WO2009101769A1 - 運転支援装置、運転支援方法および運転支援プログラム - Google Patents
運転支援装置、運転支援方法および運転支援プログラム Download PDFInfo
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- WO2009101769A1 WO2009101769A1 PCT/JP2009/000412 JP2009000412W WO2009101769A1 WO 2009101769 A1 WO2009101769 A1 WO 2009101769A1 JP 2009000412 W JP2009000412 W JP 2009000412W WO 2009101769 A1 WO2009101769 A1 WO 2009101769A1
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- WIPO (PCT)
- Prior art keywords
- gear ratio
- acceleration
- vehicle speed
- host vehicle
- speed
- Prior art date
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
- G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
- G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
- B60T7/16—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle
- B60T7/18—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger operated by remote control, i.e. initiating means not mounted on vehicle operated by wayside apparatus
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18145—Cornering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0097—Predicting future conditions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/0098—Details of control systems ensuring comfort, safety or stability not otherwise provided for
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/20—Road profile
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/30—Road curve radius
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2556/00—Input parameters relating to data
- B60W2556/45—External transmission of data to or from the vehicle
- B60W2556/50—External transmission of data to or from the vehicle for navigation systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/103—Speed profile
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
- F16H2059/666—Determining road conditions by using vehicle location or position, e.g. from global navigation systems [GPS]
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
- F16H59/60—Inputs being a function of ambient conditions
- F16H59/66—Road conditions, e.g. slope, slippery
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
Definitions
- the present invention relates to a driving support apparatus, method, and program for supporting driving of a vehicle.
- an acceleration shift for accelerating the host vehicle to a vehicle speed higher than the target vehicle speed based on the target vehicle speed when traveling in a predetermined section existing ahead of the host vehicle Get the ratio. Then, the speed ratio in the host vehicle is set to the acceleration gear ratio before the host vehicle reaches the start point of the predetermined section, and the vehicle speed of the host vehicle is decelerated before the host vehicle reaches the start point of the predetermined section. Car speed. That is, in the present invention, the acceleration gear ratio is determined by paying attention to the gear ratio for accelerating the host vehicle after traveling in a predetermined section. Therefore, according to the present invention, before reaching the predetermined section, the acceleration gear ratio is suitable for accelerating the host vehicle to a vehicle speed higher than the target vehicle speed, and at an acceleration stage after traveling the predetermined section. It is possible to accelerate smoothly.
- the vehicle speed information acquisition unit may acquire the target vehicle speed when traveling in the predetermined section for the predetermined section ahead of the host vehicle, and may directly acquire information indicating the vehicle speed. It may be acquired indirectly.
- the former it is possible to adopt a configuration in which a target vehicle speed is associated with a predetermined section set in advance and the target vehicle speed associated with the predetermined section is acquired.
- the latter it is possible to adopt a configuration in which the target vehicle speed is determined based on information indicating a predetermined section and roads around it.
- the predetermined section may be a section in which it is preferable to decelerate the host vehicle to reach the target vehicle speed before reaching the section and accelerate the host vehicle after traveling the predetermined section at the target vehicle speed.
- a section in which the vehicle should travel while maintaining the above (or at a vehicle speed equal to or lower than the target vehicle speed) may be employed. For example, it is instructed to run in a curve section, a section of a predetermined distance before and after a point where there is an ETC (Electronic toll collection) gate recommended to decelerate below the limit vehicle speed when passing, or below the limit vehicle speed. There are slow sections and the like.
- the predetermined section may be defined by a point.
- the target vehicle speed is a preferable vehicle speed when traveling in the predetermined section, and may be set in advance.
- a curve section it is preferable to travel in a section having a constant radius in the curve section at a constant speed, so that a configuration in which the constant speed is the target vehicle speed can be employed.
- the limited vehicle speed for example, 20 km / h for the ETC gate and 10 km / h for the slowing section
- the target vehicle speed for example, 20 km / h for the ETC gate and 10 km / h for the slowing section
- the acceleration gear ratio acquisition means only needs to be able to acquire a gear ratio for accelerating the host vehicle to a vehicle speed higher than the target vehicle speed after traveling in a predetermined section, and at least further acceleration than the target vehicle speed is possible. It is only necessary that a correct gear ratio can be acquired. For example, it is possible to drive at a vehicle speed that is higher than the target vehicle speed when the speed ratio that can be accelerated from the target vehicle speed to a specific vehicle speed that is higher than the target vehicle speed, or when the rotational speed of the drive source is a specific value. It is sufficient if the gear ratio can be acquired.
- gear ratios may be at least a gear ratio necessary and sufficient for accelerating to a vehicle speed higher than the target vehicle speed, but a gear ratio for smoothing acceleration may be determined in advance. For example, it is possible to estimate parameters such as the throttle opening / closing operation at the start of acceleration and the rotational speed of the vehicle drive source, and to select a gear ratio that can be most efficiently accelerated based on the estimation.
- the gear ratio control means only needs to be able to set the gear ratio of the host vehicle to the acceleration gear ratio before reaching the start point of the predetermined section.
- the speed ratio of the host vehicle is set to an acceleration gear ratio suitable for acceleration before reaching the start point of the predetermined section
- the host vehicle traveling on the road before reaching the predetermined section is usually more It is changed to a large gear ratio. For this reason, it is possible to assist the deceleration before reaching the predetermined section by setting the speed ratio to the acceleration speed ratio.
- traveling in the predetermined section can be stabilized.
- the gear ratio can be set for a transmission unit (for example, a transmission with a torque converter) mounted on the host vehicle. That is, it suffices if the transmission ratio is set by an instruction of the transmission ratio for the transmission unit, and the transmission unit can switch to the transmission ratio as instructed based on the instruction.
- a transmission unit for example, a transmission with a torque converter
- the deceleration control means only needs to be able to decelerate the vehicle speed of the host vehicle to reach the target vehicle speed before reaching the start point of the predetermined section. Therefore, it is only necessary to control a deceleration unit for decelerating the host vehicle, for example, a control device for adjusting the rotational speed of the drive source (throttle or the like) or a brake to decelerate the host vehicle.
- a deceleration unit for decelerating the host vehicle for example, a control device for adjusting the rotational speed of the drive source (throttle or the like) or a brake to decelerate the host vehicle.
- a configuration for setting the host vehicle to the target vehicle speed for example, a configuration in which deceleration is performed by feedback control with respect to a reference parameter can be employed.
- the reference parameter may be an index used as a reference when the vehicle speed of the host vehicle is set as the target vehicle speed, and the target vehicle speed within the distance from the current position of the host vehicle to the start point of the predetermined section is targeted.
- the deceleration required for achieving the vehicle speed, the transition of the vehicle speed, and the like can be used as these reference parameters.
- the acceleration gear ratio may be acquired based on the necessary acceleration amount for accelerating the target vehicle speed to the recommended vehicle speed.
- the vehicle speed information acquisition unit is configured to acquire the recommended vehicle speed after traveling in a predetermined section, and the acceleration gear ratio acquisition unit acquires the necessary acceleration amount for accelerating the host vehicle from the target vehicle speed to the recommended vehicle speed.
- the acceleration gear ratio which is the gear ratio for driving the host vehicle with the acceleration amount, is acquired. According to this configuration, it is possible to easily acquire the acceleration gear ratio for accelerating the vehicle to the recommended vehicle speed.
- the recommended vehicle speed may be any vehicle speed that is higher than the target vehicle speed.
- the speed limit on the road after traveling in a predetermined section can be set as the recommended vehicle speed.
- the vehicle speed before the deceleration control process for the predetermined section by the deceleration control means or the vehicle speed at the time when the deceleration control process is started may be set as the recommended vehicle speed. Furthermore, in a vehicle that performs auto-cruise control, the vehicle speed that is set to be maintained may be set as the recommended vehicle speed.
- the required acceleration amount may be an acceleration amount for changing the host vehicle from the target vehicle speed to the recommended vehicle speed, and for evaluating the energy output from the host vehicle in order to change the vehicle speed from the target vehicle speed to the recommended vehicle speed. It is sufficient if the parameter can be set to the required acceleration amount.
- the parameter for example, acceleration, torque, engine output, etc. can be adopted.
- the acceleration amount corresponding to the road after the predetermined section may be acquired.
- an acceleration section of a predetermined distance is set in advance after the end point of a predetermined section, and when the acceleration is performed at a required acceleration amount (for example, at a constant acceleration) to make the target vehicle speed a recommended vehicle speed in the acceleration section. (Acceleration) can be employed.
- the acceleration section only needs to be defined in association with each predetermined section, and may be a section of a certain distance, but may be appropriately changed according to the shape of the road or the like. For example, a clothoid section set after a curve section may be set as an acceleration section, or a predetermined section between a curve section and a next curve section when the curve section continues may be set as an acceleration section.
- the fuel consumption is the highest among the gear ratios that can generate an acceleration amount greater than the required acceleration amount when the driving source of the host vehicle has a predetermined rotation speed. It is possible to adopt a configuration in which the gear ratio at which the reduction is reduced is the acceleration gear ratio. That is, the speed ratio that can be set to the recommended vehicle speed when acceleration is performed while maintaining the speed ratio and that can use the fuel most efficiently is set as the acceleration speed ratio. According to this structure, it is possible to use fuel efficiently.
- the predetermined number of revolutions may be a predetermined value of the number of revolutions of the drive source at the time of starting acceleration in the own vehicle, and may be determined based on a statistical value or the like, It may be a value set in advance as the rotation speed at the start of acceleration when performing control for acceleration.
- the drive source should just be able to drive a vehicle with rotational force, and an engine, a motor, etc. correspond to the said drive source.
- the smallest transmission gear ratio among the transmission gear ratios that can generate an acceleration amount greater than the required acceleration amount when the driving source of the host vehicle has a predetermined rotation speed. It is possible to adopt a configuration in which the acceleration gear ratio is used. That is, a speed ratio that can be set to the recommended vehicle speed when acceleration is performed while maintaining the speed ratio, and the rotational speed when the rotational speed of the drive source on the input side is reduced and transmitted to the output side The speed ratio at which the degree of decrease is the smallest is the acceleration speed ratio. According to this configuration, the host vehicle can be accelerated from the target vehicle speed to the recommended vehicle speed without increasing the rotational speed of the drive source as much as possible, and acceleration can be performed efficiently.
- a timing for setting the gear ratio to the acceleration gear ratio a timing for preventing a decrease in the running stability of the vehicle may be employed.
- the transmission gear ratio can be set to the acceleration transmission gear ratio while preventing the traveling stability from deteriorating to a predetermined level or more. Therefore, it is possible to set the gear ratio to the acceleration gear ratio while suppressing the influence of the gear shift on the behavior of the vehicle.
- the index for specifying the point in time when the degree of decrease in running stability exceeds a predetermined degree may be time or distance.
- it may be configured to determine the force or the possibility of slip at a time point after a predetermined time interval (for example, 2 seconds) from the current time point, or at a position ahead by a predetermined distance from the current position. It is possible to adopt a configuration for determining the possibility of slippage or slipping, and various configurations can be adopted.
- the deceleration by the engine brake can be effectively utilized to reduce the speed. Due to the effective functioning of the engine brake, the shock given to the vehicle at the time of shifting becomes relatively large.
- the acceleration gear ratio is determined noting the deceleration at the time of deceleration but focusing on the acceleration, so that the shock applied to the vehicle at the time of the gear shift can be suppressed to be relatively small.
- the gear ratio is changed at a relatively early stage in order to effectively use the deceleration.
- the gear ratio is switched at an early stage after the start of deceleration, the drive source becomes high in rotation and the high rotation state continues for a long time, which easily gives the driver a sense of incongruity.
- the acceleration gear ratio is determined focusing on acceleration, the gear ratio is switched at a relatively late stage after the start of deceleration, and this kind of discomfort is given to the driver. Absent.
- the running stability may be evaluated based on the force acting on the host vehicle and the force causing slip on the host vehicle.
- the force acting on the host vehicle is estimated when the gear ratio is set to the acceleration gear ratio in front of the host vehicle, and the gear ratio before the force acting on the host vehicle becomes a force that causes the host vehicle to slip. May be set to the acceleration gear ratio.
- the speed ratio can be set so that the vehicle does not slip by setting the speed ratio to the acceleration speed ratio.
- the index for specifying the point in time when the force acting on the host vehicle becomes the force that causes the host vehicle to slip may be time or distance.
- it may be configured to determine the force or the possibility of slip at a time point after a predetermined time interval (for example, 2 seconds) from the current time point, or at a position ahead by a predetermined distance from the current position. It is possible to adopt a configuration for determining the possibility of slippage or slipping, and various configurations can be adopted.
- a predetermined time interval for example, 2 seconds
- the method of performing the deceleration control by setting the gear ratio for accelerating from the target vehicle speed when traveling in the predetermined section as in the present invention can be applied as a program or a method.
- the above-described driving support device, program, and method may be realized as a single driving support device, or may be realized by using parts shared with each part provided in the vehicle.
- the embodiment is included.
- some changes may be made as appropriate, such as a part of software and a part of hardware.
- the invention is also established as a recording medium for a program for controlling the driving support device.
- the software recording medium may be a magnetic recording medium, a magneto-optical recording medium, or any recording medium to be developed in the future.
- FIG. 1 is a block diagram showing a configuration of a navigation device 10 including a driving support device according to the present invention.
- the navigation device 10 includes a control unit 20 including a CPU, a RAM, a ROM, and the like and a recording medium 30, and the control unit 20 can execute a program stored in the recording medium 30 or the ROM.
- the navigation program 21 can be implemented as one of the programs, and the navigation program 21 sets a gear ratio suitable for acceleration in the acceleration section before reaching the curve section as one of its functions. And has a function to execute deceleration.
- the vehicle according to the present embodiment (the vehicle on which the navigation device 10 is mounted) has a GPS receiving unit 41, a vehicle speed sensor 42, a gyro sensor 43, a transmission unit 44, a braking unit 45, and throttle control in order to realize the function of the navigation program 21.
- the function by the navigation program 21 is implement
- the GPS receiver 41 receives radio waves from GPS satellites and outputs information for calculating the current position of the vehicle via an interface (not shown).
- the control unit 20 acquires this signal and acquires the current position of the vehicle.
- the vehicle speed sensor 42 outputs a signal corresponding to the rotational speed of the wheels provided in the vehicle.
- the control unit 20 acquires this signal via an interface (not shown) and acquires the speed of the vehicle.
- the gyro sensor 43 outputs a signal corresponding to the direction of the host vehicle.
- the control unit 20 acquires this signal via an interface (not shown) and acquires the traveling direction of the host vehicle.
- the vehicle speed sensor 42 and the gyro sensor 43 are used for correcting the current position of the host vehicle specified from the output signal of the GPS receiver 41.
- the current position of the host vehicle is corrected as appropriate based on the travel locus of the host vehicle.
- Various other configurations can be adopted for acquiring information indicating the operation of the vehicle, such as a configuration in which the current position of the host vehicle is specified by a sensor or camera, a signal from GPS, or on a map. It is possible to adopt a configuration in which the own vehicle operation information is acquired by vehicle trajectory, vehicle-to-vehicle communication, road-to-vehicle communication, etc.
- the transmission unit 44 includes a stepped torque converter having a plurality of speed stages such as a total of 6 speeds for forward and a total of 1 speed for reverse, and adjusts the rotational speed with a gear ratio corresponding to each speed. Can be transmitted to the wheels of the vehicle.
- the control unit 20 outputs a control signal for switching the gear position via an interface (not shown), and the transmission unit 44 can acquire the control signal and switch the gear position.
- the gear ratio is configured to become smaller as the gear position becomes higher, such as forward 1st to 6th forward.
- the braking unit 45 includes a device that controls the pressure of the wheel cylinder that adjusts the degree of deceleration by the brake mounted on the wheel of the host vehicle, and the control unit 20 outputs a control signal to the braking unit 45 to output the wheel. It is possible to adjust the pressure of the cylinder. Accordingly, when the control unit 20 outputs a control signal to the braking unit 45 to increase the pressure of the wheel cylinder, the braking force by the brake increases and the host vehicle is decelerated.
- the throttle control unit 46 includes a device that controls a throttle valve for adjusting the amount of air supplied to the engine mounted on the host vehicle.
- the control unit 20 outputs a control signal to the throttle control unit 46. It is possible to adjust the opening of the throttle valve. Therefore, when the control unit 20 outputs a control signal to the throttle control unit 46 to increase the intake air amount, the engine speed increases. Since the control unit 20 is configured to give control instructions to the transmission unit 44 and the throttle control unit 46, the current transmission ratio Sn set by the transmission unit 44 and the throttle control unit 46 are set in the control unit 20.
- the current throttle opening degree Th can be acquired.
- the control unit 20 executes a navigation program 21 to perform a vehicle route search or the like based on output information of the GPS reception unit 41, map information described later, and the like, and route guidance and the like via a display unit and a speaker (not shown). I do.
- the navigation program 21 sets the transmission ratio in the transmission unit 44 and performs acceleration / deceleration control using the braking unit 45 and the throttle control unit 46, so that the navigation program 21 acquires the vehicle speed information acquisition unit 21a and the acceleration transmission ratio acquisition unit 21c ( A required acceleration amount acquisition unit 21b), a gear ratio control unit 21d, a deceleration control unit 21e, and an acceleration control unit 21f.
- the recording medium 30 stores map information 30a for carrying out guidance by the navigation program 21.
- the map information 30a includes node data indicating nodes set on the road on which the vehicle travels, shape interpolation point data for specifying the shape of the road between the nodes, link data indicating the connection between the nodes, the road and its surroundings Is used for specifying the current position of the host vehicle, guiding the destination, and the like.
- FIG. 2 is a diagram showing an example of the curve section Zr, and shows a state where the host vehicle C is traveling toward the curve section Zr indicated by a thin one-dot chain line.
- node data corresponding to the start point Rs of the curve section Zr is associated with information indicating the start point Rs of the curve section Zr, and node data corresponding to the end point Re of the curve section Zr. Is associated with information indicating the end point Re of the curve section Zr.
- the shape interpolation data indicating the road shape between the start point Rs and the end point Re is data indicating the position on the arc of the curve section Zr, and a constant radius in the curve section Zr based on the shape interpolation data.
- the vehicle speed (target vehicle speed V 0 ) when traveling at a constant vehicle speed in the section of R and the radius R can be specified.
- information indicating the start point Rs and end point Re of the curve section Zr and the shape interpolation point therebetween is referred to as curve section information 30a1.
- deceleration control may be performed before the section of the predetermined distance L 0 from the start point Rs of the curve section Zr to the opposite side of the curve section reaches the curve section Zr.
- the section of the predetermined distance L 0 is indicated by a thin broken line.
- the predetermined distance L 0 may be determined by the length of the clothoid section between the straight section and the constant curvature section.
- the start point of the section of the predetermined distance L 0 is shown as the start point Ca.
- information indicating the predetermined distance L 0 is associated with the curve section information 30a1.
- an acceleration section Za (in FIG. 2) for accelerating toward a predetermined point (end point Ce of the acceleration section Za) after traveling the curve section Zr.
- a section indicated by a dotted line, for example, a clothoid section) is set, and in this embodiment, the node data corresponding to the end point Ce of the acceleration section Za indicates information indicating that the end point Ce of the acceleration section Za. Are associated.
- the start point of the acceleration zone Za coincides with the end point Re of the curve zone Zr, and the shape between the start point Re and the end point Ce of the acceleration zone Za is indicated by shape interpolation data.
- the distance L 1 of the acceleration zone Za can be specified based on the information indicating the positions of the start point Re and the end point Ce of the acceleration zone Za.
- the node data corresponding to the end point Ce of the acceleration zone Za is associated with the limited vehicle speed at that point, and the limited vehicle speed is the recommended vehicle speed V 1 after traveling in the acceleration zone in the present embodiment.
- a throttle opening Th 1 is determined in advance at the start point Re of the acceleration zone Za for performing acceleration control described later, the throttle opening Th 1 node data corresponding to the end point Ce of the acceleration zone Za The information shown is associated.
- the vehicle speed information acquisition unit 21a is a module that acquires the target vehicle speed V 0 when traveling in the curve section Zr and the recommended vehicle speed V 1 after traveling in the curve section Zr.
- the vehicle speed information is referred to the map information 30a. Is identified. That is, the control unit 20 specifies the radius R of the curve section Zr with reference to the curve section information 30a1 by the processing of the vehicle speed information acquisition section 21a, and acquires the vehicle speed for traveling in the section of the radius R at a constant vehicle speed.
- the vehicle speed (Gt ⁇ R) 1/2 for traveling at a constant vehicle speed at a preset lateral acceleration Gt (for example, 0.2 G) is acquired as the target vehicle speed V 0 .
- the recommended vehicle speed V 1 is acquired with reference to the acceleration section information 30a3.
- the acceleration gear ratio acquisition unit 21c is an acceleration gear ratio Sa (Sa is 1 to 6 (corresponding to the first to sixth forward speeds) described above) that is a gear ratio for driving the host vehicle at an acceleration greater than the required acceleration a.
- the control unit 20 acquires the throttle opening Th 1 by referring to the acceleration section information 30a3 by the processing of the acceleration gear ratio acquisition unit 21c, and obtains the throttle opening Th 1 and the necessary acceleration a.
- a gear ratio is determined based on the target vehicle speed V 0 .
- the speed ratio at which the fuel consumption is minimized is the acceleration speed ratio Sa.
- the host vehicle can be accelerated from the target vehicle speed V 0 to the recommended vehicle speed V 1 using fuel efficiently.
- the selection of the gear ratio employs, for example, a configuration in which a fuel consumption map associated with the engine speed and the throttle opening Th 1 is prepared in advance and is executed based on the fuel consumption map. Is possible. Although the engine speed corresponding to the throttle opening degree Th 1 is assumed here, it is needless to say that the speed may be determined based on a statistical value or the like.
- the transmission ratio control unit 21d is a module that sets the transmission ratio of the host vehicle to the acceleration transmission ratio Sa before the host vehicle reaches the start point Rs of the curve section Zr.
- the control unit 20 performs processing of the transmission ratio control unit 21d.
- a control signal for setting the transmission gear ratio to the acceleration transmission gear ratio Sa is output to the transmission unit 44 at a predetermined timing according to the processing procedure described later.
- the transmission unit 44 switches the transmission gear ratio to the acceleration transmission gear ratio Sa according to the control signal.
- the deceleration control unit 21e is a module that decelerates the vehicle speed of the host vehicle to reach the target vehicle speed V 0 before the host vehicle reaches the curve section Zr.
- the control unit 20 performs the curve section by the processing of the deceleration control unit 21e.
- Feedback control is performed so that the vehicle speed becomes the target vehicle speed V 0 at the start point Rs of Zr. That is, the current position of the host vehicle along the road shape is obtained from the information indicating the current position of the host vehicle and the position of the start point Rs and the shape interpolation point therebetween by acquiring the target vehicle speed V 0 and referring to the curve section information 30a1. And the end point Rs is acquired as the distance Lc.
- the necessary deceleration Gr (negative acceleration when the traveling direction of the host vehicle is positive) for setting the current vehicle speed Vc of the host vehicle to the target vehicle speed V 0 is, for example, equal acceleration motion.
- Gr (V 0 2 ⁇ Vc 2 ) / (2Lc).
- the necessary deceleration Gr is acquired sequentially, and deceleration control is started when the necessary deceleration Gr exceeds a predetermined threshold (LimG_h or LimG_L described later). That is, the deceleration Ge by the engine brake is acquired based on the current gear ratio Sn set by the transmission unit 44 and the engine speed at the current throttle opening Th adjusted by the throttle control unit 46.
- control unit 20 outputs a control signal for causing the brake to generate a deceleration corresponding to the difference (Gr ⁇ Ge) between the required deceleration Gr and the deceleration Ge.
- the brake 45 operates the brake so as to compensate for the difference (Gr ⁇ Ge) between the required deceleration Gr and the deceleration Ge.
- the gear ratio is switched to the acceleration gear ratio Sa during the deceleration operation before reaching the curve section. At this time, usually, the gear ratio becomes higher by switching the gear ratio. For this reason, it is possible to assist the deceleration before reaching the curve section by setting the speed ratio to the acceleration speed ratio Sa.
- the acceleration control unit 21f is a module for controlling acceleration after the host vehicle travels in the curve section Zr.
- the control unit 20 is a distance from the end point Re of the curve section Zr by the processing of the acceleration control unit 21f. in the acceleration zone Za between L 1, and controls the throttle opening Th such that the recommended vehicle speeds V 1 to the vehicle speed from the target vehicle speed V 0. That is, in a state where the transmission gear ratio is maintained at the acceleration transmission gear ratio Sa, a control signal is output to the throttle control unit 46 to set the throttle opening to Th 1 , and then the acceleration is appropriately performed so that the acceleration is performed at the necessary acceleration a. Adjust the throttle opening.
- the acceleration gear ratio Sa is set at the stage where the host vehicle is traveling on the road before reaching the curve section, the vehicle is accelerated to the recommended vehicle speed V 1 when traveling on the acceleration section Za. Therefore, the acceleration gear ratio Sa is suitable, and it is possible to suppress unnecessary gear shifting in the acceleration zone Za. For this reason, the change of the engine speed accompanying the said unnecessary gear change can be suppressed, the fall of the running stability at the time of acceleration can be suppressed, and it can accelerate smoothly.
- you select a gear ratio that provides the closest deceleration to the required deceleration Gr and perform deceleration you can effectively use the deceleration by the engine brake to reduce the speed.
- the acceleration gear ratio Sa is determined by focusing not on the deceleration at the time of deceleration but on the required acceleration a at the time of acceleration, so that the shock applied to the vehicle at the time of shifting can be suppressed to a relatively small level.
- state DS 1 for decelerating the vehicle speed to the target vehicle speed V
- the control unit 20 acquires information on a curve section existing ahead of the host vehicle (step S120). That is, the control unit 20 specifies the current position of the host vehicle based on the output signal from the GPS receiving unit 41 and the like, and refers to the map information 30a to determine whether or not there is a curve section in a predetermined range in front of the current position. Determine whether. And when a curve section exists, the curve section information 30a1 and acceleration section information 30a3 regarding the curve section are acquired.
- control unit 20 executes a vehicle deceleration process (step S130) and a gear ratio selection process (step S140), acquires an output signal of an ignition switch (not shown), and determines whether or not the ignition is turned off ( Step S150). Then, the processes after step S120 are repeated until it is determined that the ignition is turned off.
- FIG. 4 is a flowchart showing the vehicle deceleration process in step S130.
- FIG. 5 is a flowchart showing the deceleration start determination process in step S205.
- the deceleration start determination process a process for setting the deceleration control state DS to “1” or “2” based on a predetermined condition is performed.
- the control unit 20 first determines whether or not the host vehicle has reached a position within the predetermined distance L 0 to the start point Rs of the curve section Zr by the process of the deceleration control unit 21e (step S300). That is, it is determined whether or not the host vehicle has passed the start value point Ca.
- the control unit 20 acquires the current position of the host vehicle based on the output signal from the GPS receiving unit 41 and the like, and acquires the position of the start point Rs of the curve section Zr with reference to the curve section information 30a1.
- the distance between the current position of the host vehicle and the start point Rs is a predetermined distance L 0 or less.
- the when it is not determined to have reached the start point position within the predetermined distance L 0 to the Rs of the curve zone Zr is returns to the process shown in FIG. 4 skips step S305 and subsequent steps.
- step S300 the when the vehicle is determined to have reached the predetermined distance L 0 within position to the start point Rs of the curve zone Zr, the control unit 20 uses the processing of the vehicle speed information obtaining unit 21a and the deceleration control unit 21e
- the necessary deceleration Gr for setting the vehicle speed of the host vehicle to the target vehicle speed V 0 at the start point Rs of the curve section Zr is acquired (step S305). That is, the control unit 20 acquires the vehicle speed when traveling a curve of the radius R at a constant speed with specifying the radius R of the curve zone Zr based on the curve zone information 30a1 as the target vehicle speed V 0.
- the current position of the host vehicle specified based on the output signal of the GPS receiver 41 and the like, the start point Rs of the curve section Zr specified based on the curve section information 30a1, and the current position and start point Rs
- the above-mentioned distance Lc is acquired from the information indicating the position of the shape interpolation point between them.
- the control unit 20 determines whether or not the throttle valve is in an open state (accelerator on state) (step S310). That is, the control unit 20 acquires the current throttle opening degree Th by the process of the deceleration control unit 21e, and determines whether or not the throttle valve is in an open state. When it is not determined in step S310 that the throttle valve is in the open state (accelerator off state), the control unit 20 determines whether or not the required deceleration Gr is equal to or greater than the threshold LimG_L by the processing of the deceleration control unit 21e ( Step S315).
- step S310 When it is determined in step S310 that the throttle valve is in the open state (accelerator on state), the control unit 20 determines whether the required deceleration Gr is equal to or greater than the threshold LimG_h by the processing of the deceleration control unit 21e. It discriminate
- the control unit 20 sets the deceleration control state DS to “1” by the process of the deceleration control unit 21e (step S325). , S330). That is, when the host vehicle approaches the curve section Zr without decelerating, the necessary deceleration Gr for setting the vehicle speed to the target vehicle speed V 0 increases as the host vehicle approaches the curve section Zr, and is reduced at any timing. Since the speed Gr exceeds the threshold value, the deceleration control state DS is set to “1” so that the deceleration control is performed after the threshold value is exceeded.
- the timing at which deceleration should be started differs depending on the state of the throttle valve, and the threshold values LimG_h and LimG_L when the throttle valve is in the open state and the closed state are set to different values, and LimG_h> LimG_L is set.
- step S315 and S320 when it is not determined in steps S315 and S320 that the required deceleration Gr is greater than or equal to the respective threshold values, the control unit 20 has reached the start point Rs of the curve section Zr by the processing of the deceleration control unit 21e. Whether or not (step S335). That is, the current position of the host vehicle is acquired based on the output signal from the GPS receiver 41 and the like, the position of the start point Rs of the curve section Zr is acquired with reference to the curve section information 30a1, and the current position of the host vehicle is started. It is determined whether or not it is closer to the curve section Zr than the position of the point Rs.
- step S335 When it is determined in step S335 that the host vehicle has reached the start point Rs of the curve section Zr, the deceleration control state DS is set to “2”. That is, when the necessary deceleration Gr reaches the curve section Zr without exceeding the threshold value, the deceleration control state DS is set to “2”. If it is not determined in step S335 that the host vehicle has reached the start point Rs of the curve section Zr, the process returns to the process shown in FIG.
- FIG. 6 is a flowchart showing the deceleration control process in step S215.
- the control unit 20 first determines whether or not the start point Rs of the curve section Zr has been reached by the process of the deceleration control unit 21e (step S400). That is, the control unit 20 acquires the current position of the host vehicle based on an output signal from the GPS receiving unit 41 and the like, acquires the position of the start point Rs of the curve section Zr with reference to the curve section information 30a1, and It is determined whether or not the current position of is closer to the curve section Zr than the position of the start point Rs.
- step S400 When it is not determined in step S400 that the host vehicle has reached the start point Rs of the curve section Zr, the control unit 20 performs the processing of the vehicle speed information acquisition unit 21a and the deceleration control unit 21e to start the start point Rs of the curve section Zr. To obtain the necessary deceleration Gr for setting the vehicle speed of the host vehicle to the target vehicle speed V 0 (step S405). This process is the same as that in step S305 described above.
- control part 20 generates the required deceleration Gr by an engine brake and a braking part (step S410). That is, the control unit 20 acquires the current gear ratio Sn and the current throttle opening degree Th by the processing of the deceleration control unit 21e, and performs engine braking based on the engine speed at the gear ratio Sn and the throttle opening degree Th. To obtain the deceleration Ge. Then, the control unit 20 outputs a control signal for generating a deceleration corresponding to (Gr—Ge) to the braking unit 45 by the brake.
- the brake 45 applies a brake so as to compensate for the difference (Gr ⁇ Ge) between the required deceleration Gr and the deceleration Ge, and the deceleration in the host vehicle becomes the required deceleration Gr.
- the required deceleration Gr is a required deceleration for setting the current vehicle speed Vc of the host vehicle to the target vehicle speed V 0 at the distance Lc. Therefore, the vehicle speed of the host vehicle is reduced by repeating the above control. It can be converged to the target vehicle speed V 0 .
- the speed ratio in the above deceleration control is determined based on the required acceleration a instead of the required deceleration Gr, and the speed ratio of the host vehicle is switched to the acceleration speed ratio Sa before reaching the curve section by a process described later.
- step S405 When it is determined in step S400 that the host vehicle has reached the start point Rs of the curve section Zr, the control unit 20 sets the deceleration control state DS to “2” (step S415). That is, when the vehicle reaches the curve section Zr, the deceleration control state DS is set to “2” in order to perform the process of maintaining the vehicle speed instead of the deceleration. In addition, it returns to the process shown in FIG. 4 after step S410, S415.
- FIG. 7 is a flowchart showing the vehicle speed limiting process in step S225.
- a process for maintaining the vehicle speed of the host vehicle at the target vehicle speed V 0 is performed.
- the control unit 20 first determines whether or not the end point Re of the curve section Zr (start point of the acceleration section Za) has been reached by the process of the deceleration control section 21e (step S500).
- control unit 20 acquires the current position of the host vehicle based on the output signal from the GPS receiving unit 41 and the like, acquires the position of the end point Re of the curve section Zr with reference to the curve section information 30a1, and It is determined whether or not the current position of is closer to the acceleration zone Za than the position of the end point Re.
- step S500 When it is not determined in step S500 that the host vehicle has reached the end point Re of the curve section Zr, the control unit 20 specifies the current vehicle speed Vc based on the output information of the vehicle speed sensor 42 by the process of the deceleration control unit 21e. Then, it is determined whether or not the current vehicle speed Vc exceeds a target vehicle speed V 0 that is a threshold value (step S505). If it is determined that the current vehicle speed Vc exceeds the target vehicle speed V 0 at step S505, the control unit 20 generates the required deceleration Gr using the engine brake and the braking portion (step S510). The processing in step S510 is the same as that in step S410 described above.
- step S500 when it is determined in step S500 that the host vehicle has reached the end point Re of the curve section Zr, the control unit 20 sets the deceleration control state DS to “0” in order to end the deceleration control (step S515). ). After step S510, S515, and when the current vehicle speed Vc is not determined to exceed the target vehicle speed V 0 at step S505 and returns to the process shown in FIG.
- FIG. 8 is a flowchart showing the gear ratio selection process in step S140.
- the speed ratio control state GS is specified, the acceleration speed ratio Sa is acquired, and a process for setting the speed ratio is executed.
- step S605 the control unit 20, the processing of the deceleration control unit 21e, the vehicle is determined whether the host vehicle has reached the position within the predetermined distance L 0 to the start point Rs of the curve zone Zr. Then, at step S605, when the vehicle is not determined to have reached the position within the predetermined distance L 0 to the start point Rs of the curve zone Zr is returns to the process shown in FIG. 3 skips step S610.
- step S620 The gear ratio acquisition process in step S620 will be described in detail later.
- a value indicating the gear stage corresponding to the acceleration gear ratio Sa is substituted into a variable N indicating the gear stage corresponding to the gear ratio
- Processing for changing the gear ratio control state GS to “2” is performed.
- the control unit 20 Is set to travel at a gear ratio corresponding to the variable N by the processing of the gear ratio control unit 21d (step S630).
- a value indicating the gear position corresponding to the acceleration gear ratio Sa is substituted for the variable N, and the control unit 20 outputs a control signal to the gear shift unit 44 to shift to the gear position indicated by the variable N.
- the control unit 20 determines whether or not to maintain the state where the transmission gear ratio is set to the acceleration transmission gear ratio Sa by the processing of the transmission gear ratio control unit 21d. That is, it is determined whether or not the end point Ce of the acceleration zone Za has been reached (step S635), whether or not the steering angle is within a predetermined angle (step S640), and the current vehicle speed is equal to or less than a predetermined value. Whether or not (step S645). If it is determined in step S635 that the end point Ce has been reached, if it is determined in step S640 that the steering angle is within a predetermined angle, it is determined in step S645 that the current vehicle speed is less than or equal to the predetermined value. When this is done, the control unit 20 sets the gear ratio control state GS to “0” (step S650). On the other hand, in other cases, step S650 is skipped.
- step S635 the control unit 20 acquires the current position of the host vehicle based on the output signal from the GPS reception unit 41 and the like, and acquires the position of the end point Ce of the acceleration section Za with reference to the acceleration section information 30a3. Then, it is determined whether or not the current position of the host vehicle is after the position of the end point Ce. Accordingly, before the host vehicle passes the end point Ce, it is considered that the host vehicle is in a state where acceleration can be performed with the acceleration gear ratio Sa set, and the driver passes the end point Ce.
- the gear ratio can be set according to the operation.
- step S640 the control unit 20 acquires output information of a steering angle sensor (not shown), and specifies a steering angle based on the output information. Then, it is determined whether or not the steering angle is within a predetermined angle by comparing the steering angle with a predetermined angle.
- the steering angle is within a predetermined angle, it is considered that acceleration can be performed with the acceleration gear ratio Sa being set, and when the steering angle is not within the predetermined angle, the speed change according to the operation of the driver is performed. Make the ratio configurable.
- step S645 the control unit 20 specifies the current vehicle speed of the host vehicle based on the output information of the vehicle speed sensor 42, and determines whether or not the current vehicle speed is equal to or less than a predetermined value.
- the acceleration gear ratio Sa is considered to be a state where acceleration can be performed.
- the gear ratio according to the driver's operation is determined. Can be set.
- FIG. 9 is a flowchart showing the gear ratio acquisition process in step S620.
- the control unit 20 substitutes the gear position corresponding to the acceleration gear ratio Sa for N (step S700). That is, the control unit 20 calculates the acceleration gear ratio Sa by the processing of the vehicle speed information acquisition unit 21a, the necessary acceleration amount acquisition unit 21b, and the acceleration gear ratio acquisition unit 21c. Specifically, the control unit 20 specifies the target vehicle speed V 0 based on the radius R of the curve section by the processing of the vehicle speed information acquisition unit 21a, and acquires the recommended vehicle speed V 1 with reference to the acceleration section information 30a3.
- the torque Tra corresponding to the required acceleration a is acquired as, for example, acceleration ⁇ vehicle weight ⁇ tire radius / differential gear ratio.
- the engine speed is realized by the gear ratio at the target vehicle speed V 0 to (rpm), for example, target vehicle speed V 0 ⁇ 1000/3600 / ( 2 ⁇ ⁇ tire radius) ⁇ differential gear ratio ⁇ 60 ⁇ gear ratio ⁇ Acquired as torque converter slip ratio.
- the engine speeds Re 1 to Re 6 at the target vehicle speed V 0 corresponding to the gear ratios 1 to 6 (speeds 6 to 1) are acquired.
- torques Tr 1 to Tr 6 that can be output at each engine speed Re 1 to Re 6 and at the throttle opening Th 1 are acquired.
- the torques Tr 1 to Tr 6 are, for example, torques corresponding to the engine rotational speeds Re 1 to Re 6 on the basis of a torque characteristic map in which the throttle opening Th 1 and the engine rotational speed are associated with torque for each gear ratio. Tr 1 to Tr 6 may be acquired.
- step S710 the control unit 20 performs a process for setting the speed ratio by setting the speed ratio control state GS to “2” at a timing for preventing a decrease in running stability of the vehicle.
- the control unit 20 calculates a deceleration force Fad acting on the host vehicle when the shift stage of the host vehicle is set to a shift stage corresponding to the acceleration gear ratio Sa (step S710).
- the deceleration force Fad indicates a deceleration force (force directed toward the rear of the host vehicle) that acts on the host vehicle when traveling at the current vehicle speed and the current engine speed at the shift speed corresponding to the acceleration gear ratio Sa. Yes.
- the deceleration force Fad for example, the torque corresponding to the gear position corresponding to the acceleration gear ratio Sa is acquired in the same manner as the calculation of the torques Tr 1 to Tr 6 described above, and the deceleration based on the torque and the vehicle weight is obtained.
- the force Fad may be calculated.
- control unit 20 performs a process for evaluating the force that causes the vehicle to slip. For this purpose, first, the control unit 20 acquires the curvature ⁇ at a point two seconds ahead by the process of the transmission ratio control unit 21d (step S715). That is, the control unit 20 estimates a point when the vehicle travels for 2 seconds at the current vehicle speed, acquires at least three shape interpolation points or nodes closest to the point, and obtains at least three shape interpolation points. Alternatively, the curvature ⁇ at the point is acquired based on the node. Further, the control unit 20 acquires the friction coefficient ⁇ of the road surface at the point 2 seconds ahead (step S720).
- the friction coefficient ⁇ of the road surface only needs to be specified in advance, and the friction coefficient measured in advance may be recorded in the map information 30a.
- the friction coefficient of the road surface is determined by estimation based on the weather or the like. Alternatively, the friction coefficient may be determined using probe information.
- the control unit 20 acquires a threshold LimFad for evaluating the force that causes the own vehicle to slip by the process of the transmission ratio control unit 21d (step S725).
- the threshold LimFad is represented by (( ⁇ ⁇ W ⁇ S) 2 -Fc ( ⁇ ) 2 ) 1/2 , W is the weight of the host vehicle, S is a coefficient greater than 0 and less than 1, Fc ( ⁇ ) Is a function indicating the lateral force acting on the host vehicle when traveling at a curvature ⁇ . Note that the weight W, the coefficient S, and the function Fc ( ⁇ ) are recorded in the recording medium 30 in advance, and the control unit 20 refers to the recording medium 30 to acquire such information and calculates the threshold LimFad.
- FIG. 10 is an explanatory diagram for explaining the deceleration force Fad and the threshold LimFad.
- the host vehicle C traveling toward the arrow Fw and the magnitude of the frictional force ⁇ ⁇ W acting on the host vehicle C are indicated by solid circles.
- slip occurs in the host vehicle C when the tip of the vector indicating the force acting on the host vehicle C (the resultant force of the lateral force Fc ( ⁇ ) and the deceleration force) exceeds the solid circle. That is, if the frictional force ⁇ ⁇ W is divided into a lateral force Fc ( ⁇ ) and a deceleration force toward the rear of the vehicle, the deceleration force can be regarded as a limit deceleration force that causes slip.
- a constant margin is given to the frictional force ⁇ ⁇ W, and the value ⁇ ⁇ W ⁇ S obtained by multiplying the frictional force ⁇ ⁇ W by a coefficient S of 1 or less is used as the lateral force Fc ( ⁇ ),
- the value obtained by dividing the force toward the rear of the vehicle is defined as the threshold LimFad. That is, as illustrated in FIG. 10, when the tip of the vector indicating the deceleration force Fad is closer to the outer periphery of the circle than the position P corresponding to the tip of the component force vector of the vector ⁇ ⁇ W ⁇ S, It is assumed that the running stability is reduced.
- the control unit 20 determines whether or not the deceleration force Fad is larger than the threshold value LimFad (step S730). If it is not determined that the deceleration force Fad is larger than the threshold value LimFad, the control unit 20 determines whether the point is 2 seconds ahead. Is determined to have exceeded the start point Rs of the curve section Zr (step S735), and if it is not determined that the start point Rs has been exceeded, the process returns to the process shown in FIG. On the other hand, when it is determined in step S730 that the deceleration force Fad is larger than the threshold value LimFad, or when it is determined in step S735 that the vehicle 2 seconds ahead exceeds the start point Rs of the curve section Zr.
- the gear ratio control state GS is set to “2” in order to set the gear ratio.
- the gear ratio control state GS becomes “2” after step S730 and further the process of setting the gear ratio is performed in step S630 after the determination in step S615, the force acting on the host vehicle is applied to the host vehicle.
- the gear ratio is set to the acceleration gear ratio Sa before the slip generation force is generated. Therefore, by setting the transmission gear ratio to the acceleration transmission gear ratio Sa, the transmission gear ratio can be set so that the own vehicle does not slip, and the transmission gear ratio can be set while suppressing the influence of the gear shifting on the behavior of the vehicle. Is possible.
- a configuration for evaluating the force at a position ahead by a predetermined distance from the current position may be adopted.
- “2 seconds” in steps S715 and S735 is an example, and the transmission ratio control unit 21d outputs a control signal for setting the transmission ratio to the acceleration transmission ratio Sa to the transmission unit 44. Accordingly, it is only necessary to set a value larger than the time required until the change of the gear ratio by the transmission unit 44 is completed. For example, in step S735, it is only necessary to determine whether or not a point that arrives after a time that allows the gear ratio to be switched to the acceleration gear ratio Sa exceeds the start point Rs.
- the deceleration control state GS is “ Since the acceleration gear ratio Sa is, for example, the gear ratio corresponding to the third gear, the speed is changed to the third gear by the process of step S630. Therefore, as shown by a thick dashed line in FIG. 2, the speed stage is maintained at the third speed on the road, the curve section Zr, and the acceleration section Za before reaching the subsequent curve section, and the acceleration is accelerated in the acceleration section Za. Accelerate smoothly when you start.
- the above embodiment is an example for carrying out the present invention, and various other embodiments can be used as long as the speed reduction ratio is set for accelerating from the target vehicle speed when traveling in a predetermined section.
- the target vehicle speed is calculated from the radius R of the curve section Zr, but it is of course possible to associate the target vehicle speed with each curve section in advance and acquire the associated target vehicle speed.
- the application target of the present invention is not limited to the curve section, and a configuration may be adopted in which a section that travels while maintaining the target vehicle speed (or at a vehicle speed equal to or lower than the target vehicle speed) is set as the predetermined section.
- the predetermined section may be defined by a point.
- the limit vehicle speed (for example, 20 km / h for the ETC gate and 10 km / h for the slow section) may be set as the target vehicle speed.
- the present invention is not limited to the configuration for acquiring the gear ratio corresponding to the required acceleration amount, and may be various as long as the gear ratio capable of accelerating to a vehicle speed higher than the target vehicle speed can be determined.
- a configuration can be adopted. For example, the number of revolutions of the drive source (engine or motor) corresponding to the throttle opening / closing operation after traveling a predetermined section such as a curve section is learned in advance, and the learned rotation is performed after traveling the predetermined section on the own vehicle. It is possible to adopt a configuration that identifies the acceleration gear ratio for rotating the drive source by a number and accelerating from the target vehicle speed to a higher vehicle speed. That is, even when the recommended vehicle speed is not specified, various configurations can be employed as long as the vehicle speed of the host vehicle can be accelerated to a vehicle speed higher than the target vehicle speed after traveling in a predetermined section.
- the acceleration gear ratio may be at least a gear ratio necessary and sufficient for accelerating to a vehicle speed higher than the target vehicle speed, but a gear ratio for smoothing acceleration may be determined in advance. For example, it is possible to estimate parameters such as the throttle opening / closing operation at the start of acceleration and the rotational speed of the vehicle drive source, and to select a gear ratio that can be most efficiently accelerated based on the estimation.
- a configuration in which feedback control is performed based on the deceleration as described above, or feedback control based on the vehicle speed may be employed.
- the required acceleration amount may be a parameter for evaluating energy output from the host vehicle in order to change the vehicle speed from the target vehicle speed to the recommended vehicle speed, and is not limited to the above-described required acceleration a.
- torque, engine output, etc. can be employed.
- the acceleration section Za and the example of the section defined by the predetermined distance L 0 and the acceleration section Za are defined as clothoid sections.
- each of these sections is for deceleration. It suffices if it is determined in advance as the section and the section for acceleration, and may be shorter or longer than the clothoid section.
- a predetermined section between a curve section and a next curve section when the curve sections continue may be used as an acceleration section.
- the shift to the acceleration gear ratio may be performed before reaching the predetermined section, and the shift may be performed at the start point of the predetermined section or the start point Ca of the section defined by the predetermined distance L 0 . Shifting may be performed when the required deceleration Gr exceeds the thresholds LimG_h and LimG_L, and various configurations can be employed.
- the necessary deceleration Gr is the threshold LimG_h, has been configured to perform deceleration control when it exceeds LimG_L, course, other configurations, for example, is defined by the predetermined distance L 0 section It is good also as a structure which starts deceleration after passing the starting point Ca.
- the vehicle speed limiting process the vehicle is decelerated when the current vehicle speed Vc exceeds the target vehicle speed V 0. However, even when the current vehicle speed Vc falls below the target vehicle speed V 0 , acceleration is performed. good.
- the speed ratio with the smallest fuel consumption is selected as the speed ratio Sa, among the speed ratios that can output more than the torque Tra corresponding to the required acceleration a.
- the acceleration gear ratio may be determined based on the idea. For example, torque Tra corresponding to the required acceleration a and torques Tr 1 to Tr 6 output at each gear ratio are acquired, and the smallest gear ratio among the gear ratios capable of generating torque greater than torque Tra May be the acceleration gear ratio Sa.
- the engine speed corresponding to the throttle opening Th 1 is a gear ratio that allows the vehicle speed of the host vehicle to be the recommended vehicle speed V 1 when accelerating at the required acceleration a while maintaining the gear ratio.
- the speed ratio at which the degree of decrease in the rotational speed when the number is decreased and transmitted to the output side is the acceleration speed ratio Sa.
- the host vehicle can be accelerated from the target vehicle speed V 0 to the recommended vehicle speed V 1 without increasing the engine speed as much as possible, and acceleration can be performed efficiently.
- the engine speed corresponding to the throttle opening degree Th 1 is assumed here, it is needless to say that the speed may be determined based on a statistical value or the like.
- the transmission unit 44 includes a stepped torque converter in the above-described embodiment
- the present invention is applied to a vehicle equipped with a transmission unit including a continuously variable transmission that can continuously change the transmission gear ratio.
- the continuously variable transmission may be configured to control the gear ratio by control based on a plurality of parameters, and may be configured to control the acceleration gear ratio by the control before reaching a predetermined section.
- the torque Tra corresponding to the required acceleration a described above is acquired, and the engine speed at which a torque equivalent to the torque Tra can be output at the throttle opening Th 1 and the target vehicle speed V 0 is specified.
- the gear ratio is controlled so as to eliminate the difference between the target engine speed and the running engine speed.
- the present invention can be applied to a vehicle including a continuously variable transmission.
- the control target is not limited to the engine speed, and among the parameters (throttle opening, vehicle speed, engine speed, gear ratio), a fixed parameter may be changed as appropriate. That is, in the continuously variable transmission, various configurations can be employed as long as the acceleration gear ratio can be set at a stage before reaching the predetermined section.
- the present invention may be applied to a hybrid vehicle. That is, in the hybrid vehicle, a part of the driving force generated by the engine is transmitted as regenerative energy to the electric motor to store the rechargeable battery. Therefore, in the deceleration control process shown in FIG. 6, control may be performed so that deceleration is performed by an engine brake and a braking unit that accompany acquisition of the regenerative energy.
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Abstract
Description
すなわち、従来の技術においては、目標減速度に着目し、当該目標減速度を超えない範囲で目標減速度に最も近い減速度が得られる変速段に切り替えている。しかし、減速動作の後に加速を行う場合、例えば、所定区間の入口以前で減速し出口以後で加速する場合には、目標減速度に合わせて変速段を切り替えると加速の段階で加速に適した変速比になっていないことがあり、スムーズに加速を行うことができない。
本発明は、上記課題にかんがみてなされたもので、減速をした後に加速する際にスムーズに加速することが可能な技術を提供することを目的とする。
(1)ナビゲーション装置の構成:
(2)運転支援処理:
(2-1)車両減速処理:
(2-2)減速開始判定処理:
(2-3)減速制御処理:
(2-4)車速制限処理:
(2-5)変速比選択処理:
(2-6)変速比取得処理:
(3)他の実施形態:
図1は、本発明にかかる運転支援装置を含むナビゲーション装置10の構成を示すブロック図である。ナビゲーション装置10は、CPU,RAM,ROM等を備える制御部20と記録媒体30とを備えており、記録媒体30やROMに記憶されたプログラムを制御部20で実行することができる。本実施形態においては、このプログラムの一つとしてナビゲーションプログラム21を実施可能であり、当該ナビゲーションプログラム21はその機能の一つとしてカーブ区間に到達する前に加速区間における加速に適した変速比を設定して減速を実行させる機能を備えている。
次に、以上の構成においてナビゲーション装置10が実施する運転支援処理を説明する。ナビゲーション装置10によってナビゲーションプログラム21が実行されているとき、当該ナビゲーションプログラム21が備える各部は図3に示す処理を実行する。本実施形態においては、減速制御に関して3種類の異なる制御の状態(減速制御状態DSと呼ぶ)を設け、変速比制御に関して3種類の異なる制御の状態(変速比制御状態GSと呼ぶ)を設けており、制御部20は減速制御状態DSおよび変速比制御状態GSを特定するための変数を"0"に初期化する(ステップS100,S110)。なお、本実施形態において、車速の制御を実施しない状態がDS=0,車速を目標車速V0に減速させる状態がDS=1,カーブ区間において車速を維持する状態がDS=2である。また、変速比の制御を行わない状態がGS=0,変速比の算出処理を行う状態がGS=1,変速比の切り替え処理を行う状態がGS=2である。
図4は、ステップS130における車両減速処理を示すフローチャートである。同図4に示す車両減速処理において、制御部20は、減速制御状態DSが"0"であるか否か(ステップS200)、"1"であるか否か(ステップS210)、"2"であるか否か(ステップS220)を判別する。そして、ステップS200にてDS=0であると判別されたときには減速開始判定処理(ステップS205)、ステップS210にてDS=1であると判別されたときには減速制御処理(ステップS215)、ステップS220にてDS=2であると判別されたときには車速制限処理(ステップS225)を実行する。他の判別結果であった場合およびステップS205,S215,S225を実施した後には、図3に復帰して処理を繰り返す。
図5は、ステップS205における減速開始判定処理を示すフローチャートである。当該減速開始判定処理においては、予め決められた条件に基づいて減速制御状態DSを"1"あるいは"2"にするための処理を行う。このためにまず制御部20は、減速制御部21eの処理により、自車両がカーブ区間Zrの開始地点Rsまで所定距離L0以内の位置に到達したか否かを判別する(ステップS300)。すなわち、自車両が開始値点Caを通過したか否かを判別する。具体的には、制御部20は、GPS受信部41等の出力信号に基づいて自車両の現在位置を取得し、カーブ区間情報30a1を参照してカーブ区間Zrの開始地点Rsの位置を取得し、自車両の現在位置が開始地点Rsの位置に近づく過程において、自車両の現在位置と開始地点Rsとの距離が所定距離L0以下であるか否かを判別する。ステップS300にて、カーブ区間Zrの開始地点Rsまで所定距離L0以内の位置に到達したと判別されないときには、ステップS305以降の処理をスキップして図4に示す処理に復帰する。
図6は、ステップS215における減速制御処理を示すフローチャートである。当該減速制御処理においては、自車両を減速させて目標車速V0とするための処理を行う。このためにまず制御部20は、減速制御部21eの処理により、カーブ区間Zrの開始地点Rsに到達したか否かを判別する(ステップS400)。すなわち、制御部20は、GPS受信部41等の出力信号に基づいて自車両の現在位置を取得し、カーブ区間情報30a1を参照してカーブ区間Zrの開始地点Rsの位置を取得し、自車両の現在位置が開始地点Rsの位置よりもカーブ区間Zr寄りであるか否かを判別する。
図7は、ステップS225における車速制限処理を示すフローチャートである。当該車速制限処理においては、自車両の車速を目標車速V0に維持するための処理を行う。このためにまず制御部20は、減速制御部21eの処理により、カーブ区間Zrの終了地点Re(加速区間Zaの開始地点)に到達したか否かを判別する(ステップS500)。すなわち、制御部20は、GPS受信部41等の出力信号に基づいて自車両の現在位置を取得し、カーブ区間情報30a1を参照してカーブ区間Zrの終了地点Reの位置を取得し、自車両の現在位置が終了地点Reの位置よりも加速区間Za寄りであるか否かを判別する。
図8は、ステップS140における変速比選択処理を示すフローチャートである。当該変速比選択処理においては、変速比制御状態GSを特定し,加速変速比Saを取得し、変速比の設定を行うための処理を実行する。当該変速比選択処理において、制御部20は、変速比制御状態GSが"0"であるか否か(ステップS600)、"1"であるか否か(ステップS615)を判別する。そして、ステップS600にてGS=0であると判別されたときには、変速比制御状態GSを"1"に設定するための処理(ステップS605,S610)を実行し、ステップS615にてGS=1であると判別されたときには変速比取得処理(ステップS620)を実行する。
図9は、ステップS620における変速比取得処理を示すフローチャートである。当該変速比取得処理においては、加速変速比Saに対応した変速段をNに代入し、当該加速変速比Saに対応した変速段に切り替えるための状態(GS=2)に設定するための処理を行う。
以上の実施形態は本発明を実施するための一例であり、所定区間を走行する際の目標車速から加速するための変速比を設定して減速制御を行う限りにおいて、他にも種々の実施形態を採用可能である。例えば、目標車速はカーブ区間Zrの半径Rから算出したが、むろん、予め各カーブ区間に対して目標車速を対応付けておき、当該対応付けられた目標車速を取得しても良い。さらに、本発明の適用対象はカーブ区間に限定されず、目標車速を維持して(または目標車速以下の車速で)走行する区間を所定区間とする構成を採用してもよい。例えば、通過する際に制限車速以下に減速させることが推奨されているETC(Electronic toll collection)ゲートが存在する地点の前後所定距離の区間や制限車速以下で走行することが指示されている徐行区間等が挙げられる。なお、所定区間は地点によって定義されていても良い。さらに、制限車速が決められている区間を所定区間とする場合には、当該制限車速(例えば、ETCゲートについて20km/h、徐行区間について10km/h)を目標車速とすればよい。
Claims (7)
- 自車両の前方の所定区間を走行する際の目標車速を取得する車速情報取得手段と、
前記所定区間を走行した後に前記自車両を前記目標車速よりも大きい車速に加速させるための変速比である加速変速比を取得する加速変速比取得手段と、
前記所定区間の開始地点に到達する前に前記自車両の変速比を前記加速変速比に設定させる変速比制御手段と、
前記所定区間の開始地点に到達する前に前記自車両の車速を前記目標車速まで減速させる減速制御手段と、
を備える運転支援装置。 - 前記車速情報取得手段は、前記所定区間走行後の推奨車速を取得し、
前記加速変速比取得手段は、前記自車両を前記目標車速から前記推奨車速に加速させるための必要加速量を取得し、当該必要加速量で前記自車両を走行させるための変速比を前記加速変速比として取得する、
請求項1に記載の運転支援装置。 - 前記加速変速比取得手段は、前記所定区間の終了地点以降に設定された加速区間の距離を取得し、当該距離にて前記自車両を前記目標車速から前記推奨車速に加速させるための加速量を前記必要加速量として取得する、
請求項2に記載の運転支援装置。 - 前記加速変速比取得手段は、前記自車両の駆動源が所定の回転数であるときに前記必要加速量以上の加速量を発生させることが可能な変速比のうち、最も燃料消費量が少なくなる変速比を前記加速変速比として取得する、
請求項2または請求項3のいずれかに記載の運転支援装置。 - 前記変速比制御手段は、前記自車両の前方において変速比を前記加速変速比に設定したときに前記自車両に作用する力を推定し、当該自車両に作用する力が前記自車両にスリップを生じさせる力となる以前に前記変速比を前記加速変速比に設定させる、
請求項1~請求項4のいずれかに記載の運転支援装置。 - 自車両の前方の所定区間を走行する際の目標車速を取得する車速情報取得工程と、
前記所定区間を走行した後に前記自車両を前記目標車速よりも大きい車速に加速させるための変速比である加速変速比を取得する加速変速比取得工程と、
前記所定区間の開始地点に到達する前に前記自車両の変速比を前記加速変速比に設定させる変速比制御工程と、
前記所定区間の開始地点に到達する前に前記自車両の車速を前記目標車速まで減速させる減速制御工程と、
を含む運転支援方法。 - 自車両の前方の所定区間を走行する際の目標車速を取得する車速情報取得機能と、
前記所定区間を走行した後に前記自車両を前記目標車速よりも大きい車速に加速させるための変速比である加速変速比を取得する加速変速比取得機能と、
前記所定区間の開始地点に到達する前に前記自車両の変速比を前記加速変速比に設定させる変速比制御機能と、
前記所定区間の開始地点に到達する前に前記自車両の車速を前記目標車速まで減速させる減速制御機能と、
をコンピュータに実現させる運転支援プログラム。
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JP5468549B2 (ja) * | 2008-10-28 | 2014-04-09 | 株式会社アドヴィックス | 車両の走行制御装置 |
WO2010050344A1 (ja) * | 2008-10-28 | 2010-05-06 | 株式会社アドヴィックス | 車両の走行制御装置 |
US9139173B2 (en) | 2008-10-28 | 2015-09-22 | Advics Co., Ltd. | Device for controlling traveling of vehicle |
CN103459225B (zh) * | 2011-04-08 | 2016-01-27 | 丰田自动车株式会社 | 驾驶支援系统 |
US8762021B2 (en) | 2011-04-08 | 2014-06-24 | Toyota Jidosha Kabushiki Kaisha | Driving support system |
JPWO2012137355A1 (ja) * | 2011-04-08 | 2014-07-28 | トヨタ自動車株式会社 | 運転支援システム |
CN103459225A (zh) * | 2011-04-08 | 2013-12-18 | 丰田自动车株式会社 | 驾驶支援系统 |
JP5794298B2 (ja) * | 2011-04-08 | 2015-10-14 | トヨタ自動車株式会社 | 運転支援システム |
WO2012137355A1 (ja) * | 2011-04-08 | 2012-10-11 | トヨタ自動車株式会社 | 運転支援システム |
JP2017100655A (ja) * | 2015-12-04 | 2017-06-08 | 株式会社デンソー | 走行制御装置 |
WO2017094906A1 (ja) * | 2015-12-04 | 2017-06-08 | 株式会社デンソー | 走行制御装置 |
US10562530B2 (en) | 2016-12-15 | 2020-02-18 | Toyota Jidosha Kabushiki Kaisha | Driving support apparatus |
WO2018207430A1 (ja) * | 2017-05-09 | 2018-11-15 | 株式会社デンソー | 走行制御装置 |
JP2018188023A (ja) * | 2017-05-09 | 2018-11-29 | 株式会社デンソー | 走行制御装置 |
JP2021024449A (ja) * | 2019-08-06 | 2021-02-22 | トヨタ自動車株式会社 | 運転支援装置 |
JP7243514B2 (ja) | 2019-08-06 | 2023-03-22 | トヨタ自動車株式会社 | 運転支援装置 |
Also Published As
Publication number | Publication date |
---|---|
EP2236375A4 (en) | 2018-05-02 |
US20100324796A1 (en) | 2010-12-23 |
EP2236375A1 (en) | 2010-10-06 |
US8532904B2 (en) | 2013-09-10 |
JP4952799B2 (ja) | 2012-06-13 |
CN101952154A (zh) | 2011-01-19 |
JPWO2009101769A1 (ja) | 2011-06-09 |
CN101952154B (zh) | 2013-11-20 |
EP2236375B1 (en) | 2019-07-10 |
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