WO2013046959A1 - Travel control apparatus - Google Patents
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- WO2013046959A1 WO2013046959A1 PCT/JP2012/070474 JP2012070474W WO2013046959A1 WO 2013046959 A1 WO2013046959 A1 WO 2013046959A1 JP 2012070474 W JP2012070474 W JP 2012070474W WO 2013046959 A1 WO2013046959 A1 WO 2013046959A1
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- 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
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
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- 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
- B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
- B60K31/0008—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including means for detecting potential obstacles in vehicle path
- B60K2031/0025—Detecting position of target vehicle, e.g. vehicle driving ahead from host vehicle
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- 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
- B60K2310/00—Arrangements, adaptations or methods for cruise controls
- B60K2310/26—Distance setting methods, e.g. determining target distance to target vehicle
- B60K2310/262—Distance setting methods, e.g. determining target distance to target vehicle setting initial distance to preceding vehicle, e.g. initial algorithms
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
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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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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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
- B60W2554/00—Input parameters relating to objects
- B60W2554/80—Spatial relation or speed relative to objects
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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
Abstract
Provided is a travel control apparatus such that accurate following control can be implemented even at low speed, such as immediately before a vehicle stops or immediately after starting. The travel control apparatus is provided with: a target acceleration calculation unit that calculates the target acceleration on the basis of inputted inter-vehicle distance information about the distance between the vehicle and a preceding vehicle traveling ahead of the vehicle and inputted information about a vehicle speed detected by a wheel speed detection unit; and a control unit that controls the vehicle such that the vehicle follows the preceding vehicle on the basis of the target acceleration calculated by the target acceleration calculation unit. The target acceleration calculation unit determines the target acceleration on the basis of acceleration of the vehicle that is calculated from the vehicle speed detected by the wheel speed detection unit and acceleration in the direction of travel of the vehicle that is detected by a triaxial acceleration detection unit.
Description
本発明は、自車両の走行を制御する走行制御装置に関する。
The present invention relates to a travel control device that controls the travel of a host vehicle.
車両に搭載され、自車両の進行方向にいる先行車両や、障害物をレーダーやカメラ等の車間距離検出装置により検知し、その距離を一定に保ち追従制御（ＡＣＣ：Ａｄａｐｔｉｖｅ Ｃｒｕｉｓｅ Ｃｏｎｔｒｏｌ：車間距離制御）等を行う走行制御装置が存在している。
Vehicle-mounted, vehicles ahead in the traveling direction of the vehicle, obstacles are detected by the inter-vehicle distance detection device such as radar or camera, keeping the distance constant tracking control (ACC: Adaptive Cruise Control: inter-vehicle distance control There is a travel control device that performs etc.).
追従制御のためには、自車両の速度、加速度を利用している。この速度は、一般には、車輪に取り付けられた車輪速センサの信号を用いている。
For tracking control, the speed and acceleration of the host vehicle are used. This speed generally uses the signal of a wheel speed sensor attached to the wheel.
しかし、車輪速センサは、車輪の軸に取り付けられた一定間隔で並んでいる凹凸が入れ替わる時間を測定して車輪速を求めているため、低速になればなるほどその精度は悪くなる傾向である。
However, since the wheel speed sensor obtains the wheel speed by measuring the time when the unevenness arranged at a constant interval attached to the shaft of the wheel is replaced, its accuracy tends to deteriorate as the speed decreases.
そこで、追従制御では、特許文献１にあるように低速時には車速を推定する方法などが取られてきた。
Therefore, in the follow-up control, as described in Patent Document 1, a method of estimating the vehicle speed at low speed has been taken.
上記特許文献１のように、車輪速センサを用いた速度検知の場合、車輪速センサで検知できない最低速度になったとき、その最低速度と直前の減速度から自車速を推定するだけであり、ＡＣＣ制御のような追従制御を行う際、正確な速度制御ができず、停止位置がばらついたり、減速度が変わり、乗り心地が悪くなる課題がある。
In the case of speed detection using a wheel speed sensor as in Patent Document 1 above, when the minimum speed that can not be detected by the wheel speed sensor has been reached, the host vehicle speed is only estimated from the minimum speed and the previous deceleration. When performing follow-up control such as ACC control, there is a problem that accurate speed control can not be performed, the stop position varies, the deceleration changes, and the riding comfort deteriorates.
本発明の目的は、車両が停止する直前、または発進直後のような低速時でも正確な速度制御が可能で乗り心地の良い追従制御が可能な装置を提供することである。
An object of the present invention is to provide a device capable of accurate speed control even at low speeds such as immediately before the vehicle stops or immediately after start-up, and capable of following control with a comfortable ride.
課題を解決するために本発明は、入力された自車両の前方を走行する先行車と自車両との車間距離情報と、入力された車輪速検出部で検出された自車速情報と、に基づいて、目標加速度を算出する目標加速度算出部と、目標加速度算出部で算出した目標加速度に基づいて先行車両に追従するように制御する制御部と、を有し、目標加速度算出部は、車輪速検出部で検出した自車速に基づいて、車輪速検出部で検出した自車速から算出した自車両の加速度と、３軸加速度検出部から算出した車両の進行方向の加速度と、を切り替えて、目標加速度を決定する構成とする。
In order to solve the problem, the present invention is based on the input inter-vehicle distance information between the preceding vehicle traveling in front of the own vehicle and the own vehicle, and the own vehicle speed information detected by the input wheel speed detection unit. The target acceleration calculation unit for calculating the target acceleration, and a control unit for performing control to follow the preceding vehicle based on the target acceleration calculated by the target acceleration calculation unit, and the target acceleration calculation unit Based on the vehicle speed detected by the detection unit, the acceleration of the vehicle calculated from the vehicle speed detected by the wheel speed detection unit and the acceleration in the traveling direction of the vehicle calculated from the three-axis acceleration detection unit are switched to The configuration is to determine the acceleration.
又は、複数の撮像素子で撮像した画像から視差情報を算出する視差情報算出部と、視差情報から自車両の前方を走行する先行車と自車両との車間距離情報を算出する車間距離算出部と、を有する撮像装置と、車間距離情報と、入力された車輪速検出部で検出された自車速情報と、に基づいて、目標加速度を算出する目標加速度算出部と、目標加速度算出部で算出した目標加速度に基づいて先行車両に追従するように制御する制御部と、を有する走行制御装置と、を有し、走行制御装置の目標加速度算出部は、車輪速検出部で検出した自車速に基づいて、車輪速検出部で検出した自車速から算出した自車両の加速度と、３軸加速度検出部から算出した車両の進行方向の加速度と、を切り替えて、目標加速度を決定する構成とする。
Alternatively, a parallax information calculation unit that calculates parallax information from images captured by a plurality of imaging elements, and an inter-vehicle distance calculation unit that calculates inter-vehicle distance information between a preceding vehicle traveling ahead of the host vehicle and the host vehicle , A target acceleration calculation unit that calculates a target acceleration based on the inter-vehicle distance information, and the own vehicle speed information detected by the input wheel speed detection unit, and the target acceleration calculation unit And a travel control device having a control unit that controls to follow the preceding vehicle based on the target acceleration, and the target acceleration calculation unit of the travel control device is based on the own vehicle speed detected by the wheel speed detection unit. The target acceleration is determined by switching between the acceleration of the vehicle calculated from the vehicle speed detected by the wheel speed detection unit and the acceleration in the traveling direction of the vehicle calculated from the three-axis acceleration detection unit.
車両が停止する直前、または発進直後のような低速時でも正確な速度制御が可能で乗り心地の良い追従制御が可能である。
本発明の他の目的、特徴及び利点は添付図面に関する以下の本発明の実施例の記載から明らかになるであろう。 Accurate speed control is possible even at low speeds such as immediately before the vehicle stops or immediately after start-up, and comfortable follow-up control is possible.
Other objects, features and advantages of the present invention will become apparent from the following description of embodiments of the present invention with reference to the accompanying drawings.
本発明の他の目的、特徴及び利点は添付図面に関する以下の本発明の実施例の記載から明らかになるであろう。 Accurate speed control is possible even at low speeds such as immediately before the vehicle stops or immediately after start-up, and comfortable follow-up control is possible.
Other objects, features and advantages of the present invention will become apparent from the following description of embodiments of the present invention with reference to the accompanying drawings.
図１は、本発明に係る走行制御装置を含む車両の一構成例である。
FIG. 1 is a configuration example of a vehicle including a travel control device according to the present invention.
車両１０５は、走行制御装置１０１と、エンジン制御装置１０２と、変速機制御装置１０３と、ブレーキ制御装置１０４と、車間距離検知装置１０６と、車輪速検出部である車輪速センサ１１０と、３軸加速度検出部である３軸加速度センサ１１１とが、搭載されている。
The vehicle 105 includes a travel control device 101, an engine control device 102, a transmission control device 103, a brake control device 104, an inter-vehicle distance detection device 106, a wheel speed sensor 110 which is a wheel speed detection unit, and three axes. A three-axis acceleration sensor 111, which is an acceleration detection unit, is mounted.
走行制御装置１０１は、車間距離検知装置１０６が測定した自車両の先行車（前方を走行する車両）と自車両との車間距離情報と、車輪速検出部である車輪速センサ１１０で検出された自車速情報（車速測定値）と、を利用し、目標加速度を算出し、その目標加速度に基づいて先行車両に追従するようにエンジン制御装置１０２とブレーキ制御装置１０４にトルク指令、液圧指令を出力して制御している。
The travel control device 101 is detected by the inter-vehicle distance information between the preceding vehicle (vehicle traveling ahead) of the own vehicle measured by the inter-vehicle distance detection device 106 and the own vehicle, and the wheel speed sensor 110 serving as a wheel speed detection unit. Based on the vehicle speed information (vehicle speed measurement value), a target acceleration is calculated, and a torque command and a hydraulic pressure command are sent to the engine control unit 102 and the brake control unit 104 so as to follow the preceding vehicle based on the target acceleration. It outputs and controls.
なお、車間距離検知装置１０６は、複数の撮像素子を備えたステレオカメラ等の撮像装置や、ミリ波レーダーのようなレーダー装置等であり、これらにより測定又は算出されて、車間距離情報を出力するものである。
The inter-vehicle distance detection device 106 is an imaging device such as a stereo camera provided with a plurality of imaging devices, a radar device such as a millimeter wave radar, or the like, and outputs or calculates inter-vehicle distance information by measuring or calculating It is a thing.
この最終目標加速度の算出には、車両の現在加速度が必要である。現在加速度の利用方法については、本発明の走行制御装置１０１の制御ブロックを示す図１０で説明する。車速測定値がある速度より以下になった場合は、最終目標加速度の算出には、車輪速センサ値から求めた加速度を使用せずに３軸加速度センサ１１１の加速度を現在加速度として使用するように切替える。つまり、車輪速検出部である車輪速センサ１１０で検出した自車速に基づいて、自車速から算出した自車両の加速度と、３軸加速度検出部である３軸加速度センサ１１１から算出した車両の進行方向の加速度と、を切り替えて、目標加速度を決定する。
The calculation of the final target acceleration requires the current acceleration of the vehicle. A method of using the current acceleration will be described with reference to FIG. When the vehicle speed measurement value is lower than a certain speed, the acceleration of the 3-axis acceleration sensor 111 is used as the current acceleration to calculate the final target acceleration without using the acceleration obtained from the wheel speed sensor value. Switch. That is, based on the own vehicle speed detected by the wheel speed sensor 110 which is a wheel speed detection unit, the acceleration of the own vehicle calculated from the own vehicle speed and the progress of the vehicle calculated from the three axis acceleration sensor 111 which is a three axis acceleration detection unit. The direction acceleration is switched to determine the target acceleration.
よって本発明の走行制御装置は、低速時に３軸加速度センサを用いて、制御するため、停止時に正確な車間距離での停車が可能になる。又、発進時の燃費向上と乗り心地改善を得られるという利点がある。
Therefore, since the traveling control device of the present invention performs control using the three-axis acceleration sensor at low speed, it is possible to stop at an accurate inter-vehicle distance at the time of stopping. In addition, there is an advantage that it is possible to obtain an improvement in fuel consumption at the time of start and an improvement in ride comfort.
図２は本発明の車両速度と現在加速度の関係の第１の実施形態である。
FIG. 2 is a first embodiment of the relationship between vehicle speed and current acceleration according to the present invention.
縦軸に車速、横軸に時間を表している。車両１０５が減速している場合、自車速２０１が時間と共に下降する。約８km／ｈ以上１０km／ｈ以下の範囲内で予め決定される加速度切替車速閾値２０５より自車速２０１が大きい時は、現在加速度２０４は、車輪速センサ１１０の車輪速から求めた加速度２０２を選択し、自車速２０１が予め定めた加速度切替車速閾値２０５（チューニング定数）以下の時は、３軸加速度センサ１１１から求めた進行方向の加速度２０３を現在加速度２０４として選択する。つまり、車輪速センサ１１０で検出した自車速が、予め定めた速度（加速度切替車速閾値）以下の場合は、３軸加速度センサ１１１から算出した車両の進行方向の加速度を用いて目標加速度を決定する。
The vertical axis represents vehicle speed, and the horizontal axis represents time. When the vehicle 105 is decelerating, the vehicle speed 201 falls with time. The current acceleration 204 selects the acceleration 202 obtained from the wheel speed of the wheel speed sensor 110 when the vehicle speed 201 is larger than the acceleration switching vehicle speed threshold 205 determined in advance within the range of about 8 km / h to 10 km / h. When the own vehicle speed 201 is equal to or less than a predetermined acceleration switching vehicle speed threshold 205 (tuning constant), the acceleration 203 in the traveling direction obtained from the three-axis acceleration sensor 111 is selected as the current acceleration 204. That is, when the own vehicle speed detected by the wheel speed sensor 110 is equal to or less than a predetermined speed (acceleration switching vehicle speed threshold), the target acceleration is determined using the acceleration in the traveling direction of the vehicle calculated from the three-axis acceleration sensor 111 .
図３は、図２の第１の実施形態の制御フローを示す図である。
FIG. 3 is a diagram showing a control flow of the first embodiment of FIG.
３０２で車間距離検知装置１０６の車間距離測定値を取り込み、３０３で車輪速センサ１１０から求めた自車速を取り込み、自車速に適した車間距離で検索し、３０４でステレオカメラ装置やミリ波レーダーのようなセンサで検知された実車間距離情報に基づいて目標車間距離を算出し、３０９で目標車間距離と自車速からなる目標車速を求め、目標加速度を算出する。３０５で自車速は加速度切替車速閾値２０５未満だった場合は、３０６で３軸加速度センサから求めた進行方向の加速度２０３を現在加速度として取り込み、３０５で自車速は加速度切替車速閾値２０５以上だった場合は、３０７で自車速から加速度を現在加速度として算出する。そして現在加速度を用いて、３０８で最終目標加速度を決定する。この後、加速であれば、エンジン制御装置１０２にトルク指令を出し、減速であれば、ブレーキ制御装置１０４に液圧指令を出す。これにより、より正確な車間距離での緩やかな停止が可能になる。
The inter-vehicle distance measurement value of the inter-vehicle distance detection device 106 is taken in 302, the own vehicle speed obtained from the wheel speed sensor 110 is taken in 303, and the inter-vehicle distance suitable for the own vehicle speed is retrieved. The target inter-vehicle distance is calculated based on the actual inter-vehicle distance information detected by such a sensor, and a target vehicle speed including the target inter-vehicle distance and the own vehicle speed is calculated in 309 and the target acceleration is calculated. When the own vehicle speed is less than the acceleration switching vehicle speed threshold 205 at 305, the acceleration 203 in the traveling direction obtained from the three-axis acceleration sensor is taken as the current acceleration at 306 and at 305 the own vehicle speed is the acceleration switching vehicle speed threshold 205 or more In step 307, the acceleration is calculated from the vehicle speed as the current acceleration. The current acceleration is then used to determine a final target acceleration at 308. After that, if it is acceleration, a torque command is issued to the engine control device 102, and if it is deceleration, a fluid pressure command is issued to the brake control device 104. This makes it possible to make a gradual stop at a more accurate inter-vehicle distance.
図４は本発明の一実施例である。
FIG. 4 is an embodiment of the present invention.
縦軸に車速、横軸に時間を表している。車両１０５が減速している場合、自車速２０１が時間と共に下降する。加速度切替車速閾値２０５より自車速２０１が大きい時は、現在加速度２０４は、車輪速センサ１１０の車輪速から求めた加速度２０２を選択し、加速度切替車速閾値２０５より自車速２０１が小さくなった時から、車輪速センサ由来加速度への復帰車速閾値４０２より大きくなるまでの間は、現在加速度２０４は、３軸加速度センサから求めた進行方向の加速度２０３を選択する。４０３が３軸加速度センサ値使用範囲となる。
The vertical axis represents vehicle speed, and the horizontal axis represents time. When the vehicle 105 is decelerating, the vehicle speed 201 falls with time. When the vehicle speed 201 is larger than the acceleration switching vehicle speed threshold 205, the current acceleration 204 selects the acceleration 202 obtained from the wheel speed of the wheel speed sensor 110, and the vehicle speed 201 becomes smaller than the acceleration switching vehicle speed threshold 205 The current acceleration 204 selects the acceleration 203 in the traveling direction obtained from the three-axis acceleration sensor until it becomes greater than the return vehicle speed threshold 402 to the wheel speed sensor-derived acceleration. 403 is the range of use of the 3-axis acceleration sensor value.
図５は、図４の制御のフロー図の一実施例である。
FIG. 5 is an example of a flow chart of the control of FIG.
３０２で車間距離検知装置１０６の車間距離測定値を取り込み、３０３で車輪速センサ１１０から求めた自車速を取り込み３０９で目標加速度を算出する。３０４で目標車間距離を算出し、３０９で目標加速度を算出する。３０５で自車速は、予め定めた速度である加速度切替車速閾値２０５以下の場合は、３０６で３軸加速度センサから求めた進行方向の加速度２０３を現在加速度２０４として取り込み、３０５で自車速は加速度切替車速閾値２０５より大きい場合で、５０１で自車速が車輪速センサ由来加速度へ復帰するための予め定めた第２の速度である復帰車速閾値以下の場合は、３０６で３軸加速度センサから求めた進行方向の加速度２０３を現在加速度２０４として取り込み、それ以外の場合（自車速が復帰車速閾値より大きい場合）は、３０７で自車速から算出した加速度を現在加速度２０４とし、３０８で最終目標加速度を決定する。つまり、検出された自車速が、予め定めた速度である加速度切替車速閾値２０５より大きく、且つ予め定められた第２の速度である復帰車速閾値より大きい場合、車輪速センサ１１０で検出した自車速から算出した自車両の加速度を用いて、目標加速度を決定する。
At 302, the inter-vehicle distance measurement value of the inter-vehicle distance detection device 106 is fetched, and at 303, the own vehicle speed obtained from the wheel speed sensor 110 is fetched and the target acceleration is calculated at 309. A target inter-vehicle distance is calculated at 304, and a target acceleration is calculated at 309. If the own vehicle speed is equal to or less than the acceleration switching vehicle speed threshold 205 which is a predetermined speed at 305, the acceleration 203 in the traveling direction obtained from the three-axis acceleration sensor is acquired at 306 as the current acceleration 204. If the vehicle speed is smaller than the vehicle speed threshold 205 and is less than or equal to the return vehicle speed threshold, which is a second predetermined speed for returning to the wheel speed sensor-derived acceleration at 501, the progress obtained from the three-axis acceleration sensor at 306 The acceleration 203 in the direction is taken as the current acceleration 204, otherwise (when the vehicle speed is greater than the return vehicle speed threshold), the acceleration calculated from the vehicle speed at 307 is taken as the current acceleration 204 and the final target acceleration is determined at 308 . That is, when the detected own vehicle speed is larger than the acceleration switching vehicle speed threshold 205 which is a predetermined speed, and larger than the return vehicle speed threshold which is a second predetermined speed, the own vehicle speed detected by the wheel speed sensor 110 The target acceleration is determined using the acceleration of the host vehicle calculated from.
この後、加速であれば、エンジン制御装置１０２にトルク指令を出し、減速であれば、ブレーキ制御装置１０４に液圧指令を出す。
After that, if it is acceleration, a torque command is issued to the engine control device 102, and if it is deceleration, a fluid pressure command is issued to the brake control device 104.
図６は、制御フロー図の一実施例である。
FIG. 6 is an example of a control flow diagram.
３０２で車間距離検知装置１０６の車間距離測定値を取り込み、３０３で車輪速センサ１１０から求めた自車速を取り込み、３０９で目標加速度を算出する。６０１と６０２と６０３で自車が停止モードに移行するか判定し、停止モードに移行した場合には、３０６で３軸加速度センサから求めた進行方向の加速度２０３を現在加速度２０４として取り込み、停止モードではない場合は、３０７で自車速から算出した加速度を現在加速度２０４とし、３０８で最終目標加速度を決定する。つまり、先行車が停止していることが検出され、又は、自車両が追従制御から停止制御にモードが切り替えられた場合、３軸加速度センサ１１１から検出した車両の進行方向の加速度を用いて、目標加速度を決定する。
At 302, the inter-vehicle distance measurement value of the inter-vehicle distance detection device 106 is fetched, at 303 the vehicle speed obtained from the wheel speed sensor 110 is fetched, and at 309 a target acceleration is calculated. If it is determined in 601, 602, and 603 whether or not the vehicle shifts to the stop mode, if it shifts to the stop mode, the acceleration 203 in the traveling direction obtained from the three-axis acceleration sensor is acquired in 306 as the current acceleration 204 and the stop mode If not, the acceleration calculated from the vehicle speed is determined at 307 as the current acceleration 204, and the final target acceleration is determined at 308. That is, when the preceding vehicle is detected to be stopped or the own vehicle is switched from follow-up control to stop control, the acceleration in the traveling direction of the vehicle detected from the three-axis acceleration sensor 111 is used. Determine the target acceleration.
この後、加速であれば、エンジン制御装置１０２にトルク指令を出し、減速であれば、ブレーキ制御装置１０４に液圧指令を出す。これにより、より正確な車間距離での停止が可能になる。
After that, if it is acceleration, a torque command is issued to the engine control device 102, and if it is deceleration, a fluid pressure command is issued to the brake control device 104. This makes it possible to stop at a more accurate distance between vehicles.
図７は、本発明の一実施例である。
FIG. 7 is an embodiment of the present invention.
最終目標加速度の決定には、自車両の現在加速度を求める必要があり、前述したように車輪速センサから求めた加速度と３軸加速度センサから求めた車両進行方向の加速度を自車速で切替える方法が有効であるが、その切替を段階的に行うために、３軸加速度センサ値影響度比率７０１は、自車速が高くなると下がり、逆に車輪速センサ由来加速度の影響度比率７０２は自車速が高くなると上がるようにする。尚、自車速が、車輪速センサ由来加速度の限界速度７０３以下の場合、車輪速センサは信用度が低いので３軸加速度センサ由来加速度比率を１とする。逆に自車速が３軸加速度センサ由来加速度の限界速度７０４より大きい時は、車輪速由来加速度比率を１とする。この時、車輪速センサ由来加速度の影響度比率７０２と３軸加速度センサ値影響度比率７０１の関係は、
３軸加速度センサ値影響度比率７０１
＝１－車輪速センサ由来加速度の影響度比率７０２
とする。つまり、３軸加速度センサから求めた進行方向の加速度（３軸加速度センサ由来加速度）と、車輪速センサから求めた加速度（車輪速センサ由来加速度）と、を見ながら、予め定めた係数を重み付けし、図７に示すように３軸加速度センサ値影響度比率７０１と車輪速センサ由来加速度の影響度比率７０２がクロスさせるようにすることで、その切替を段階的に行うことができる。このようにすることにより、使用する現在加速度の切替時にそれぞれの加速度に差がある場合の改善にも利用できる。 In order to determine the final target acceleration, it is necessary to obtain the current acceleration of the vehicle, and as described above, there is a method of switching the acceleration obtained from the wheel speed sensor and the acceleration in the vehicle traveling direction obtained from the three-axis acceleration sensor at the vehicle speed. Although effective, in order to perform the switching in stages, the 3-axis acceleration sensorvalue influence ratio 701 decreases as the vehicle speed increases, and conversely, the influence ratio 702 of the acceleration derived from the wheel speed sensor indicates a high vehicle speed. Let's go up when it comes to. When the own vehicle speed is equal to or less than the limit speed 703 of the acceleration derived from the wheel speed sensor, the wheel speed sensor has a low reliability, so the acceleration ratio derived from the 3-axis acceleration sensor is set to 1. Conversely, when the vehicle speed is greater than the limit speed 704 of the acceleration derived from the three-axis acceleration sensor, the wheel speed derived acceleration ratio is set to 1. At this time, the relation between the influence rate ratio 702 of the acceleration derived from the wheel speed sensor and the influence rate ratio 701 of the three-axis acceleration sensor is
3-axis acceleration sensorvalue influence ratio 701
= 1-Influence ratio ratio of acceleration derived fromwheel speed sensor 702
I assume. In other words, while looking at the acceleration in the traveling direction (the acceleration from the 3-axis acceleration sensor) obtained from the 3-axis acceleration sensor and the acceleration (the acceleration from the wheel speed sensor) obtained from the wheel speed sensor, As shown in FIG. 7, by causing the three-axis acceleration sensorvalue influence ratio 701 and the influence ratio 702 of the acceleration derived from the wheel speed sensor to cross, the switching can be performed in stages. By doing this, it can be used also for improvement when there is a difference in each acceleration when switching the current acceleration to be used.
３軸加速度センサ値影響度比率７０１
＝１－車輪速センサ由来加速度の影響度比率７０２
とする。つまり、３軸加速度センサから求めた進行方向の加速度（３軸加速度センサ由来加速度）と、車輪速センサから求めた加速度（車輪速センサ由来加速度）と、を見ながら、予め定めた係数を重み付けし、図７に示すように３軸加速度センサ値影響度比率７０１と車輪速センサ由来加速度の影響度比率７０２がクロスさせるようにすることで、その切替を段階的に行うことができる。このようにすることにより、使用する現在加速度の切替時にそれぞれの加速度に差がある場合の改善にも利用できる。 In order to determine the final target acceleration, it is necessary to obtain the current acceleration of the vehicle, and as described above, there is a method of switching the acceleration obtained from the wheel speed sensor and the acceleration in the vehicle traveling direction obtained from the three-axis acceleration sensor at the vehicle speed. Although effective, in order to perform the switching in stages, the 3-axis acceleration sensor
3-axis acceleration sensor
= 1-Influence ratio ratio of acceleration derived from
I assume. In other words, while looking at the acceleration in the traveling direction (the acceleration from the 3-axis acceleration sensor) obtained from the 3-axis acceleration sensor and the acceleration (the acceleration from the wheel speed sensor) obtained from the wheel speed sensor, As shown in FIG. 7, by causing the three-axis acceleration sensor
図８は、本発明の一実施例である。
FIG. 8 is an embodiment of the present invention.
坂道に車両１０５が停車している。車両は自車両進行方向８０１の矢印が指す方向に発車しようとしている。この時、停車しているので車輪速センサ１１０は、動作していないので加速度は検出できない。しかし、坂道であるため、停車時の車両進行方向加速度８０２の加速度がかかっている状態であるのでこのままでは、自動運転では発車できずに後退してしまう。
The vehicle 105 is stopped on a slope. The vehicle is about to depart in the direction indicated by the arrow in the traveling direction 801 of the host vehicle. At this time, since the vehicle is at a stop, the wheel speed sensor 110 can not detect the acceleration because it is not operating. However, since it is a slope, acceleration of the vehicle traveling direction acceleration 802 at the time of stopping is applied, and in this state, automatic driving can not be started and the vehicle will move backward.
そこで、停車時には、３軸加速度センサ１１１から停車時の車両進行方向加速度８０２を求め、これを用いて最終目標加速度を求めることにする。
Therefore, when the vehicle is stopped, the acceleration in the vehicle traveling direction 802 at the time of stopping is obtained from the three-axis acceleration sensor 111, and the final target acceleration is obtained using this.
図９は、図８の制御のフロー図の一実施例である。
FIG. 9 is an example of a flow chart of the control of FIG.
３０２で車間距離検知装置１０６の車間距離測定値を取り込み、３０３で車輪速センサ１１０から求めた自車速を取り込み、３０４で目標車間距離を算出する。９０１でプログラムが始めて実行されたか否かを監視する初期化完了フラグが０（未初期化）の場合は、９０３で初期化完了フラグを１にし、３０６で３軸加速度センサ１１１から求めた進行方向の加速度２０３を現在加速度２０４として取り込み、９０１で初期化完了フラグが１（初期化済み）の場合、且つ９０２で停車中ではない場合は、３０７で自車速から算出した加速度を現在加速度２０４とし、３０８で最終目標加速度を決定する。この後、加速であれば、エンジン制御装置１０２にトルク指令を出し、減速であれば、ブレーキ制御装置１０４に液圧指令を出す。これにより、坂道に停車した状態でも制御可能となり、適切なトルク値をエンジン制御装置１０２に送信することができるので乗り心地改善とともに燃費向上に貢献できる。
At 302, the inter-vehicle distance measurement value of the inter-vehicle distance detection device 106 is fetched, at 303 the vehicle speed obtained from the wheel speed sensor 110 is fetched, and at 304 the target inter-vehicle distance is calculated. If the initialization completion flag that monitors whether the program is executed for the first time in 901 is 0 (not initialized), the initialization completion flag is set to 1 in 903 and the traveling direction obtained from the 3-axis acceleration sensor 111 in 306 If the acceleration completion flag is 1 (initialized) at 901 and the vehicle is not stopped at 902, the acceleration calculated from the vehicle speed at 307 is taken as the current acceleration 204, At 308, the final target acceleration is determined. After that, if it is acceleration, a torque command is issued to the engine control device 102, and if it is deceleration, a fluid pressure command is issued to the brake control device 104. As a result, control can be performed even when the vehicle is stopped on a slope, and an appropriate torque value can be transmitted to the engine control device 102. Therefore, it is possible to improve the ride comfort and to improve the fuel consumption.
図１０は、本発明の制御ブロック図の一実施例である。
FIG. 10 is an example of a control block diagram of the present invention.
走行制御装置１０１は、車間距離検出装置１０６から先行車車間距離情報を取得し、車輪速検出装置である車論速センサ１１０から車輪速情報を取得する。取得した先行車車間距離情報と車輪速情報から目標車間算出処理１００１で目標車間距離を算出し、目標車速算出処理１００２で目標車速を算出し、目標加速度算出処理１００３で目標加速度を算出する。この時、車輪速センサからの加速度算出処理１００４で自車速から車両の現在加速度を計算し、使用する加速度の選択処理１００６で現在加速度を決定し、最終目標加速度を遅延処理１００９で遅延させたものと差分をとり、目標加速度と足し合わせるフィードバック制御により最終目標加速度を算出する。求めた最終目標加速度は、加減速に合わせ、エンジントルク算出処理１００７でエンジントルクに変換され、ブレーキ液圧算出処理１００８でブレーキ液圧に変換され、それぞれ、エンジン制御装置１０２、ブレーキ制御装置１０４に伝えられ、車両の走行制御がされている。この時、使用する加速度の選択処理１００６において、自車速が一定速未満の時は、３軸加速度センサ１１１の出力から３軸加速度センサからの車両進行方向の加速度算出処理１００５で算出した進行方向の加速度を、車輪速センサからの加速度算出処理１００４で算出した加速度の代わりに車両の現在加速度として使用する。
The travel control device 101 acquires the preceding inter-vehicle distance information from the inter-vehicle distance detection device 106, and acquires the wheel speed information from the vehicle theoretical speed sensor 110, which is a wheel speed detection device. A target inter-vehicle distance is calculated in target inter-vehicle calculation processing 1001 from the acquired preceding inter-vehicle distance information and wheel speed information, a target vehicle speed is calculated in target vehicle speed calculation processing 1002, and a target acceleration is calculated in target acceleration calculation processing 1003. At this time, the current acceleration of the vehicle is calculated from the vehicle speed by the acceleration calculation processing 1004 from the wheel speed sensor, the current acceleration is determined by the selection processing 1006 of the acceleration to be used, and the final target acceleration is delayed by the delay processing 1009 The final target acceleration is calculated by feedback control in which the target acceleration is added. The final target acceleration thus determined is converted to engine torque in engine torque calculation processing 1007 in accordance with acceleration / deceleration, converted to brake hydraulic pressure in brake hydraulic pressure calculation processing 1008, and respectively converted to engine control unit 102 and brake control unit 104. It is transmitted and travel control of the vehicle is performed. At this time, in the selection process 1006 of the acceleration to be used, when the own vehicle speed is less than a fixed speed, the traveling direction calculated by the acceleration calculation processing 1005 of the vehicle traveling direction from the 3-axis acceleration sensor from the output of the 3-axis acceleration sensor 111 The acceleration is used as the current acceleration of the vehicle instead of the acceleration calculated by the acceleration calculation processing 1004 from the wheel speed sensor.
図１１は、本発明の制御ブロック図の一実施例である。
FIG. 11 is an example of a control block diagram of the present invention.
図１０では、走行中又は、停止モード中の処理について説明したが、エンジン始動直後、または、発進時、特に坂道の発進時について図１１で説明する。発信時、車輪速検出装置である車輪速センサ１１０は動作していない。このため、先行車が発進して、追従制御を継続する場合、走行制御装置１０１で算出した目標車間距離を基に、目標加速度算出処理１００３で算出した目標加速度では坂道の勾配を考慮していないため、坂道を後退する可能性がある。そこで、３軸加速度センサ１１１から算出した現在加速度を目標加速度に加算することにより最終加速度を算出する。つまり、自車両の発進時には、３軸加速度センサ１１１から検出した車両の進行方向の加速度を用いて、目標加速度を決定する。
In FIG. 10, the process in the traveling mode or in the stop mode has been described. However, the process immediately after the start of the engine or at the start, particularly at the start of the slope will be described with reference to FIG. At the time of transmission, the wheel speed sensor 110 which is a wheel speed detection device is not operating. Therefore, when the preceding vehicle starts and the follow-up control is continued, the slope of the slope is not considered in the target acceleration calculated by the target acceleration calculation processing 1003 based on the target inter-vehicle distance calculated by the travel control device 101 Because of that, there is a possibility to go backward on the slope. Therefore, the final acceleration is calculated by adding the current acceleration calculated from the three-axis acceleration sensor 111 to the target acceleration. That is, when the host vehicle starts moving, the target acceleration is determined using the acceleration in the traveling direction of the vehicle detected from the three-axis acceleration sensor 111.
図１０、図１１では、３軸加速度センサ１１１は走行制御装置１０１の中にあるように書かれているが、３軸加速度センサ１１１が走行制御装置１０１の外部にある場合や、別の制御装置に取り付けられ通信により加速度情報をもらっていても制御には関係無く本出願に含まれる。
上記記載は実施例についてなされたが、本発明はそれに限らず、本発明の精神と添付の請求の範囲の範囲内で種々の変更および修正をすることができることは当業者に明らかである。 In FIG. 10 and FIG. 11, although the 3-axis acceleration sensor 111 is written as being in the travel control device 101, the case where the 3-axis acceleration sensor 111 is outside the travel control device 101 or another control device Even if acceleration information is received by communication, it is included in the present application regardless of control.
Although the above description is made for the examples, it is obvious to those skilled in the art that the present invention is not limited thereto, and various changes and modifications can be made within the spirit of the present invention and the scope of the appended claims.
上記記載は実施例についてなされたが、本発明はそれに限らず、本発明の精神と添付の請求の範囲の範囲内で種々の変更および修正をすることができることは当業者に明らかである。 In FIG. 10 and FIG. 11, although the 3-
Although the above description is made for the examples, it is obvious to those skilled in the art that the present invention is not limited thereto, and various changes and modifications can be made within the spirit of the present invention and the scope of the appended claims.
１０１ 走行制御装置
１０２ エンジン制御装置
１０３ 変速機制御装置
１０４ ブレーキ制御装置
１０５ 車両
１０６ 車間距離検知装置
１０７ エンジン
１０８ 変速機
１０９ ブレーキ
１１０ 車輪速センサ
１１１ ３軸加速度センサ
２０１ 自車速
２０２ 車輪速から求めた加速度
２０３ ３軸加速度センサから求めた進行方向の加速度
２０４ 現在加速度
２０５ 加速度切替車速閾値
４０２ 車輪速センサ由来加速度への復帰車速閾値
４０３ ３軸加速度センサ値使用範囲
７０１ ３軸加速度センサ値影響度比率
７０２ 車輪速センサ由来加速度の影響度比率
７０３ 車輪速センサ由来加速度の限界速度
７０４ ３軸加速度センサ由来加速度の限界速度
８０１ 自車両進行方向
８０２ 停車時の車両進行方向加速度
１００１ 目標車間算出処理
１００２ 目標車速算出処理
１００３ 目標加速度算出処理
１００４ 車輪速センサからの加速度算出処理
１００５ ３軸加速度センサからの車両進行方向の加速度算出処理
１００６ 使用する加速度の選択処理
１００７ エンジントルク算出処理
１００８ ブレーキ液圧算出処理
１００９ 遅延処理 101travel control unit 102 engine control unit 103 transmission control unit 104 brake control unit 105 vehicle 106 inter-vehicle distance detection unit 107 engine 108 transmission 109 brake 110 wheel speed sensor 111 3-axis acceleration sensor 201 self-vehicle speed 202 acceleration obtained from wheel speed 203 Acceleration in the traveling direction obtained from the 3-axis acceleration sensor 204 Current acceleration 205 Acceleration switching vehicle speed threshold 402 Vehicle speed threshold derived from the wheel speed sensor 403 Speed threshold for 3-axis acceleration sensor 701 Range of 3-axis acceleration sensor influence rate ratio 702 Wheel Speed sensor derived acceleration ratio 703 Limit speed of acceleration derived from wheel speed sensor 704 Limit velocity of acceleration derived from 3 axis acceleration sensor 801 Vehicle traveling direction 802 Vehicle traveling direction acceleration at stop 1001 calculation for target distance 10 2 Target vehicle speed calculation processing 1003 Target acceleration calculation processing 1004 Acceleration calculation processing from the wheel speed sensor 1005 Acceleration calculation processing in the vehicle traveling direction from the 3-axis acceleration sensor 1006 Selection processing of acceleration to be used 1007 Engine torque calculation processing 1008 Brake fluid pressure calculation Processing 1009 Delay processing
１０２ エンジン制御装置
１０３ 変速機制御装置
１０４ ブレーキ制御装置
１０５ 車両
１０６ 車間距離検知装置
１０７ エンジン
１０８ 変速機
１０９ ブレーキ
１１０ 車輪速センサ
１１１ ３軸加速度センサ
２０１ 自車速
２０２ 車輪速から求めた加速度
２０３ ３軸加速度センサから求めた進行方向の加速度
２０４ 現在加速度
２０５ 加速度切替車速閾値
４０２ 車輪速センサ由来加速度への復帰車速閾値
４０３ ３軸加速度センサ値使用範囲
７０１ ３軸加速度センサ値影響度比率
７０２ 車輪速センサ由来加速度の影響度比率
７０３ 車輪速センサ由来加速度の限界速度
７０４ ３軸加速度センサ由来加速度の限界速度
８０１ 自車両進行方向
８０２ 停車時の車両進行方向加速度
１００１ 目標車間算出処理
１００２ 目標車速算出処理
１００３ 目標加速度算出処理
１００４ 車輪速センサからの加速度算出処理
１００５ ３軸加速度センサからの車両進行方向の加速度算出処理
１００６ 使用する加速度の選択処理
１００７ エンジントルク算出処理
１００８ ブレーキ液圧算出処理
１００９ 遅延処理 101
Claims (9)
- 入力された自車両の前方を走行する先行車と自車両との車間距離情報と、入力された車輪速検出部で検出された自車速情報と、に基づいて、目標加速度を算出する目標加速度算出部と、
前記目標加速度算出部で算出した目標加速度に基づいて先行車両に追従するように制御する制御部と、を有し、
前記目標加速度算出部は、前記車輪速検出部で検出した自車速から算出した自車両の加速度と、３軸加速度検出部で検出された車両の進行方向の加速度と、に基づいて、前記目標加速度を決定する走行制御装置。 Target acceleration calculation for calculating a target acceleration based on the input inter-vehicle distance information between the preceding vehicle traveling ahead of the host vehicle and the host vehicle, and the host vehicle speed information detected by the input wheel speed detection unit Department,
And a control unit configured to control to follow a preceding vehicle based on the target acceleration calculated by the target acceleration calculation unit,
The target acceleration calculation unit is configured to calculate the target acceleration based on the acceleration of the host vehicle calculated from the vehicle speed detected by the wheel speed detection unit and the acceleration in the traveling direction of the vehicle detected by the three-axis acceleration detection unit. Driving control device to determine the. - 請求項１記載の走行制御装置において、
前記目標加速度算出部は、前記車輪速検出部で検出した自車速に基づいて、前記車輪速検出部で検出した自車速から算出した自車両の加速度と、前記３軸加速度検出部から算出した車両の進行方向の加速度と、を切り替えて、前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 1,
The target acceleration calculation unit calculates the acceleration of the own vehicle calculated from the own vehicle speed detected by the wheel speed detection unit based on the own vehicle speed detected by the wheel speed detection unit, and the vehicle calculated from the three-axis acceleration detection unit A traveling control device for switching between the acceleration in the traveling direction and the target acceleration. - 請求項２記載の走行制御装置において、
前記目標加速度算出部は、前記車輪速検出部で検出した自車速が、予め定めた速度以下の場合は、前記３軸加速度検出部から算出した車両の進行方向の加速度を用いて前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 2,
The target acceleration calculation unit uses the acceleration in the traveling direction of the vehicle calculated from the three-axis acceleration detection unit when the vehicle speed detected by the wheel speed detection unit is equal to or less than a predetermined speed. Driving control device to decide. - 請求項２記載の走行制御装置において、
前記目標加速度算出部は、前記先行車が停止が検出され、又は、自車両が追従制御から停止制御にモードが切り替えられた場合、前記３軸加速度検出部から検出した車両の進行方向の加速度を用いて、前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 2,
The target acceleration calculation unit detects the acceleration in the traveling direction of the vehicle detected from the three-axis acceleration detection unit when the stop of the preceding vehicle is detected or the own vehicle is switched from follow control to stop control. A travel control device that uses the above to determine the target acceleration. - 請求項３記載の走行制御装置において、
前記目標加速度算出部は、前記先行車が停止が検出され、又は、自車両が追従制御から停止制御にモードが切り替えられた場合、前記３軸加速度検出部から検出した車両の進行方向の加速度を用いて、前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 3,
The target acceleration calculation unit detects the acceleration in the traveling direction of the vehicle detected from the three-axis acceleration detection unit when the stop of the preceding vehicle is detected or the own vehicle is switched from follow control to stop control. A travel control device that uses the above to determine the target acceleration. - 請求項１記載の走行制御装置において、
前記制御部は、前記目標加速度算出部で算出した目標加速度に基づいて先行車両に追従するようにトルク指令又は液圧指令を生成し、出力する走行制御装置。 In the traveling control device according to claim 1,
The travel control device generates and outputs a torque command or a hydraulic pressure command so as to follow a preceding vehicle based on the target acceleration calculated by the target acceleration calculation unit. - 請求項３記載の走行制御装置において、
前記目標加速度算出部は、検出された自車速が、前記速度以上に予め設定された第２の速度より大きい場合、前記車輪速検出部で検出した自車速から算出した自車両の加速度を用いて、前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 3,
The target acceleration calculation unit uses the acceleration of the host vehicle calculated from the host vehicle speed detected by the wheel speed detection unit when the detected host vehicle speed is greater than a second speed preset at or above the host speed. A travel control device for determining the target acceleration. - 請求項２記載の走行制御装置において、
前記目標加速度算出部は、自車両の発進時には、前記３軸加速度検出部から検出した車両の進行方向の加速度を用いて、前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 2,
The travel control device, wherein the target acceleration calculation unit determines the target acceleration using an acceleration in a traveling direction of the vehicle detected from the three-axis acceleration detection unit when the host vehicle starts moving. - 請求項３記載の走行制御装置において、
前記目標加速度算出部は、自車両の発進時には、前記３軸加速度検出部から検出した車両の進行方向の加速度を用いて、前記目標加速度を決定する走行制御装置。 In the traveling control device according to claim 3,
The travel control device, wherein the target acceleration calculation unit determines the target acceleration using an acceleration in a traveling direction of the vehicle detected from the three-axis acceleration detection unit when the host vehicle starts moving.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2011215910A JP2013075592A (en) | 2011-09-30 | 2011-09-30 | Travel control apparatus |
| JP2011-215910 | 2011-09-30 |
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| WO2013046959A1 true WO2013046959A1 (en) | 2013-04-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/JP2012/070474 WO2013046959A1 (en) | 2011-09-30 | 2012-08-10 | Travel control apparatus |
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| JP (1) | JP2013075592A (en) |
| WO (1) | WO2013046959A1 (en) |
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| JP2015207098A (en) * | 2014-04-18 | 2015-11-19 | 井関農機株式会社 | work information recording device |
| CN110217235A (en) * | 2019-06-27 | 2019-09-10 | 浙江吉利控股集团有限公司 | A kind of control method and control system for vehicle start |
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| JP6068560B2 (en) * | 2015-06-03 | 2017-01-25 | 株式会社シマノ | Bicycle control device |
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| JP2013075592A (en) | 2013-04-25 |
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