WO2013011615A1 - Dispositif de commande de déplacement pour véhicule - Google Patents

Dispositif de commande de déplacement pour véhicule Download PDF

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Publication number
WO2013011615A1
WO2013011615A1 PCT/JP2012/003374 JP2012003374W WO2013011615A1 WO 2013011615 A1 WO2013011615 A1 WO 2013011615A1 JP 2012003374 W JP2012003374 W JP 2012003374W WO 2013011615 A1 WO2013011615 A1 WO 2013011615A1
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WO
WIPO (PCT)
Prior art keywords
curvature radius
navigation
vehicle
control unit
curvature
Prior art date
Application number
PCT/JP2012/003374
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English (en)
Japanese (ja)
Inventor
真史 安原
Original Assignee
日産自動車株式会社
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Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to JP2013524577A priority Critical patent/JP5700126B2/ja
Publication of WO2013011615A1 publication Critical patent/WO2013011615A1/fr

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Classifications

    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/072—Curvature of the road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • B60K2026/023—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics with electrical means to generate counter force or torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/20—Road shapes
    • B60T2210/24—Curve radius
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/30—Environment conditions or position therewithin
    • B60T2210/36—Global Positioning System [GPS]
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/12—Lateral speed
    • B60W2520/125—Lateral acceleration
    • B60W2550/402—
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection

Definitions

  • the present invention relates to a vehicle travel control device.
  • Patent Document 1 there is a technology described in Patent Document 1.
  • the current position of the vehicle is detected, and map information of the traveling road ahead of the vehicle is acquired based on the detected current position.
  • the curvature radius of the traveling road is calculated based on the acquired map information, and the braking force of the vehicle is controlled based on the calculated curvature radius.
  • the vehicle is automatically decelerated before the vehicle enters the curved road.
  • the radius of curvature of the traveling road is calculated based on map information.
  • vehicle control is performed based on the calculated curvature radius of the traveling road.
  • the vehicle control is prohibited when the deviation between the curvature radius calculated based on the map information and the curvature radius calculated based on the turning state of the vehicle is equal to or greater than a set value. To do.
  • the estimation accuracy of a curvature radius calculated based on map information decreases, and the curvature radius calculated based on the turning state of the vehicle and the map curvature are calculated.
  • map information hereinafter also referred to as a map curvature radius
  • the curvature radius calculated based on the turning state of the vehicle and the map curvature are calculated.
  • vehicle control based on the map curvature radius can be prohibited. Therefore, it is possible to prevent a malfunction of the vehicle due to a decrease in accuracy of estimation of the curvature radius.
  • FIG. 2 is a conceptual diagram illustrating a configuration of a vehicle A.
  • FIG. It is a flowchart showing a travel control process. It is a figure for demonstrating operation
  • FIG. 1 is a conceptual diagram illustrating a configuration of a vehicle A according to the present embodiment.
  • the vehicle A includes an accelerator sensor 1, a wheel speed sensor 2, an acceleration sensor 3, and a vehicle speed sensor 4.
  • the accelerator sensor 1 detects the accelerator opening of the driver.
  • the accelerator sensor 1 outputs a detection result to the navigation control unit 14 mentioned later.
  • the wheel speed sensor 2 detects the rotational speed of each wheel 5. Then, the wheel speed sensor 2 outputs the detection result to the navigation control unit 14.
  • the acceleration sensor 3 detects the lateral acceleration Gy of the vehicle A. Then, the acceleration sensor 3 outputs the detection result to the navigation control unit 14.
  • the lateral acceleration Gy of the vehicle A is detected by the acceleration sensor 3 provided separately from the navigation control unit 14 is shown, but other configurations may be employed.
  • a configuration in which the lateral acceleration Gy of the vehicle A is detected by the acceleration sensor 3 provided integrally with the navigation control unit 14 may be employed.
  • the vehicle speed sensor 4 detects the traveling speed V of the vehicle A. Then, the vehicle speed sensor 4 outputs the detection result to the navigation control unit 14. Further, the vehicle A includes a reaction force motor 6.
  • the reaction force motor 6 is disposed on the accelerator pedal 7. The reaction force motor 6 controls the operation reaction force of the accelerator pedal 7 in accordance with a command from the braking / driving force control unit 8.
  • the vehicle A includes a braking / driving force control unit 8.
  • the braking / driving force control unit 8 controls the brake fluid pressure of the wheel cylinder 9 of each wheel 5 in accordance with a command from the navigation control unit 14.
  • a braking fluid pressure control method a method of controlling hydraulic equipment such as a solenoid valve and a pump is adopted.
  • the braking / driving force control unit 8 outputs a command for controlling the operation reaction force to the reaction force motor 6 in accordance with the command from the navigation control unit 14.
  • the vehicle A also includes a drive torque control unit 10.
  • the drive torque control unit 10 controls the drive torque of the drive wheel (rear wheel) 5 in accordance with a command from the navigation control unit 14.
  • a driving torque control method a method of controlling the fuel injection amount and ignition timing of the engine 11, the gear ratio of the automatic transmission 12, and the opening degree of the electronic control throttle valve 13 is adopted.
  • the vehicle A also includes a navigation control unit 14.
  • the navigation control unit 14 includes a GPS (Global Positioning System) receiver 15, a map information storage device 16, and a microprocessor 17.
  • the GPS receiver 15 detects the current position of the vehicle A. Then, the GPS receiver 15 outputs the detection result to the microprocessor 17.
  • the map information storage device 16 stores map information of the area where the vehicle A travels.
  • Map information is information that expresses a road traffic network by a combination of nodes and links.
  • a node is a connection point on the road network expression.
  • a link is a line segment (road) that connects nodes on the road network representation.
  • map information information including position information of nodes and interpolation points (hereinafter also referred to as map information setting points) is adopted.
  • Interpolation points are points that are arranged at a set distance (for example, 25 m) from each other and represent the shape of the link.
  • the microprocessor 17 includes an integrated circuit including an A / D conversion circuit, a D / A conversion circuit, a central processing unit, and a memory.
  • the microprocessor 17 executes a traveling control process according to a program stored in the memory based on the detection results of the various sensors 1 to 4 and the GPS receiver 15 and the map information stored in the map information storage device 16.
  • a command to increase the brake fluid pressure of the wheel cylinder 9, a command to reduce the operation reaction force of the accelerator pedal 7, and the drive torque of the drive wheels 5 are reduced. Generate directives.
  • the microprocessor 17 outputs the generated command to the braking / driving force control unit 8 and the driving torque control unit 10.
  • the vehicle travel control apparatus of the present embodiment before the vehicle A enters the curved road, the vehicle A can be decelerated before the curved road.
  • the navigation control unit 14 is realized by a dedicated device including the GPS receiver 15, the map information storage device 16, and the microprocessor 17 is shown, but other configurations may be adopted. it can. For example, it is possible to adopt a method of configuring with a portable navigation or a smartphone having the same function.
  • FIG. 2 is a flowchart showing the traveling control process.
  • the process of FIG. 2 is a timer interrupt process that is repeatedly executed at a preset period ⁇ T (for example, a period of 10 msec.).
  • ⁇ T for example, a period of 10 msec.
  • the navigation control unit 14 reads the lateral acceleration Gy and the travel speed V from the acceleration sensor 3 and the vehicle speed sensor 4.
  • the navigation control unit 14 calculates a lateral G curvature radius R1 in accordance with the following equation (1) based on the read lateral acceleration Gy and travel speed V.
  • the lateral G curvature radius R1 is a curvature radius of the travel path at the current position of the vehicle A calculated based on the lateral acceleration Gy (the turning state of the vehicle A).
  • R1 V 2 / Gy ......... ( 1)
  • the above equation (1) is a formula for calculating the turning radius of the vehicle A, but when the vehicle A is traveling along the traveling route, the turning radius of the vehicle A is equal to the traveling route of the vehicle A. It almost coincides with the radius of curvature. Therefore, according to the above equation (1), the lateral G curvature radius R1 can be calculated.
  • the lateral G curvature radius R1 is calculated based on the lateral acceleration Gy has been described, but other configurations may be employed.
  • the lateral G curvature radius R1 may be calculated based on other physical quantities representing the turning state, such as the yaw rate and steering angle of the vehicle A.
  • the navigation control unit 14 determines whether or not the calculated lateral G curvature radius R1 is equal to or less than a preset setting value (for example, 300 m).
  • the set value is a threshold value for determining whether or not the vehicle A is traveling on a curved road. If the navigation control unit 14 determines that the lateral G curvature radius R1 is equal to or less than the set value (Yes), the navigation control unit 14 determines that the vehicle A is traveling on a curved road, and ends this calculation process. On the other hand, if the navigation control unit 14 determines that the lateral G curvature radius R1 is greater than the set value (No), the navigation control unit 14 determines that the vehicle A is not traveling on a curved road, and proceeds to step S102.
  • a preset setting value for example, 300 m.
  • the navigation control unit 14 can inhibit execution of an automatic deceleration control process (step S107), which will be described later, while traveling on a curved road, as shown at times t2 and t4 in FIGS.
  • the automatic deceleration control process is a process for performing deceleration control for decelerating the vehicle A. Thereby, it can prevent that the vehicle A decelerates automatically. Therefore, the driver can be prevented from feeling uncomfortable. Further, the navigation control unit 14 can resume the automatic deceleration control process when the vehicle A exits the curve road as shown at times t1 and t3 in FIGS. 3 (a) and 3 (b).
  • the navigation control unit 14 generates lateral G curvature history data based on the calculated lateral G curvature radius R1.
  • the lateral G curvature history data generates time-series data representing the relationship between the lateral G curvature radius R1 and the time when the vehicle A passes through the point related to the lateral G curvature radius R1.
  • the navigation control unit 14 stores the generated lateral G curvature history data.
  • the navigation control unit 14 discards the stored lateral G curvature history data every time the vehicle A enters a new curved road. Thereby, the navigation control unit 14 can hold
  • the navigation control unit 14 reads the map information of each map information setting point around the current position of the vehicle A from the map information storage device 16. Subsequently, the navigation control unit 14 calculates a navigation curvature radius R2 based on the read map information.
  • the navigation curvature radius R2 is the curvature radius of the travel path at the map information setting point calculated based on the map information.
  • the method of setting the radius of curvature of navigation at R2 is adopted.
  • the navigation control unit 14 generates navigation curvature history data based on the calculated navigation curvature radius R2.
  • the navigation curvature history data is time series data representing the relationship between the navigation curvature radius R2 and the time at which the navigation curvature radius R2 is calculated.
  • the navigation control unit 14 stores the generated navigation curvature history data.
  • the navigation control unit 14 discards the stored navigation curvature history data every time the vehicle A enters a new curved road.
  • the navigation control unit 14 can hold
  • the navigation control unit 14 selects the smallest lateral G curvature radius R1 among the lateral G curvature radii R1 related to the lateral G curvature history data based on the lateral G curvature history data stored in step S101. .
  • the navigation control unit 14 extracts a time corresponding to the selected lateral G curvature radius R1 (hereinafter also referred to as a minimum lateral G curvature time) based on the stored lateral G curvature history data.
  • the navigation control unit 14 can extract the time when the vehicle A has passed the point where the radius of curvature is minimum on the curved road on which the vehicle A traveled immediately before the vehicle A exited the curved road. Subsequently, the navigation control unit 14 selects the smallest navigation curvature radius R2 among the navigation curvature radii R2 related to the navigation curvature history data based on the navigation curvature history data stored in step S101. Subsequently, the navigation control unit 14 extracts a time corresponding to the selected navigation curvature radius R2 (hereinafter also referred to as a minimum navigation curvature time) based on the stored navigation curvature history data.
  • a time corresponding to the selected navigation curvature radius R2 hereinafter also referred to as a minimum navigation curvature time
  • the navigation control unit 14 determines that the deviation degree between the lateral G curvature radius and the navigation curvature radius is equal to or greater than the set value based on the minimum time of the lateral G curvature and the minimum time of the navigation curvature calculated in step S102. It is determined whether or not.
  • the degree of deviation between the lateral G curvature radius and the navigation curvature radius a multiplication result obtained by multiplying the difference between the lateral G curvature minimum time and the navigation curvature minimum time calculated in step S102 by the traveling speed V of the vehicle A (hereinafter, deviation). Adopt distance).
  • the set value is a threshold value for determining whether or not the navigation curvature radius R2 needs to be corrected.
  • step S104 determines that the navigation control unit 14 determines that the deviation between the lateral G curvature radius and the navigation curvature radius is greater than or equal to the set value (Yes)
  • the navigation control unit 14 determines that the navigation curvature radius R2 needs to be corrected
  • the process proceeds to step S104.
  • the navigation control unit 14 determines that the deviation between the lateral G curvature radius and the navigation curvature radius is less than the set value (No)
  • the navigation control unit 14 decreases the detection accuracy of the GPS receiver 15 and the accuracy of the map information, so that the time series data of the navigation curvature radius R2 is uniform in time with respect to the time series data of the actual curvature radius. If there is a deviation, it can be determined that the navigation curvature radius R2 needs to be corrected.
  • the navigation control unit 14 reads the map information of each map information setting point in the set section set on the travel route of the vehicle A from the map information storage device 16.
  • the set section is a section from a current position of the vehicle A to a position that is a predetermined distance (for example, 500 m) ahead of the vehicle A. Subsequently, the navigation control unit 14 calculates the navigation curvature radius R2 of the travel route at each map information setting point in the set section based on the read map information.
  • the navigation control unit 14 corrects the calculated navigation curvature radius R2 based on the lateral G curvature minimum time and the navigation curvature minimum time calculated in step S102.
  • a method of correcting the navigation curvature radius R2 a method is adopted in which the navigation curvature radius R2 at each map information setting point is replaced with the navigation curvature radius R2 at a point separated by a deviation distance along the travel path of the vehicle A.
  • the navigation control unit 14 when the navigation curvature minimum time is later than the lateral G curvature minimum time, that is, the time series data of the navigation curvature radius R2 is delayed with respect to the time series data of the actual curvature radius.
  • the navigation curvature radius R2 of each map information setting point is replaced with the navigation curvature radius R2 at a point ahead of the map information setting point by a deviation distance along the traveling path of the vehicle A.
  • the navigation control unit 14 indicates that the time series data of the navigation curvature radius R2 is advanced with respect to the time series data of the actual curvature radius.
  • the navigation curvature radius R2 at each map information setting point is replaced with the navigation curvature radius R2 at a point behind the map information setting point by a deviation distance along the traveling path of the vehicle A.
  • the navigation control unit 14 has a uniform time lag in the time series data of the navigation curvature radius R2 with respect to the time series data of the actual curvature radius. Furthermore, as shown in FIG. 4B, the time lag can be reduced.
  • the radius of curvature to be controlled is a radius of curvature of a curved road that requires the vehicle A to decelerate before the curved road before the vehicle A enters the curved road.
  • a method for determining the radius of curvature to be controlled a method is adopted in which a radius of curvature equal to or less than a preset setting value (for example, 300 m) among the radius of curvature of the traveling path of the vehicle A is determined as the radius of curvature to be controlled.
  • the navigation control unit 14 determines that the radius of curvature to be controlled is within the set section (Yes), the navigation control unit 14 proceeds to step S107. On the other hand, if the navigation control unit 14 determines that there is no radius of curvature to be controlled within the set section (No), the calculation process is terminated.
  • step S106 the navigation control unit 14 reads the map information of each map information setting point in the set section from the map information storage device 16. Subsequently, the navigation control unit 14 calculates the navigation curvature radius R2 of the travel route at each map information setting point in the set section based on the read map information. Subsequently, the navigation control unit 14 determines whether there is a control target curvature radius within the set section based on the calculated navigation curvature radius R2. If the navigation control unit 14 determines that the radius of curvature to be controlled is within the set section (Yes), the navigation control unit 14 proceeds to step S107. On the other hand, if the navigation control unit 14 determines that there is no radius of curvature to be controlled within the set section (No), the calculation process is terminated.
  • step S107 the navigation control unit 14 ends the calculation process after executing the automatic deceleration control process.
  • the navigation control unit 14 instructs the brake pedal 7 to increase the brake fluid pressure before the vehicle A enters the curved road based on the set radius of curvature radius R2, and the operation response of the accelerator pedal 7.
  • a command to reduce the force and a command to reduce the drive torque of the drive wheels 5 are generated.
  • FIG. 5 is a flowchart showing the automatic deceleration control process.
  • the navigation control unit 14 determines that the navigation curvature radius R2 is the smallest on the latest curve road based on the navigation curvature radius R2 corrected in step S104 or the navigation curvature radius R2 set in step S106. Is determined (hereinafter also referred to as the minimum radius of curvature).
  • the closest curved road is a curved road that exists in front of the vehicle A and is closest to the vehicle A.
  • a navigation curvature radius R2 that is a minimum value is extracted from the traveling path ahead of the vehicle A, and a point closest to the vehicle A is selected from the points related to the extracted navigation curvature radius R2. Adopt the method.
  • step S202 the navigation control unit 14 calculates the target vehicle speed based on the minimum radius of curvature determined in step S201 and the navigation radius of curvature R2 of the minimum radius of curvature.
  • the target vehicle speed is a vehicle speed for causing the vehicle A to travel stably on the nearest curve road.
  • the navigation control unit 14 determines the distance from the current position of the vehicle A to the entrance to the nearest curve road (hereinafter, referred to as “the radius of curvature of the vehicle”) based on the radius of curvature of the navigation corrected in step S104 or the radius of curvature of navigation R2 set in step S106. (Also called curve road entrance distance).
  • a method of calculating the curve road entrance distance a method is used in which a point where the navigation curvature radius R2 is equal to or less than a set value (for example, 300 m) is extracted in front of the vehicle A and a point closest to the vehicle A is selected from the extracted points. adopt.
  • the navigation control unit 14 reads the rotational speed of each wheel 5 from the wheel speed sensor 2.
  • the navigation control unit 14 calculates a target deceleration based on the read rotational speed of each wheel 5, the target vehicle speed, and the curve road entrance distance.
  • the target deceleration is a deceleration for making the vehicle speed of the vehicle A coincide with the target vehicle speed when reaching the entrance of the latest curve road.
  • the navigation control unit 14 calculates the target braking fluid pressure of the wheel cylinder 9 based on the target deceleration calculated at step S202.
  • the target braking fluid pressure is the braking fluid pressure of the wheel cylinder 9 for realizing the target deceleration.
  • the navigation control unit 14 outputs a control signal to the braking / driving force control unit 8 in order to increase the braking fluid pressure so that the actual braking fluid pressure matches the calculated target braking fluid pressure (pressure increase command).
  • the navigation control unit 14 issues a command (reaction force reduction command) for reducing the operation reaction force of the accelerator pedal 7 based on the target deceleration calculated in step S202. 8 outputs a control signal.
  • step S205 the navigation control unit 14 reads the accelerator opening from the accelerator sensor 1. Subsequently, the navigation control unit 14 calculates a target drive torque based on the read accelerator opening, the target deceleration calculated in Step S202, and the target brake fluid pressure calculated in Step S203.
  • the target drive torque is drive torque for realizing the target deceleration in consideration of the accelerator opening.
  • the navigation control unit 14 outputs a command (torque reduction command) for reducing the drive torque so that the actual drive torque matches the calculated target drive torque to the drive torque control unit 10. Thereafter, the navigation control unit 14 ends this calculation process and returns to the original travel control process.
  • the navigation control unit 14 can control the vehicle A to the deceleration according to the navigation curvature radius R2 at the curvature radius minimum point, the operation reaction force of the accelerator pedal 7, and the driving torque.
  • the navigation control unit 14 can perform deceleration control of the vehicle A based on the navigation curvature radius R2 at the curvature radius minimum point. More specifically, the navigation control unit 14 may perform deceleration control for decelerating the vehicle A so that the vehicle speed of the vehicle A matches the vehicle speed (target vehicle speed) corresponding to the navigation curvature radius R2 at the curvature radius minimum point. it can.
  • the navigation control unit 14 calculates the lateral G curvature radius R1 based on the lateral acceleration Gy, and determines that the calculated lateral G curvature radius R1 is equal to or less than the set value (Yes in step S101 in FIG. 2). Then, the navigation control unit 14 repeatedly executes the above determination, and generates lateral G curvature history data and navigation curvature history data on the first curved road (step S101 in FIG. 2).
  • the navigation control unit 14 determines that the lateral G curvature radius R1 is larger than the set value (No in step S101 in FIG. 2), and extracts the minimum lateral G curvature time and the minimum navigation curvature time (step S102 in FIG. 2).
  • the navigation control unit 14 determines that the divergence between the lateral G curvature radius R1 and the navigation curvature radius R2 is greater than or equal to the set value based on the minimum lateral G curvature time and the minimum navigation curvature time, and the navigation curvature radius R2 It is determined that correction is necessary (step S103, Yes).
  • the navigation control unit 14 calculates the navigation curvature radius R2 based on the map information of each map information setting point in the set section, and corrects the calculated navigation curvature radius R2 (step S104).
  • the navigation curvature radius R2 at each map information setting point is replaced with the navigation curvature radius R2 at a point separated by a deviation distance along the travel path of the vehicle A.
  • the navigation curvature radius R2 at each map information setting point is replaced with the navigation curvature radius R2 at a point separated by a deviation distance along the travel path of the vehicle A. Therefore, when the time series data of the navigation curvature radius R2 is uniformly time-shifted with respect to the time series data of the actual curvature radius, the deviation can be reduced. Then, the navigation control unit 14 outputs a command for increasing the brake fluid pressure, a command for reducing the operation reaction force of the accelerator pedal 7, and a command for reducing the driving torque of the drive wheels 5 based on the corrected navigation curvature radius R2. (Step S107 in FIG. 2). Accordingly, before the vehicle A enters the curved road, the vehicle A is decelerated before the curved road.
  • the navigation control unit 14 determines that the navigation curvature radius without correction when the deviation degree between the navigation curvature radius R2 and the lateral G curvature radius R1 is equal to or greater than the set value. Deceleration control based on R2 is prohibited. Therefore, even if the navigation curvature radius R2 deviates from the lateral G curvature radius R1, malfunction of the vehicle A can be prevented. Further, in the vehicle travel control device of this embodiment, when the deviation between the navigation curvature radius R2 and the lateral G curvature radius R1 is equal to or greater than a set value, deceleration control is performed based on the corrected navigation curvature radius R2. Therefore, unlike the method of simply prohibiting the control of the vehicle A according to the navigation curvature radius R2 without correction, deceleration control can be performed even if the navigation curvature radius R2 deviates from the lateral G curvature radius R1. .
  • the navigation control unit 14 determines again that the lateral G curvature radius R1 is equal to or less than the set value (step S101 in FIG. 2, Yes).
  • the deceleration control based on the corrected navigation curvature radius R2 is prohibited. Therefore, when the vehicle A is traveling on a curved road, deceleration control based on the corrected navigation curvature radius R2 can be prohibited.
  • the driver when the driver normally travels on a curved road, the driver performs a deceleration operation before the vehicle A enters the curved road, and does not perform a deceleration operation after the vehicle A enters the curved road. Therefore, by prohibiting the deceleration control, the driver's operation intention can be met. Therefore, it can suppress giving a driver a sense of incongruity.
  • the navigation control unit 14 determines that the deviation degree between the lateral G curvature radius R1 and the navigation curvature radius R2 is less than the set value based on the lateral G curvature minimum time and the navigation curvature minimum time. It is determined that no correction is necessary (step S103, No). Subsequently, the navigation control unit 14 calculates a navigation curvature radius R2 (that is, an uncorrected navigation curvature radius R2) at each map information setting point in the set section (step S106).
  • the navigation control unit 14 then issues a command to increase the brake fluid pressure, a command to reduce the operating reaction force of the accelerator pedal 7 and a command to reduce the drive torque of the drive wheels 5 based on the navigation curvature radius R2 without correction.
  • Output step S107 in FIG. 2.
  • the correction of the navigation curvature radius R2 can be stopped, and the corrected navigation curvature radius is corrected.
  • the deceleration control based on R2 can be prohibited, and the deceleration control based on the navigation curvature radius R2 without correction can be permitted (that is, the prohibition of the deceleration control can be canceled).
  • the navigation control unit 14 in FIG. 1 and steps S101 and S104 in FIG. 2 constitute a map curvature radius calculation unit.
  • the reaction force motor 6, braking / driving force control unit 8, wheel cylinder 9, driving torque control unit 10, navigation control unit 14, and steps S 203 to S 205 in FIG. 6 constitute a vehicle control unit.
  • the acceleration sensor 3 of FIG. 1 comprises a turning state detection part.
  • the navigation control unit 14 in FIG. 1 and step S101 in FIG. 2 constitute a turning curvature radius calculation unit.
  • the navigation control unit 14 in FIG. 1 and step S104 in FIG. 2 constitute a curvature radius correction unit.
  • the navigation control unit 14 calculates the navigation curvature radius R2 of the travel path based on the map information.
  • the navigation control unit 14 performs deceleration control based on the calculated navigation curvature radius R2.
  • the navigation control unit 14 The deceleration control based on the navigation curvature radius R2 is prohibited.
  • the estimation accuracy of the navigation curvature radius R2 is lowered, and deceleration control based on the navigation curvature radius R2 can be prohibited when the lateral G curvature radius R1 and the navigation curvature radius R2 deviate. Therefore, it is possible to prevent the malfunction of the vehicle A due to a decrease in the estimation accuracy of the navigation curvature radius R2.
  • the navigation control unit 14 corrects the navigation curvature radius R2 ahead of the vehicle A based on the navigation curvature radius R2 and the lateral G curvature radius R1. If the navigation control unit 14 determines that the deviation between the navigation curvature radius R2 and the lateral G curvature radius R1 is greater than or equal to the set value, the navigation control unit 14 performs deceleration control based on the corrected navigation curvature radius R2. According to this configuration, when the divergence between the navigation curvature radius R2 and the lateral G curvature radius R1 is equal to or greater than a set value, deceleration control can be performed based on the corrected navigation curvature radius R2.
  • the navigation control unit 14 determines that the deviation between the navigation curvature radius R2 and the lateral G curvature radius R1 is less than the set value, the correction of the navigation curvature radius R2 is stopped, and the corrected navigation curvature is corrected.
  • the deceleration control based on the radius R2 is prohibited, and the deceleration control based on the navigation curvature radius R2 without correction is permitted.
  • the correction of the navigation curvature radius R2 can be stopped, and the deceleration control based on the corrected navigation curvature radius R2 can be prohibited. It is possible to cancel the prohibition of the deceleration control based on the navigation curvature radius R2 of none.
  • the navigation control unit 14 prohibits deceleration control based on the uncorrected navigation curvature radius R2 and deceleration control based on the corrected navigation curvature radius R2. According to this configuration, deceleration control can be prohibited when traveling on a curved road.
  • FIG. 6 is a flowchart showing a modification of the automatic deceleration control process.
  • the navigation curvature radius R2 is corrected has been shown, but other configurations may be employed.
  • the location where the navigation curvature radius R2 is corrected in step S104 is registered (step S301), and the map information at the registered location is stored among the map information stored in the map information storage device 16.
  • a configuration to be corrected can also be adopted.
  • a method for correcting the map information a method is adopted in which the map information at each map information setting point is replaced with the map information at a point separated by a deviation distance along the traveling path of the vehicle A.
  • each map The map information at the information setting point is replaced with the map information at a point ahead of the map information setting point by a deviation distance along the traveling path of the vehicle A.
  • each map information setting point The map information is replaced with the map information at a point that is behind the map information setting point by a deviation distance along the traveling path of the vehicle A.
  • the configuration may be applied to a device that performs vehicle control other than deceleration control, such as acceleration control and steering control, based on the navigation curvature radius R2.
  • the navigation control unit 14 determines that the deviation degree between the navigation curvature radius R2 calculated based on the map information and the lateral G curvature radius R1 calculated based on the lateral acceleration Gy of the vehicle A is equal to or greater than a set value. Is configured to prohibit vehicle control based on the navigation curvature radius R2.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne une unité de commande de la navigation (14) qui calcule le rayon de courbure de navigation (R2) d'un trajet de déplacement sur la base d'un ensemble d'informations de carte. En outre, l'unité de commande de navigation (14) exécute une commande de décélération sur la base du rayon de courbure de navigation (R2) calculé. Si l'écart entre le rayon de courbure de navigation (R2) calculé sur la base des informations de carte et le rayon de courbure G latérale (R1) calculé sur la base de l'accélération latérale (Gy) d'un véhicule (A) est égal ou supérieur à une valeur préfixée, l'unité de commande de navigation (14) annule la commande de décélération sur la base du rayon de courbure de navigation (R2).
PCT/JP2012/003374 2011-07-21 2012-05-23 Dispositif de commande de déplacement pour véhicule WO2013011615A1 (fr)

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JPWO2013011615A1 (ja) * 2011-07-21 2015-02-23 日産自動車株式会社 車両用走行制御装置
CN104742909A (zh) * 2013-12-25 2015-07-01 株式会社电装 路线估计器
CN107891860A (zh) * 2017-11-14 2018-04-10 重庆长安汽车股份有限公司 基于道路曲率自适应调节车速的系统及方法
JP2020069956A (ja) * 2018-11-01 2020-05-07 トヨタ自動車株式会社 車両制御装置
WO2020168743A1 (fr) * 2019-02-20 2020-08-27 苏州风图智能科技有限公司 Procédé et appareil de régulation de vitesse de véhicule

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JPWO2013011615A1 (ja) * 2011-07-21 2015-02-23 日産自動車株式会社 車両用走行制御装置
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