behavior of the vehicle becomes unstable based on the above-described vehicle state information (for example, information such as lateral acceleration and tire slip ratio) during corner turning. The hydraulic pressure in all or any of the hydraulic pipes 10 can be adjusted, and the braking force can be generated on all or any of the wheels 7L, 7R, 8L, 8R to stabilize the behavior of the vehicle. .

  In addition, the braking force control means 14a decelerates the vehicle automatically to a predetermined vehicle speed or to assist the driver's deceleration operation so that the corner in front of the vehicle can be safely turned while maintaining a corner. Can enter.

  For this reason, the vehicle driving force control device of the first embodiment is provided with a turning vehicle speed setting device for setting the turning vehicle speed in such a case. Hereinafter, the turning vehicle speed setting device will be described in detail.

  The turning vehicle speed setting device of the first embodiment is provided as one of the processing functions of the ECU 14 described above.

  First, as one function of the turning vehicle speed setting device, the ECU 14 is provided with a front road state determination means 14b for determining a road state ahead of the vehicle. Specifically, the front road state determination means 14b determines whether the road ahead of the vehicle is straight or a corner based on the road information ahead of the vehicle acquired from the front road information detection device 20 shown in FIG. To do.

  Here, the road information ahead of the vehicle means various information such as information on whether the road ahead of the vehicle is straight or a corner.

  On the other hand, as the front road information detection device 20, for example, a car navigation system mounted on a vehicle can be used. In such a case, the forward road state determination unit 14b of the ECU 14 takes in map information ahead of the vehicle (road information ahead of the vehicle) based on the vehicle position information of the car navigation system, and uses the map information to make the above determination. It can be performed. The car navigation system itself may make the above determination, and the determination result may be taken into the ECU 14. That is, by burdening the car navigation system with the processing function of the above-described forward road state determination means 14b, the burden on the ECU 14 can be reduced and the processing speed can be improved.

  In the first embodiment, the road information ahead of the vehicle a predetermined distance from the own vehicle position is illustrated as being read from the front road information detection device 20 by the front road state determination unit 14b.

  Further, in the ECU 14 of the first embodiment, as one function of the turning vehicle speed setting device, when the above-described front road state determination unit 14b determines that the road ahead of the vehicle is a corner, the curve of the curve constituting the corner is set. Curve curvature information calculation means 14c for obtaining a curvature radius (hereinafter referred to as “curve curvature radius”) R is provided.

  For example, if the above-described car navigation system is used as the forward road information detection device 20, the curve curvature information calculation unit 14c obtains the curve curvature radius R based on the map shape of the map information of the car navigation system. Can do.

  On the other hand, if the map information of the car navigation system also includes information on the curve curvature radius R, the road ahead of the vehicle read by the front road condition determination unit 14b is not calculated by the curve curvature information calculation unit 14c. Information on the curve curvature radius R in the information may be used.

  Here, an imaging device such as a CCD camera may be used as the front road information detection device 20 described above. In such a case, based on the photographed image, the above-described forward road condition determination unit 14b performs the above determination, and the curve curvature information calculation unit 14c calculates the curve curvature radius R.

  Also, 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 curve curvature radius R in the case of a corner are sent from an external base station to the ECU 14. May be acquired. According to this, since it is not necessary to provide the processing function of the front road state determination means 14b and the curve curvature information calculation means 14c in the vehicle, the processing speed of various processing devices mounted on the vehicle such as the ECU 14 can be improved. .

  Next, the ECU 14 according to the first embodiment is provided with a turning vehicle speed calculation means 14d for obtaining a turning vehicle speed V of a curve constituting one corner in front of the vehicle as a function of the turning vehicle speed setting device.

  The turning vehicle speed calculation means 14d of the first embodiment obtains the turning vehicle speed V of the curve based on the curve curvature radius R and the lateral acceleration G corresponding to the curve curvature radius R, and constitutes one corner. In one or a plurality of curves, the turning vehicle speed V is calculated that allows the entire corner to turn while the vehicle behavior is stabilized.

  For example, in the first embodiment, an allowable lateral acceleration (hereinafter referred to as “allowable lateral acceleration”) Gmax in which the driver or passenger does not feel anxiety or discomfort during a turn of a curve. The following turning vehicle speed (hereinafter referred to as “allowable turning vehicle speed”) Vmax is obtained from Equation 1 below.

  That is, the turning vehicle speed calculation means 14d of the first embodiment uses the curve curvature radius R of a certain curve, the allowable lateral acceleration Gmax of the curve, and the gravitational acceleration g, and makes stable turning that can be permitted by the driver or the like. The allowable allowable turning vehicle speed Vmax is calculated.

  Here, the allowable lateral acceleration Gmax used when calculating the allowable turning vehicle speed Vmax can be set as a value uniquely corresponding to various curve curvature radii R. By setting the relationship in advance, it is possible to increase the calculation processing speed when calculating the turning vehicle speed. Therefore, in the first embodiment, the correspondence relationship between the curve curvature radius R and the allowable lateral acceleration Gmax is obtained in advance by experiments or simulations, and an allowable lateral acceleration map including the corresponding relationship is prepared.

  Since the allowable lateral acceleration Gmax, that is, the allowable turning vehicle speed Vmax is different for each vehicle even in the same one corner, it is preferable to prepare the above-described allowable lateral acceleration map for each vehicle.

  Further, the allowable lateral acceleration Gmax, that is, the allowable turning vehicle speed Vmax, varies depending on the driver's preference. For this reason, a turning vehicle speed (hereinafter referred to as “target turning vehicle speed”) Vt which is a target at the time of driving force control of the vehicle driving force control device set as described later by the turning vehicle speed setting device of the first embodiment. When the turning vehicle speed Vd requested by the driver's accelerator operation or the like is different, particularly when the turning vehicle speed Vd requested by the driver is higher than the target turning vehicle speed Vt, the turning vehicle speed Vd according to the driver's intention is determined. The ECU 14 may be provided with an allowable lateral acceleration learning unit that obtains the allowable lateral acceleration Gmax based on the above equation 1 and reflects this in the allowable lateral acceleration map.

  Further, the ECU 14 according to the first embodiment is provided with a turning vehicle speed correction unit 14e that corrects the turning vehicle speed V obtained by the above-described turning vehicle speed calculation unit 14d to an appropriate speed as one function of the turning vehicle speed setting device. ing.

  As described above, generally, one corner is constituted by a plurality of continuous curves having different curve curvature radii R.

  In the prior art, the minimum turning vehicle speed Vmin corresponding to the curve having the minimum curve curvature radius Rmin is set as the target turning vehicle speed Vt of the entire corner (that is, all the curves). When the curve having the radius Rmin is at the corner exit, the vehicle driving force control device decelerates more than the driver wants at the corner entrance or at the corner entrance, which gives the driver an uncomfortable feeling.

  Here, in order to eliminate such a sense of incongruity, the target turning vehicle speed Vt may be set for each curve and decelerated sequentially according to the target turning vehicle speed Vt of each curve. When the curve curvature radius R of the curve of the curve is greatly different and the vehicle speed difference between the target turning vehicle speeds Vt of the adjacent curves is excessive (in other words, the deceleration between the curves exceeds the allowable deceleration). Causes a sense of incongruity to the driver due to sudden deceleration. Furthermore, such rapid deceleration during turning not only makes the driver feel uncomfortable, but also makes the behavior of the vehicle unstable, which is not preferable from the viewpoint of driving safety performance.

  Therefore, in the first embodiment, the turning vehicle speed V for each curve is obtained by the above-described turning vehicle speed calculation means 14d, and the vehicle speed difference of the target turning vehicle speed Vt in each adjacent curve becomes a vehicle speed difference that does not exceed the allowable deceleration. Thus, each turning vehicle speed V is corrected by turning vehicle speed correction means 14e provided in the ECU 14.

  Specifically, the turning vehicle speed correction means 14e first calculates a vehicle speed difference (hereinafter referred to as a “turning vehicle speed difference”) ΔV between two adjacent curves of the turning vehicle speed V, and this turning vehicle speed difference ΔV and an allowable reduction. A vehicle speed difference corresponding to the speed (hereinafter referred to as “allowable vehicle speed difference”) ΔVmax is compared.

  Here, the allowable deceleration of the first embodiment is a deceleration that can be decelerated from a certain curve to a preceding curve adjacent thereto while the vehicle behavior is stabilized. For this reason, the allowable limit vehicle speed difference ΔVmax of the first embodiment is set to a vehicle speed difference that can turn while stabilizing the vehicle behavior and safely decelerating between two adjacent curves.

  Therefore, in the first embodiment, information on the allowable limit vehicle speed difference ΔVmax is obtained by experiments and simulations and prepared in advance.

  Strictly speaking, the allowable deceleration (allowable limit vehicle speed difference ΔVmax) differs depending on the difference in the radius of curvature R between two adjacent curves and the path length of each curve. For this reason, the correspondence between the curve curvature radius R and the path length of each curve and the permissible limit vehicle speed difference ΔVmax is obtained in advance by experiments, simulations, etc., and a permissible limit vehicle speed difference map consisting of the correspondence relation is prepared.

  Here, the difference in the curve curvature radius R between the curves uniquely corresponds to the turning vehicle speed difference ΔV between the curves. In this turning vehicle speed setting device, the turning vehicle speed difference ΔV is the turning vehicle speed correction means. 14e. Therefore, it is preferable to prepare the allowable limit vehicle speed difference map as a correspondence relationship between the turning vehicle speed difference ΔV between the curves and the allowable limit vehicle speed difference ΔVmax.

  On the other hand, the permissible limit vehicle speed difference ΔVmax is a vehicle speed difference that stabilizes vehicle behavior as described above and can turn while safely decelerating between two adjacent curves. The ECU 14 can detect the lateral acceleration G from the lateral acceleration sensor 18 and the tire slip rate from the vehicle state information used during vehicle control.

  Therefore, a correspondence relationship between at least one of the vehicle state information and the permissible limit vehicle speed difference ΔVmax is obtained in advance through experiments, simulations, and the like, and the permissible limit vehicle speed difference map including the correspondence relationship is obtained as the curve curvature radius R described above. May be prepared in place of an allowable limit vehicle speed difference map comprising the difference (or turning vehicle speed difference ΔV), the path length of each curve, and information on the allowable limit vehicle speed difference ΔVmax.

  The turning vehicle speed correcting means 14e is configured to compare the deceleration corresponding to the turning vehicle speed difference ΔV with the allowable deceleration instead of comparing the turning vehicle speed difference ΔV and the allowable limit vehicle speed difference ΔVmax. Also good. However, in such a case, the deceleration corresponding to the turning vehicle speed difference ΔV must be further calculated, and the calculation processing step is increased by at least one step. Therefore, in the first embodiment, the turning vehicle speed correction means 14e is configured to compare the turning vehicle speed difference ΔV and the allowable limit vehicle speed difference ΔVmax from the viewpoint of increasing the calculation processing speed.

  In the first embodiment, the turning vehicle speed difference ΔV is obtained by subtracting the turning vehicle speed V of a curve ahead of the curve from the turning vehicle speed V of a certain curve to obtain the turning vehicle speed difference ΔV. The turning vehicle speed correcting means 14e is configured to determine whether or not the allowable limit vehicle speed difference ΔVmax is larger.

  Here, when the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, the deceleration between the curves exceeds the allowable deceleration, and the behavior of the vehicle may become unstable. For this reason, in such a case, the turning vehicle speed correction means 14e corrects the turning vehicle speed V of the vehicle side (front) curve so that the deceleration between the curves does not exceed the allowable deceleration.

  Here, a value obtained by adding the allowable limit vehicle speed difference ΔVmax to the turning vehicle speed V of the previous curve is referred to as a corrected turning vehicle speed (hereinafter referred to as “corrected turning vehicle speed”) Vc in the vehicle-side (front) curve. That is, when the turning vehicle speed V on the vehicle side (front) curve is replaced with the corrected turning vehicle speed Vc, the deceleration with the curve ahead is equal to the permissible deceleration, and between the curves, It is possible to decelerate while keeping the behavior stable.

  On the other hand, when the turning vehicle speed difference ΔV is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, the vehicle can be decelerated while the behavior of the vehicle is stabilized without exceeding the allowable deceleration between the curves. For this reason, in such a case, the turning vehicle speed V is not corrected by the turning vehicle speed correction means 14e.

  As described above, the turning vehicle speed setting device according to the first embodiment appropriately corrects the turning vehicle speed V of each curve to an appropriate value considering both the allowable lateral acceleration Gmax (allowable turning vehicle speed Vmax) and the allowable deceleration. This is used as the target turning vehicle speed Vt for driving force control of the vehicle driving force control device.

  Hereinafter, the control operation of the turning vehicle speed setting device according to the first embodiment will be described with reference to the flowchart of FIG. Here, five first to fifth curves C (0) comprising different curve radii of curvature R (0), R (1), R (2), R (3), R (4) shown in FIG. , C (1), C (2), C (3), and C (4) will be described as a specific example of one corner C.

  First, the ECU 14 reads road information in front of the vehicle AM (information such as straight or corner) from the front road information detection device 20 by the front road state determination means 14b, and the front of the vehicle AM is read in front of the vehicle AM. It is determined whether the road is straight or corner (step ST1).

  Here, since the vehicle AM of the first embodiment enters the corner C from the straight, the ECU 14 in step ST1 first determines that the vehicle is straight and sets the obtained curve number information “n” to “0”. Then (step ST2) once ends this control process.

  When the vehicle AM continues to travel, the ECU 14 determines that the vehicle is a corner in step ST1, and whether or not the road information read in step ST1 by the curve curvature information calculation unit 14c is the latest curve information. In other words, it is determined whether or not the curves have different curve curvature radii R (i) (step ST3).

  Here, since the information of the first curve C (0) on the corner entrance side is obtained, the ECU 14 determines that the information is the latest curve information, and sets the obtained curve number information “n” to “1” (step ST4). ).

  Thereafter, the ECU 14 initializes the loop counter “i” to the initial value “0” (step ST5), and sets the curve curvature radius R (0) of the first curve C (0) by the curve curvature information calculation means 14c. Obtained (step ST6).

  Then, the ECU 14 calculates the allowable turning vehicle speed Vmax (0) of the first curve C (0) by the turning vehicle speed calculation means 14d (step ST7), and the allowable turning vehicle speed Vmax (0) is shown in FIG. It is set as the turning vehicle speed V (0) of the first curve C (0) (step ST8).

  Specifically, the turning vehicle speed calculation means 14d here uses the allowable lateral acceleration map described above for information on the allowable lateral acceleration Gmax (0) corresponding to the information on the curve curvature radius R (0) obtained in step ST6. And the information about the curve curvature radius R (0) and the allowable lateral acceleration Gmax (0) is substituted into the above-described equation 1 to calculate the allowable turning vehicle speed Vmax (0) in the first curve C (0). Then, the allowable turning vehicle speed Vmax (0) is stored in the main storage device of the ECU 14 as the turning vehicle speed V (0) of the first curve C (0).

  Subsequently, the ECU 14 determines whether or not the loop counter “i” is “1” or more (step ST9). Here, since the loop counter “i” is “0”, the ECU 14 once ends this control process.

  If the corner C is composed only of the first curve C (0), the ECU 14 determines that the vehicle is straight in step ST1, ends the present control process, and turns the turning vehicle speed V set in step ST8. (0) is set as the target turning vehicle speed Vt (0) of the corner C.

  If the vehicle AM continues to travel, the ECU 14 determines that the vehicle is a corner in step ST1, and determines whether the road information read in step ST1 by the curve curvature information calculation unit 14c is the latest curve information. Determine in ST3.

  Here, the ECU 14 of the first embodiment is set so as to obtain the road information ahead from the road information detector 20 when the vehicle AM travels a predetermined distance, and the route of the curve C (i) The information on the next curve C (i + 1) may not be obtained for some reason. For this reason, for example, when the route length of the first curve C (0) is longer than the travel distance of the vehicle AM for obtaining the road information ahead, the first curve C (0) is set in step ST1. Since the information is read, it is determined in step ST3 that it is not the latest curve information, and the present control process is temporarily terminated.

  On the other hand, when the ECU 14 determines that the latest curve information (information of the second curve C (1)) is determined in step ST3, the obtained curve number information “n” is integrated and set to “2” in step ST4. In step ST5, the loop counter “i” is initialized to the initial value “1”.

  Then, after the curve curvature information calculation means 14c of the ECU 14 obtains the curve curvature radius R (1) of the second curve C (1) in the above step ST6, the turning vehicle speed calculation means 14d of the ECU 14 proceeds to the above step ST7. The allowable turning vehicle speed Vmax (1) of the second curve C (1) is calculated, and this allowable turning vehicle speed Vmax (1) is calculated at step ST8 in the second curve C (1) shown in FIG. Store as V (1) in the main memory.

  Here, since the current loop counter “i” is “1”, the ECU 14 determines that it is “1” or more in the above step ST9, and the turning vehicle speed correcting means 14e makes it one with the second curve C (1). Information on the turning vehicle speeds V (1) and V (0) of the previous first curve C (0) is read from the main memory, and the turning vehicle speed difference ΔV {= V (0) −V (1)} between them is read. Calculation is performed (step ST10).

  Subsequently, the ECU 14 determines whether or not the turning vehicle speed difference ΔV is larger than the above-described allowable limit vehicle speed difference ΔVmax (step ST11).

  Here, as shown in FIG. 4-1, the turning vehicle speed difference ΔV is equal to or less than the allowable limit vehicle speed difference ΔVmax, that is, the turning vehicle speed V (0) of the first curve C (0) is one ahead. Since it is below the allowable deceleration line GL (1) based on the turning vehicle speed V (1) of the second curve C (1), the ECU 14 decrements the loop counter “i” to “0” (step) ST13), the determination in step ST9 is performed, and the present control process is temporarily terminated.

  In the first embodiment, the permissible limit vehicle speed difference ΔVmax shown in FIG. 4A is a constant value between the curves for convenience, but as described above, the permissible limit vehicle speed difference ΔVmax is different between the curves. Therefore, for example, it is preferable to obtain the permissible limit vehicle speed difference ΔVmax corresponding to each curve from the above-described permissible limit vehicle speed difference map and perform the determination in step ST11.

  In this specific example, since the third curve C (2) having a further different curvature radius R (2) continues after the second curve C (1), when the vehicle AM further travels, the ECU 14 In step ST1, it is determined that the corner is a corner, and the curve curvature information calculation unit 14c determines that the latest curve information (information of the third curve C (2)) is determined in step ST3.

  Then, the ECU 14 integrates the obtained curve number information “n” in step ST4 and sets it to “3”, and initializes the loop counter “i” to the initial value “2” in step ST5.

  Thereafter, after the curve curvature information calculation unit 14c of the ECU 14 obtains the curve curvature radius R (2) of the third curve C (2) in the above step ST6, the turning vehicle speed calculation unit 14d of the ECU 14 performs the above step ST7. To calculate the allowable turning vehicle speed Vmax (2) of the third curve C (2), and the allowable turning vehicle speed Vmax (2) of the second curve C (2) shown in FIG. The vehicle speed V (2) is stored in the main storage device.

  Here, since the current loop counter “i” is “2”, the ECU 14 determines “1” or more in step ST9, and the turning vehicle speed correction means 14e causes the third curve C (2) in step ST10. ) And the information on the turning vehicle speeds V (2) and V (1) of the previous second curve C (1) are read from the main memory, and the turning vehicle speed difference ΔV {= V (1) −V ( 2)} is calculated.

  Subsequently, the ECU 14 determines in step ST11 whether the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax.

  Also in this case, as shown in FIG. 4-1, the turning vehicle speed difference ΔV is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, that is, the turning vehicle speed V (1) of the second curve C (1) is one third ahead. Since it is below the allowable deceleration line GL (2) with the turning vehicle speed V (2) of the curve C (2) as the base point, the ECU 14 decrements the loop counter “i” to “1” in step ST13. Then, the determination in step ST9 is performed.

  Thereafter, the ECU 14 uses the turning vehicle speed correction means 14e to turn the turning vehicle speed difference ΔV {= V (1) between the second curve C (1) and the previous first curve C (0) in step ST10. ) −V (2)}, and it is determined in step ST11 whether the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax. However, such calculation processing and determination processing have already been performed. Therefore, it does not necessarily have to be performed again.

  Here, since the turning vehicle speed difference ΔV between the first curve C (0) and the second curve C (1) is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, the ECU 14 determines the loop counter “i” in step ST13. Is decremented to “0”, the determination in step ST9 is performed, and the present control process is temporarily terminated.

  In this specific example, the fourth curve C (3) having a different curvature radius R (3) continues beyond the third curve C (2). Therefore, when the vehicle AM further travels, the ECU 14 In step ST1, the corner is determined to be a corner, and the curve curvature information calculation means 14c determines that the latest curve information (information of the fourth curve C (3)) is determined in step ST3.

  Then, the ECU 14 integrates the obtained curve number information “n” in step ST4 and sets it to “4”, and initializes the loop counter “i” to the initial value “3” in step ST5.

  Thereafter, after the curve curvature information calculation unit 14c of the ECU 14 obtains the curve curvature radius R (3) of the fourth curve C (3) in the step ST6, the turning vehicle speed calculation unit 14d of the ECU 14 performs the step ST7. To calculate the allowable turning vehicle speed Vmax (3) of the fourth curve C (3), and turn the allowable turning vehicle speed Vmax (3) of the fourth curve C (3) shown in FIG. The vehicle speed V (3) is stored in the main storage device.

  Here, since the current loop counter “i” is “3”, the ECU 14 determines “1” or more at step ST9, and the turning vehicle speed correction means 14e causes the fourth curve C (3) at step ST10. ) And the information on the turning vehicle speeds V (3) and V (2) of the previous third curve C (2) are read from the main memory, and the turning vehicle speed difference ΔV {= V (2) −V ( 3)} is calculated.

  Then, the ECU 14 determines whether or not the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax described above in step ST11.

  Here, as shown in FIG. 4A, the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, that is, the turning vehicle speed V (2) of the third curve C (2) is the fourth ahead. Since it is above the allowable deceleration line GL (3) based on the turning vehicle speed V (3) of the curve C (3), the turning vehicle speed correction means 14e of the ECU 14 turns the fourth curve C (3). The corrected turning vehicle speed Vc (2) shown in FIG. 4A obtained by adding the allowable limit vehicle speed difference ΔVmax to the vehicle speed V (3) is calculated, and this is turned on the third curve C (2) stored in the main memory. It replaces with the information of vehicle speed V (2) (step ST12).

  Subsequently, the ECU 14 decrements the loop counter “i” to “2” in step ST13, and determines that it is “1” or more in step ST9.

  Then, the ECU 14 uses the turning vehicle speed correcting means 14e to information on the turning vehicle speed V (1) of the second curve C (1) and the turning vehicle speed V (2) of the third curve C (2) in step ST10. The information of {= Vc (2)} is read from the main memory, and the turning vehicle speed difference ΔV {= V (1) −V (2)} between them is calculated. The turning vehicle speed difference ΔV is the allowable limit vehicle speed difference ΔVmax. Is determined in step ST11.

  In step ST11 in this case, as shown in FIG. 4A, since the turning vehicle speed difference ΔV is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, the ECU 14 sets the loop counter “i” to “1” in step ST13. The decrement is made, and it is determined as “1” or more in step ST9.

  Here, the turning vehicle speed correction means 14e of the ECU 14 determines the turning vehicle speed difference ΔV {= V (0) between the second curve C (1) and the previous first curve C (0) in steps ST10 and ST11. ) −V (1)} is calculated, and it is determined whether or not the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax. That is, it is determined whether or not to correct the information of the turning vehicle speed V (0) of the first curve C (0). However, here, since the turning vehicle speed V (1) of the second curve C (1) ahead of the first curve C (0) is not corrected, the turning vehicle speed difference ΔV {= V (0) during that time. −V (1)} does not become larger than the allowable limit vehicle speed difference ΔVmax. For this reason, the calculation process of the turning vehicle speed difference ΔV between the first curve C (0) and the second curve C (1) and the determination process of whether correction is necessary are not necessarily performed.

  Here, since the turning vehicle speed difference ΔV between the first curve C (0) and the second curve C (1) is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, the ECU 14 determines the loop counter “i” in step ST13. Is decremented to “0”, the determination in step ST9 is performed, and the present control process is temporarily terminated.

  Furthermore, since the fifth curve C (4) having a different curvature radius R (4) follows the fourth curve C (3) here, the ECU 14 determines that it is a corner in step ST1, and The curve curvature information calculation unit 14c determines that the latest curve information (information of the fifth curve C (4)) is obtained in step ST3.

  Then, the ECU 14 integrates the obtained curve number information “n” in step ST4 and sets it to “5”, and initializes the loop counter “i” to the initial value “4” in step ST5.

  Thereafter, after the curve curvature information calculation means 14c of the ECU 14 obtains the curve curvature radius R (4) of the fifth curve C (4) in the step ST6, the turning vehicle speed calculation means 14d of the ECU 14 receives the step ST7. To calculate the allowable turning vehicle speed Vmax (4) of the fifth curve C (4), and the allowable turning vehicle speed Vmax (4) is turned to the fifth curve C (4) shown in FIG. The vehicle speed V (4) is stored in the main storage device.

  Here, since the current loop counter “i” is “4”, the ECU 14 determines “1” or more in step ST9, and the turning vehicle speed correcting means 14e causes the fifth curve C (4) in step ST10. ) And the information on the turning vehicle speeds V (4) and V (3) of the preceding fourth curve C (3) are read from the main memory, and the turning vehicle speed difference ΔV {= V (3) −V ( 4)} is calculated.

  Then, the ECU 14 determines whether or not the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax described above in step ST11.

  Here, as shown in FIG. 4B, the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, that is, the turning vehicle speed V (3) of the fourth curve C (3) is the fifth ahead. Since it is above the allowable deceleration line GL (4) based on the turning vehicle speed V (4) of the curve C (4), the turning vehicle speed correction means 14e of the ECU 14 determines the fifth curve in step ST12. A corrected turning vehicle speed Vc (3) shown in FIG. 4-2 is calculated by adding the allowable limit vehicle speed difference ΔVmax to the turning vehicle speed V (4) of C (4), and this is stored in the fourth curve. Replaced with information on the turning vehicle speed V (3) of C (3).

  Thereafter, the ECU 14 decrements the loop counter “i” to “3” in step ST13, and determines that it is “1” or more in step ST9.

  Then, the turning vehicle speed correction means 14e of the ECU 14 in step ST10 and ST11, information on the turning vehicle speed V (2) {= Vc (2)} of the third curve C (2) and the fourth curve C (3). Information of the turning vehicle speed V (3) {= Vc (3)} is read from the main memory, and the turning vehicle speed difference ΔV {= V (2) −V (3)} is calculated between them. It is determined whether or not ΔV is larger than an allowable limit vehicle speed difference ΔVmax.

  Again, as shown in FIG. 4B, since the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, the turning vehicle speed correcting means 14e determines the turning vehicle speed of the fourth curve C (3) in step ST12. A corrected turning vehicle speed Vtc (2) shown in FIG. 4-2 is calculated by adding an allowable limit vehicle speed difference ΔVmax to V (3) {= Vc (3)}, and this is calculated as a third curve stored in the main memory. Replaced with information on the turning vehicle speed V (2) of C (2).

  Further, the ECU 14 decrements the loop counter “i” to “2” in step ST13, and determines that it is “1” or more in step ST9.

  Then, the turning vehicle speed correcting means 14e of the ECU 14 in step ST10 and ST11, information on the turning vehicle speed V (1) of the second curve C (1) and turning vehicle speed V (2) of the third curve C (2). The information of {= Vtc (2)} is read from the main storage device, and the turning vehicle speed difference ΔV {= V (1) −V (2)} between them is calculated, and this turning vehicle speed difference ΔV becomes the allowable limit vehicle speed difference ΔVmax. Is determined in step ST11.

  Furthermore, as shown in FIG. 4B, since the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, the turning vehicle speed correcting means 14e turns the third curve C (2) at step ST12. A corrected turning vehicle speed Vc (1) shown in FIG. 4-2 is calculated by adding the allowable limit vehicle speed difference ΔVmax to the vehicle speed V (2) {= Vtc (2)}, and this is stored in the main memory. Replaced with information on the turning vehicle speed V (1) of the curve C (1).

  Furthermore, the ECU 14 decrements the loop counter “i” to “1” in step ST13, and determines that it is “1” or more in step ST9.

  Then, the turning vehicle speed correcting means 14e of the ECU 14 in step ST10 and ST11, information on the turning vehicle speed V (0) of the first curve C (0) and turning vehicle speed V (1) of the second curve C (1). The information of {= Vc (1)} is read from the main memory, and the turning vehicle speed difference ΔV {= V (0) −V (1)} between them is calculated, and this turning vehicle speed difference ΔV becomes the allowable limit vehicle speed difference ΔVmax. It is judged whether it is larger than.

  Here, as shown in FIG. 4B, since the turning vehicle speed difference ΔV is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, the ECU 14 decrements the loop counter “i” to “0” in the above-described step ST13. In ST9, it is determined that it is smaller than “1”.

  Thereafter, the ECU 14 of the first embodiment determines that the vehicle is straight in step ST1 and ends the present control process.

  Thus, the turning vehicle speeds V (0), V (1) {= Vc (1) of the first to fifth curves C (0) to C (4) obtained by the turning vehicle speed setting device of the first embodiment. )}, V (2) {= Vtc (2)}, V (3) {= Vc (3)}, V (4) are the target turning vehicle speed Vt (0) {= V (0)}, Vt (1) {= Vc (1)}, Vt (2) {= Vtc (2)}, Vt (3) {= Vc (3)}, Vt (4) {= V ( 4)}, and the driving force of the vehicle AM is controlled by the vehicle driving force control device such that the target turning vehicle speeds Vt (0) to Vt (4) are obtained.

  For example, the braking force control means 14a of the ECU 14 described above is the first to turn the target turning vehicle speeds Vt (0) to Vt (4) in the first to fifth curves C (0) to C (4). The hydraulic pressures of the hydraulic oil in the hydraulic pipe 10 in the first to fifth curves C (0) to C (4) are obtained. Then, the braking force control means 14a controls the brake actuator 13 to generate the respective hydraulic pressures corresponding to the first to fifth curves C (0) to C (4), and each wheel 7L, 7R, A braking force is generated in the braking device 9 of 8L and 8R to control the driving force of the vehicle AM.

  Thus, when the vehicle AM reaches a predetermined distance before entering the corner C, the target of the first curve C (0) is set at a predetermined deceleration that does not give the driver a sense of incongruity. The vehicle is decelerated to the turning vehicle speed Vt (0) {= allowable turning vehicle speed Vmax (0)}. Then, the vehicle AM travels a distance corresponding to the path length of the first curve C (0), and then decelerates with a vehicle speed change (that is, deceleration) that is equal to or less than the allowable limit vehicle speed difference ΔVmax, and the second curve C (1) To a target turning vehicle speed Vt (1) {<allowable turning vehicle speed Vmax (1)}.

  Subsequently, the vehicle AM is similarly decelerated to the target turning vehicle speeds Vt (2), Vt (3), and Vt (4) corresponding to the respective curves C (2) to C (4) ahead. Pass through corner C.

  In this case, the driving force of the vehicle AM is such that the output of the engine 1 decreases or the shift stage of the automatic transmission 3 moves toward the low speed stage side so that the target turning vehicle speed Vt (0) to Vt (4) is reached. It can also be controlled by making changes or the like.

  As described above, by providing the turning vehicle speed setting device of the first embodiment, without decelerating more than necessary to the speed at which the driver feels uncomfortable with each curve having different curvature radii constituting one corner, In addition, each curve can be turned while keeping the vehicle behavior stable within an allowable range that does not give the driver anxiety, etc., and the vehicle behavior can be controlled at a deceleration that is less than the allowable deceleration between each curve. The turning vehicle speed of each curve that can be decelerated stably can be set.

  For this reason, the vehicle driving force control apparatus according to the first embodiment can turn while keeping the behavior of the vehicle stable at the turning vehicle speed according to the driver's intention at the corner formed of the plurality of curves. When the vehicle is decelerated to the target turning vehicle speed corresponding to each curve, it is possible to suppress sudden deceleration in which the vehicle behavior becomes unstable.

  Further, since the turning vehicle speed of the first curve, that is, the vehicle speed when entering the corner is not set lower than necessary, it is possible to enter the corner and start turning without giving the driver a sense of incongruity.

  Here, the curve curvature information calculation unit 14c of the first embodiment is illustrated as calculating the curve curvature radius R, but the curve curvature information calculation unit 14c calculates a curve curvature K. Also good. That is, since the reciprocal of the curve curvature radius R is the curve curvature K (= 1 / R), the curve curvature information calculation means 14c is caused to determine the curve curvature K, and the turning vehicle speed calculation means 14d is used using the information of the curve curvature K. The turning vehicle speed V may be calculated. In such a case, an allowable lateral acceleration map having a correspondence relationship between the curve curvature K and the allowable lateral acceleration Gmax is prepared. Further, in the above-described operation description, the content of “calculating curve curvature radius R” is read as the content of “calculating curve curvature K”.

  A turning vehicle speed setting device according to a second embodiment of the present invention will be described.

  In the second embodiment, information on the curve curvature radius R of a plurality of (n) curves constituting one corner is read at a time from the forward road information detecting device 20, and the turning vehicle speed V of all the read curves is obtained. The case of obtaining all at once will be described by taking as an example the corner C composed of the first to fifth curves C (0) to C (4) described above.

  First, as shown in the flowchart of FIG. 5, the ECU 14 uses the front road state determination means 14b to obtain road information (straight or corner information, etc.) ahead of the vehicle AM from the front road information detection device 20. It is read and it is determined whether the road ahead of the vehicle AM is a straight or a corner (step ST21).

  Here, when the forward road state determination unit 14b determines that the vehicle is straight, the present control process is terminated. However, since the vehicle is determined to be a corner here, the curve curvature information calculation unit 14c of the ECU 14 adds the read road information. Based on this, the curvature radii R (0) to R (4) of the first to fifth curves C (0) to C (4) are obtained (step ST22).

  After that, the ECU 14 uses the turning vehicle speed calculation means 14d to calculate the first to fifth curves C (0) to C (0) based on the information of the curve curvature radii R (0) to R (4) obtained in step ST22. The allowable turning vehicle speeds Vmax (0) to Vmax (4) of C (4) are calculated and stored in the main memory of the ECU 14 as the respective turning vehicle speeds V (0) to V (4) shown in FIG. Step ST23).

  In steps ST22 and ST23, after calculating the curve curvature radius R of one of the read curves, the turning vehicle speed V is calculated, and then the curve curvature radius R of the next curve is calculated. The calculation and calculation of the turning vehicle speed V may be sequentially repeated for each curve.

  Next, the ECU 14 initializes the loop counter “i” to an initial value “n−1” (step ST24). Here, since information on the five turning vehicle speeds V (0) to V (4) is obtained, n = 5 is substituted and the loop counter “i” is set to “4”. In the second embodiment, the turning vehicle speeds V (0), V (1), V (2),... Are defined in order from the curve on the corner entrance side in accordance with the first embodiment described above. The loop counter “i” is initialized to the initial value “n−1”. If the turning vehicle speed is defined as V (1), V (2), V (3),..., The loop counter “i” is initialized. It may be initialized to the value “n”.

  Thereafter, the ECU 14 determines whether or not the loop counter “i” is equal to or greater than “1” (step ST25). Here, since the loop counter “i” is “4”, the ECU 14 determines that “1” or more. When it is determined that the loop counter “i” is smaller than “1” at this time, that is, for example, when the corner C is composed only of the first curve C (0), the ECU 14 The turning vehicle speed V (0) set in step ST23 is set as the target turning vehicle speed Vt (0) of the corner C.

  Subsequently, the ECU 14 uses the turning vehicle speed correcting means 14e to change the fifth curve C (4) on the corner exit side in the information read in step ST21 and the fourth curve C (3) immediately before it. The information of the turning vehicle speeds V (4) and V (3) is read from the main memory, and the turning vehicle speed difference ΔV {= V (3) −V (4)} between them is calculated (step ST26). It is determined whether or not the difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax (step ST27).

  Here, as shown in FIG. 6, the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, that is, the turning vehicle speed V (3) of the fourth curve C (3) is the fifth curve C that is one ahead. Since the turning vehicle speed correction means 14e of the ECU 14 is above the allowable deceleration line GL based on the turning vehicle speed V (4) of (4), the turning vehicle speed V (4) of the fifth curve C (4) 6 is added to the permissible limit vehicle speed difference ΔVmax, and information on the turning vehicle speed V (3) of the fourth curve C (3) stored in the main memory is calculated. (Step ST28).

  Subsequently, the ECU 14 decrements the loop counter “i” to “3” in step ST29, and returns to step ST25.

  Then, the turning vehicle speed correcting means 14e of the ECU 14 receives the information on the turning vehicle speed V (3) {= Vc (3)} of the fourth curve C (3) and the third curve C (2) in steps ST26 and ST27. ) Of the turning vehicle speed V (2) is read from the main memory, the turning vehicle speed difference ΔV {= V (2) −V (3)} is calculated, and this turning vehicle speed difference ΔV is the allowable limit vehicle speed difference. It is determined whether it is larger than ΔVmax.

  Here, as shown in FIG. 6, since the turning vehicle speed difference ΔV is larger than the allowable limit vehicle speed difference ΔVmax, the turning vehicle speed correcting means 14e of the ECU 14 turns the turning vehicle speed V of the fourth curve C (3) in step ST28. (3) A corrected turning vehicle speed Vc (2) shown in FIG. 6 obtained by adding the allowable limit vehicle speed difference ΔVmax to {= Vc (3)} is calculated, and this is stored in the third curve C (2 ) Of the turning vehicle speed V (2). The corrected turning vehicle speed Vc (2) here is the same value as the corrected turning vehicle speed Vtc (2) obtained in the first embodiment.

  Similarly, the ECU 14 obtains a corrected turning vehicle speed Vc (1) {= Vc (2) + ΔVmax} for the second curve C (1), and the second curve C (1) stored in the main memory is obtained. ) Of the turning vehicle speed V (1).

  For the first curve C (0), a turning vehicle speed difference ΔV is obtained from the turning vehicle speed V (1) {= Vc (1)} of the second curve C (1). It is determined in step ST27 whether or not it is larger than the allowable limit vehicle speed difference ΔVmax.

  Here, as shown in FIG. 6, since the turning vehicle speed difference ΔV is equal to or smaller than the allowable limit vehicle speed difference ΔVmax, the ECU 14 proceeds to step ST29, decrements the loop counter “i” to “0”, and makes the determination in step ST25. This is the end of this control process.

  Thus, the turning vehicle speeds V (0), V (1) {= Vc (1) of the first to fifth curves C (0) to C (4) obtained by the turning vehicle speed setting device of the second embodiment. )}, V (2) {= Vc (2)}, V (3) {= Vc (3)}, V (4) are the target turns when turning around the corner C as in the first embodiment. Vehicle speed Vt (0) {= V (0)}, Vt (1) {= Vc (1)}, Vt (2) {= Vc (2)}, Vt (3) {= Vc (3)}, Vt (4) It is set as {= V (4)}, and the driving force of the vehicle AM is controlled by the vehicle driving force control device such that the target turning vehicle speeds Vt (0) to Vt (4) are obtained.

  As described above, according to the turning vehicle speed setting device of the second embodiment, as in the first embodiment, the speeds that make the driver feel uncomfortable with the respective curves having different curve curvature radii constituting one corner are more than necessary. Each curve can be turned with the vehicle's behavior stabilized within an allowable range that does not cause the driver to feel uneasy, etc. It is possible to set the turning vehicle speed of each curve capable of decelerating by stabilizing the behavior of the vehicle by the speed. Further, since the turning vehicle speed of the first curve, that is, the vehicle speed when entering the corner is not set lower than necessary, it is possible to enter the corner and start turning without giving the driver a sense of incongruity.

  Furthermore, since the number of times that the turning vehicle speed needs to be corrected and the number of correction calculation processes can be reduced compared to the first embodiment, the calculation processing at the time of setting the turning vehicle speed can be made faster than the first embodiment. become. For this reason, for example, even when the distance from the current vehicle position to the corner entrance is short, the vehicle is decelerated to the vehicle speed at the time of entering the corner (the turning speed of the first curve) with a deceleration that does not exceed the allowable deceleration. It becomes possible to make it.

  In the second embodiment, the curve curvature information calculation unit 14c is illustrated as calculating the curve curvature radius R. However, the curve curvature information calculation unit 14c may calculate the curve curvature K. The turning vehicle speed V may be calculated by the turning vehicle speed calculation means 14d using the curve curvature K information. In this case, in the above description of the operation, the content of “calculating the curve curvature radius R” is read as the content of “calculating the curve curvature K”.

  Here, in each of the above-described first and second embodiments, the vehicle including the stepped automatic transmission 3 is exemplified, but a continuously variable transmission such as a belt-type continuously variable transmission or a toroidal continuously variable transmission, manual The present invention can also be applied to a case where a transmission or the like 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 turning vehicle speed setting device according to the present invention is useful as a technique for setting an appropriate vehicle speed at the time of entering a corner and an appropriate turning vehicle speed for the entire corner in a corner composed of a plurality of curves having different curve curvature radii. .

It is a figure which shows the structure of Example 1 of the turning vehicle speed setting apparatus which concerns on this invention. 3 is a flowchart illustrating a control operation of the turning vehicle speed setting device according to the first embodiment. It is a figure shown about an example of the corner comprised by the curve which consists of a several different curve curvature radius. It is a figure explaining the correction process operation | movement of the turning vehicle speed in the flowchart of FIG. It is a figure explaining the correction process operation | movement of the turning vehicle speed in the flowchart of FIG. 7 is a flowchart illustrating a control operation of a turning vehicle speed setting device according to a second embodiment. It is a figure explaining the correction process operation | movement of the turning vehicle speed in the flowchart of FIG.

Explanation of symbols

14 Electronic control unit (ECU)
14b Forward road state determination means 14c Curve curvature information calculation means 14d Turning vehicle speed calculation means 14e Turning vehicle speed correction means 20 Forward road information detection device AM vehicle

Claims (2)

A front road condition determining means for determining a road condition in front of the vehicle;
Curve curvature information calculating means for obtaining a curve curvature radius or a curve curvature of a curve constituting the corner when the forward road state determining means determines that the corner is a corner;
A turning vehicle speed calculating means for calculating the turning vehicle speed of the curve based on the curve curvature radius or the curve curvature obtained by the curve curvature information calculating means and the lateral acceleration corresponding to the curve curvature radius or the curve curvature;
When the radius of curvature of the curve is smaller or larger at the corner exit side than the corner entrance side with respect to the vehicle position, the curve at the corner exit side than the curve at the corner entrance side and the curve at the corner entrance side To determine the necessity of correction of the turning vehicle speed of the curve on the corner entrance side, and the difference in turning vehicle speed becomes an allowable deceleration between the curves. A turning vehicle speed correction means for setting a speed obtained by adding the allowable limit vehicle speed difference to the turning vehicle speed of the corner exit side curve to a target turning vehicle speed of the corner entrance side curve when larger than a corresponding allowable limit vehicle speed difference;
A turning vehicle speed setting device comprising: The turning vehicle speed calculation means is configured to calculate the turning vehicle speed of the curve every time the curve curvature information calculation means obtains a curve curvature radius or a curve curvature,
The turning vehicle speed correction means calculates the turning vehicle speed of the curve on the corner exit side between the adjacent curves of the plurality of curves constituting the corner more than the curve on the corner exit side. 2. The turning vehicle speed setting device according to claim 1, wherein the turning vehicle speed setting device is configured to determine whether or not correction is required for the turning vehicle speed of the curve located on the corner entrance side.

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