JPH0516693A - Device for driving vehicle - Google Patents

Abstract

PURPOSE:To avoid danger when approaching a crowded region and also to keep passengers from feeling something wrong. CONSTITUTION:An antenna 14 is provided for receiving information about the position of a vehicle from a satellite S and information about traffic jams from a traffic station T and a ROM pack 15 is provided in which map information is stored. A navigation ECU 1 overlaps the position of the vehicle on a crowded region on a map so as to determine whether the crowded region is in a nearby area. When the crowded region is in the nearby area an engine ECU 2 gradually decreases the opening ceiling value of a throttle valve from a normal value toward a reduced value suited for crowded regions. Thus when a crowded region is in a nearby area danger caused by overtaking a decelerated vehicle ahead by means of excessive acceleration is not felt, and since the opening ceiling value is varied slowly, passengers do not feel something wrong.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle running device,
In particular, the present invention relates to a traveling device that secures vehicle safety by changing vehicle acceleration performance during traffic jams.

[0002]

2. Description of the Related Art JP-A-63-248940 discloses
There is disclosed a device that suppresses the vehicle acceleration performance by changing the opening change rate of the throttle valve to a small value when it is detected that the host vehicle is in a traffic jam area.

[0003]

However, in general, a danger on a highway or the like tends to occur not in a traffic jam area but in a neighborhood area near the traffic jam area. That is, this is because when the preceding vehicle immediately before the start of deceleration is over-accelerated and overtaken, the vehicle immediately approaches the preceding decelerated vehicle. Here, in the above-mentioned conventional apparatus, since the acceleration is suppressed only after reaching the traffic jam area, there is a problem that the frequency of feeling danger does not decrease as expected. There is also a problem that an occupant feels uncomfortable because the acceleration performance suddenly changes when the vehicle enters a traffic jam area.

The present invention solves the above problems and provides a traveling device for a vehicle capable of ensuring sufficient traveling safety even in a traffic jam on a highway or the like.

[0005]

The structure of the present invention will be described with reference to FIG. 8. A traveling device for a vehicle includes a means for detecting the position of the own vehicle, a means for detecting an area in the vicinity of a vehicle congestion area, and an own vehicle. When the vehicle enters the above-mentioned vicinity area, it is provided with means for gradually changing the various quantities that determine the acceleration performance of the host vehicle so as to decrease the acceleration performance from the value during normal traveling.

[0006]

In the apparatus having the above-mentioned structure, when approaching a traffic jam area, the various quantities that determine the acceleration performance are gradually changed to the direction of decreasing the acceleration performance, so that there is a danger of overtaking the deceleration preceding vehicle with excessive acceleration and causing a danger. No problem. Further, since the acceleration performance is gradually suppressed, the occupant does not feel uncomfortable.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, a vehicle V obtains position information from a satellite S and congestion information from a traffic station T and compares it with map information stored in a ROM pack in the vehicle to determine if the vehicle V is in a congestion area. It is determined whether the area is near the traffic jam or other areas.

As shown in FIG. 2, the above-mentioned determination is made by the navigation ECU 1 having a microcomputer 11 and input / output ports 12 and 13 built-in according to the procedure described later.
Position information and traffic jam information received in 4 are overlaid on the CRT
It is displayed on the screen 16 and the judgment result is the engine E
It is sent to CU2.

The engine ECU 2 has a microcomputer 21 and input / output ports 22 and 23, inputs signals from various sensors, and takes into consideration the determination result from the navigation ECU 1 in accordance with the procedure described later to change the throttle actuator 24 and gear shift. The solenoid valve 25, the fuel injection valve 26, the ignition device 27, etc. are controlled.

FIG. 3 shows the processing in the navigation ECU 1. This process is started when the ignition switch is turned on to the accessory position, and after initializing the data in step 101, the position, map, and traffic information are read in step 102, and there is a traffic jam and the vehicle is in the traffic jam area. If there is, set the XJI flag to 1 (step 10).
3, 104, 105).

If it is not within the traffic jam area, the XJI flag is set to 0.
Then, it is determined whether the traffic is in the vicinity of the traffic jam (step 10
6, 107). If it is in the neighborhood, the XJN flag is set to 1 (step 108), and if it is not in the neighborhood, the XJN flag is set to 0 (step 109).

FIG. 4 is a program for determining the upper limit of the throttle valve opening, which is started by the engine ECU 2 by interruption every 128 ms. If the XJI flag is 1 in step 201, or if there is a traffic jam in step 202, the XJC flag is set to 1 in step 203, and the upper limit value TAUPR of the throttle valve opening is set to TAUPRJ (step 204). This upper limit value TAUPRJ is determined according to the engine cooling water temperature, but the upper limit value T during normal running described below is used.
The value is smaller than AUPRN, so that the throttle valve opening is kept small and the acceleration performance is suppressed in the traffic jam area.

The traffic jam condition at step 202 is as follows: the distance between vehicles is short (for example, 10 m or less), the vehicle speed is low (for example, 10 km / h or less), and the continuous running time during the previous running is within 20 seconds. To be judged.

If it is not in the traffic jam area, XJ in step 205
The C flag is set to 0, and the XJN flag is confirmed in step 206. If the XJN flag is 1 and the area is in the vicinity of a traffic jam, the process proceeds to step 207 and thereafter. In step 207, when the XJN flag changes from 0 to 1, that is, when the invasion into the vicinity area is started, the XJD flag is set to 1 (step 208).
In step 209, it is detected that the XJC flag has changed from 1 to 0, that is, that the XJC flag has exited the vicinity area.

If XJD is not 0 at step 210, the routine proceeds to step 211, where the upper limit value TAUPR of the throttle valve opening is gradually changed from TAUPRN to TAUPRJ. This change is made by K which is periodically subtracted in the next step 212, and this K is preset to n-1 during normal traveling (step 217 described later) and subtracted until it becomes 0 (steps 213 and 214). ).

Thus, after entering the vicinity of the traffic jam, the upper limit of the throttle valve opening is suppressed after a while,
It will be changed to the acceleration performance in the traffic jam area without giving the passengers a feeling of discomfort. Moreover, when the user goes out of the vicinity area (step 20
6) Immediately, the throttle valve opening upper limit value TAUP during normal driving
Return to RN (step 216).

That is, when it is confirmed in step 206 that the area outside the vicinity is confirmed (that is, in the normal running state), step 215
The XJD flag is set to 0 and the upper limit value T of the throttle valve opening is set.
AUPR is set to the upper limit value TAUPRN during normal driving (step 216). In step 107, K is preset to n-1 as described above.

FIG. 5 shows a program for changing the opening / closing speed of the throttle valve. In step 301, the target opening TAO of the throttle valve is set by adding other conditions to the depression amount of the accelerator pedal. In this example,
A linkless system that uses a step motor to operate the throttle valve is used.

If TAO> TAUPR in step 302, TAO is limited to TAUPR (step 30).
3). In step 304, the deviation DTA between TAO and the actual throttle valve opening TA is calculated, and its absolute value is the predetermined value D.
If it is less than TAO, the excitation phase of the step motor is not changed because it is within the dead zone (steps 305 and 307).

When the absolute value of DTA exceeds the predetermined value DTAO, the excitation phase of the step motor is changed to rotate the motor (step 306). In this case, the motor rotation speed (that is, the throttle valve operating speed) is changed. Step 3
This is done by changing the own interrupt timing at 08. That is, when normal running with both XJN and XJC being 0, the interrupt timing is determined according to the following relationship: | DTA |> A: 4 ms A ≧ | DTA |> B: 8 ms B ≧ | DTA |> DTA ₀ : 16 ms A > B If any one of XJC to XJD is 1 and it is in the traffic jam area or the vicinity area, the interrupt timing is determined according to the following relationship. | DTA |> A: 8 ms A ≧ | DTA |> B: 16 ms B ≧ | DTA |> DTA ₀ : 32 ms As a result, the operating speed of the throttle valve is reduced and the acceleration performance is suppressed in the congested area or in the vicinity area. It

FIG. 6 shows shift control of the solenoid valve for shifting which is performed by a base program of the engine ECU. In step 401, data is initialized, and in step 402
When it is confirmed that XJC is 1, the upshift shift point SPDUP and the downshift shift point SPDDN are set to the shift points SPDUPJ and SPDDNJ in the congestion area (solid line and broken line in FIG. 7 (2), respectively) (step 40).
3).

In step 404, when the XJD flag is 1 and the vehicle is in the traffic congestion neighborhood area, step 40
5 for the upshift gear shift point SPDUP, for the normal running SPDUPN (solid line in Fig. 7 (1))
PDUPJ is gradually changed and the downshift gear shift point SPDDN is for normal driving SPDDNN (Fig. 7 (1)
Change from SPDDNJ to the one in the traffic jam area. This change is made by the above-mentioned periodically subtracted K.

During normal running, at step 406, the upshift transmission point SPDUP and the downshift transmission point SP
Shift points SPDUPN and SPD during normal driving of DDN respectively
Set to DNN. As is known from FIG. 7, the respective shift points SPDUPJ and SPDDNJ in the traffic jam area are on the side where the vehicle speed SPD is generally smaller than SPDUPN and SPDDNN during normal running.

When the vehicle speed SPD exceeds SPDUP, an upshift is made in steps 407 and 408, while SPD
Downshift will occur when DN is exceeded (step 40)
9,410). Thus, the vehicle speed a at the throttle opening b%
In the case of Km / h, while the vehicle is normally in the second speed (FIG. 7 (1)), it is in the traffic jam area in the third speed (FIG. 7).
(2)). In this way, in the traffic jam area, shift-up is performed when the vehicle speed is low, engine torque is suppressed, and acceleration performance is suppressed. Then, in the vicinity area, the shift point is changed after a certain period of time after entering the area, and the acceleration performance is suppressed without giving a feeling of strangeness.

In the above embodiment, it is effective to perform only one of the throttle opening upper limit control and the shift control. Further, in addition to or instead of these, the acceleration increase of fuel injection is normally performed in the traffic jam area. It is also possible to perform control so that it is suppressed by about 20% from the time and the acceleration increase amount is gradually changed from the normal value to the suppression value in the vicinity region. Further, the same effect can be obtained by controlling the retard amount of the ignition timing.

In the above embodiment, the suppression of the acceleration performance after entering the neighborhood area is performed with the passage of time, but it may be carried out according to the approach distance to the congestion area.

[0027] In addition, it is turned off in the normal driving area, blinks in the vicinity area,
You can also let the occupants know with a warning light, as in the case of traffic lights.

[0028]

As described above, according to the vehicle traveling apparatus of the present invention, the acceleration performance of the vehicle is suppressed by having a gradual time in the vicinity area approaching the traffic jam area. You can avoid overtaking at speed and feeling dangerous,
In addition, in this case, the accelerating performance is gently changed, so that the occupant does not feel uncomfortable.

[Brief description of drawings]

FIG. 1 is a diagram showing a communication state of a vehicle.

FIG. 2 is a schematic block diagram showing a configuration of an apparatus.

FIG. 3 is a control flowchart of the apparatus.

FIG. 4 is a control flowchart of the apparatus.

FIG. 5 is a control flowchart of the apparatus.

FIG. 6 is a control flowchart of the apparatus.

FIG. 7 is an explanatory diagram of shift control.

FIG. 8 is a claim correspondence diagram.

[Explanation of reference symbols] 1 navigation ECU 11 microcomputer 12 input port 13 output port 14 antenna 15 ROM pack 2 engine ECU 21 microcomputer 22 input port 23 output port S satellite T traffic station V vehicle

Claims (1)

Claim: What is claimed is: 1. A means for detecting the position of the own vehicle, a means for detecting a neighborhood area of a vehicle congestion area, and an acceleration performance of the own vehicle when the own vehicle enters the neighborhood area. The quantities that determine
A traveling device for a vehicle, comprising: means for gradually changing the acceleration performance from a value during normal traveling to a direction in which the acceleration performance is reduced.