WO2013046959A1 - Dispositif de commande de déplacement - Google Patents

Dispositif de commande de déplacement Download PDF

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Publication number
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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WO
WIPO (PCT)
Prior art keywords
acceleration
vehicle
control device
target acceleration
detected
Prior art date
Application number
PCT/JP2012/070474
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English (en)
Japanese (ja)
Inventor
阿部　孝治
希元 鄭
雅秀 林
太雪 谷道
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Publication of WO2013046959A1 publication Critical patent/WO2013046959A1/fr

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Classifications

    • 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
    • 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
    • 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
    • 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
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • 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

Definitions

  • the present invention relates to a travel control device that controls the travel of a host vehicle.
  • ACC Adaptive Cruise Control: inter-vehicle distance control
  • ACC Adaptive Cruise Control
  • This speed generally uses the signal of a wheel speed sensor attached to the wheel.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • FIG. 1 is a configuration example of a vehicle including a travel control device according to the present invention.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • FIG. 2 is a first embodiment of the relationship between vehicle speed and current acceleration according to the present invention.
  • the vertical axis represents vehicle speed
  • the horizontal axis represents 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.
  • 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 .
  • FIG. 3 is a diagram showing a control flow of the first embodiment of FIG.
  • 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.
  • 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
  • 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.
  • FIG. 4 is an embodiment of the present invention.
  • the vertical axis represents vehicle speed
  • the horizontal axis represents time.
  • 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, 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.
  • FIG. 5 is an example of a flow chart of the control of FIG.
  • 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.
  • the vehicle speed threshold 205 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 .
  • 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.
  • 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.
  • FIG. 6 is an example of a control flow diagram.
  • 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.
  • FIG. 7 is an embodiment of the present invention.
  • the 3-axis acceleration sensor value 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.
  • the wheel speed sensor has a low reliability, so the acceleration ratio derived from the 3-axis acceleration sensor is set to 1.
  • the wheel speed derived acceleration ratio is set to 1.
  • 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.
  • FIG. 8 is an embodiment of the present invention.
  • 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.
  • the wheel speed sensor 110 can not detect the acceleration because it is not operating.
  • 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.
  • 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.
  • FIG. 9 is an example of a flow chart of the control of FIG.
  • 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.
  • FIG. 10 is an example of a control block diagram of the present invention.
  • 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.
  • 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.
  • 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.
  • FIG. 11 is an example of a control block diagram of the present invention.
  • 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.
  • 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.

Abstract

Cette invention concerne un dispositif de commande de déplacement pouvant mettre en œuvre un contrôle précis de la distance entre véhicules [qui se suivent], et ceci même à faible vitesse, par exemple immédiatement avant l'arrêt du véhicule ou immédiatement après le démarrage. Le dispositif de commande de déplacement comprend : une unité de calcul d'accélération cible qui calcule l'accélération cible en fonction d'informations de distance entre véhicules entrées concernant la distance entre le véhicule et un véhicule qui le précède sur la route, et des informations entrées concernant la vitesse du véhicule détectée par une unité de détection de vitesse de rotation des roues; et une unité de commande qui commande au véhicule de suivre celui qui le précède, sur la base de l'accélération cible calculée par l'unité de calcul d'accélération cible. L'unité de calcul d'accélération cible détermine l'accélération cible sur la base de l'accélération du véhicule calculée à partir de la vitesse du véhicule détectée par l'unité de détection de vitesse de rotation des roues, et de l'accélération du véhicule dans son sens de déplacement détectée par une unité de détection d'accélération triaxiale.
PCT/JP2012/070474 2011-09-30 2012-08-10 Dispositif de commande de déplacement WO2013046959A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2011215910A JP2013075592A (ja) 2011-09-30 2011-09-30 走行制御装置
JP2011-215910 2011-09-30

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WO2013046959A1 true WO2013046959A1 (fr) 2013-04-04

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015207098A (ja) * 2014-04-18 2015-11-19 井関農機株式会社 作業情報記録装置
CN110217235A (zh) * 2019-06-27 2019-09-10 浙江吉利控股集团有限公司 一种用于车辆起步的控制方法及控制系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP6068560B2 (ja) * 2015-06-03 2017-01-25 株式会社シマノ 自転車用制御装置

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002137651A (ja) * 2000-11-02 2002-05-14 Daihatsu Motor Co Ltd 追従走行装置
JP2008094246A (ja) * 2006-10-11 2008-04-24 Toyota Motor Corp 車両用制動制御装置
JP2009040305A (ja) * 2007-08-10 2009-02-26 Denso Corp 車両用停止制御装置及び制御システム
JP2010132032A (ja) * 2008-12-02 2010-06-17 Denso Corp 走行制御装置及び走行制御プログラム
JP2011025720A (ja) * 2009-07-21 2011-02-10 Denso Corp 加速度制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002137651A (ja) * 2000-11-02 2002-05-14 Daihatsu Motor Co Ltd 追従走行装置
JP2008094246A (ja) * 2006-10-11 2008-04-24 Toyota Motor Corp 車両用制動制御装置
JP2009040305A (ja) * 2007-08-10 2009-02-26 Denso Corp 車両用停止制御装置及び制御システム
JP2010132032A (ja) * 2008-12-02 2010-06-17 Denso Corp 走行制御装置及び走行制御プログラム
JP2011025720A (ja) * 2009-07-21 2011-02-10 Denso Corp 加速度制御装置

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015207098A (ja) * 2014-04-18 2015-11-19 井関農機株式会社 作業情報記録装置
CN110217235A (zh) * 2019-06-27 2019-09-10 浙江吉利控股集团有限公司 一种用于车辆起步的控制方法及控制系统
CN110217235B (zh) * 2019-06-27 2020-07-24 浙江吉利控股集团有限公司 一种用于车辆起步的控制方法及控制系统

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