WO2013114625A1

WO2013114625A1 - Operation assist apparatus

Info

Publication number: WO2013114625A1
Application number: PCT/JP2012/052557
Authority: WO
Inventors: 真也山王堂; 宏忠大竹
Original assignee: トヨタ自動車株式会社
Priority date: 2012-02-03
Filing date: 2012-02-03
Publication date: 2013-08-08

Abstract

An operation assist apparatus (70) for assisting the operation of a vehicle (2) includes: a deceleration factor estimation device (1) that estimates a deceleration factor for the vehicle (2); and an operation assist control unit (53) that implements an operation assist with regard to stopping at a stop position by using the deceleration factor estimated by the deceleration factor estimation device (1). When the deceleration factor is not converged, the operation assist control unit (53) corrects the deceleration factor in a direction such that the assist start timing is delayed with respect to an operation assist calculated on the basis of the deceleration factor, and implements the operation assist by using the corrected deceleration factor.

Description

Driving assistance device

The present invention relates to a driving support device.

Conventionally, a driving support device that is mounted on a vehicle and supports driving of the vehicle is known. This driving assistance device determines the behavior of the vehicle based on various characteristics of the vehicle in order to assist the running of the vehicle. Here, various characteristics of the vehicle may vary depending on traveling conditions. Patent Document 1 describes a driving support device that supports a driver for an intersection. The driving support device has a running resistance estimating means for estimating a running resistance applied to the host vehicle, predicts an operation of an acceleration / deceleration instruction by the driver using the vehicle speed and the running resistance, and predicts the distance between the prediction result and the target position. When it is determined that driving support is necessary based on the detected operation, the driver is supported.

Further, as a device for detecting the characteristics of the vehicle that fluctuates, there are devices described in Patent Document 2 and Patent Document 3, for example. Patent Document 2 describes a system for calculating the running energy of a vehicle. This system calculates a gradient resistance, an air resistance, an acceleration resistance, and a rolling resistance based on the estimated traveling speed, a vehicle parameter, and a road parameter to obtain a traveling energy. Patent Document 3 describes a device for estimating the weight of a vehicle.

JP 2011-22643 A JP 2011-16465 A JP 10-104049 A

Here, the characteristics of the vehicle include a characteristic related to deceleration, that is, a characteristic that becomes resistance of traveling during traveling. The vehicle can appropriately control the vehicle by calculating these deceleration factors and performing various controls based on the calculation results. Some vehicle deceleration factors vary depending on conditions during travel. Examples of vehicle deceleration factors that vary according to the conditions during traveling include air resistance and rolling resistance described in Patent Document 2, and vehicle weight described in Patent Document 3. In

Patent Documents

2 and 3, each deceleration factor is estimated by calculating various conditions. However, the estimated deceleration factor may deviate from the actual deceleration factor, and the estimation accuracy may be lowered. .

As described in Patent Document 1, driving assistance can be executed with high accuracy by estimating a running resistance, that is, a deceleration factor, and performing driving assistance based on the estimated deceleration factor. Here, the deceleration factor is an estimated value. For this reason, if the estimated deceleration factor and the actual deceleration factor deviate from each other as described above, the driving assistance device may be an inappropriate assistance. Further, when driving assistance is performed based on the estimated value, there is a risk that the driving condition may be worse than when driving assistance is not performed.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a driving support device capable of performing more appropriate support.

In order to achieve the above-described object, the present invention provides a driving support device that uses a deceleration factor estimation device that estimates a deceleration factor of a vehicle, and the deceleration factor estimated by the deceleration factor estimation device, and a stop position. A driving support control unit that executes driving support related to stoppage, and the driving support control unit, when the deceleration factor has not converged, than the driving support calculated based on the deceleration factor The deceleration factor is corrected in a direction in which the support start timing is delayed, and the driving support is executed using the corrected deceleration factor.

In addition, it is preferable that the deceleration factor includes a vehicle weight, and the driving support control unit corrects the vehicle weight in a direction of decreasing when the vehicle weight has not converged.

In addition, it is preferable that the deceleration factor includes an air resistance coefficient, and the driving support control unit corrects the air resistance coefficient in a direction of increasing when the air resistance coefficient is not converged.

Further, it is preferable that the deceleration factor includes a road load, and the driving support control unit corrects the road load in a direction of increasing when the road load has not converged.

Further, it is preferable that the deceleration factor includes a vehicle weight, and the driving support control unit stops driving support when the estimated vehicle weight is equal to or greater than a threshold value.

The deceleration factor includes a vehicle weight, the driving support control unit includes a learning unit that learns the stop position, and the driving support control unit has the estimated vehicle weight equal to or greater than a threshold value. In this case, it is preferable to stop learning of the stop position.

In addition, when the driving support control unit determines that the deceleration factor converges and the slope of the traveling road surface is a downhill having a threshold value or more, the driving support control unit calculates the driving support based on the deceleration factor. However, it is preferable that the deceleration factor is corrected in a direction in which the support start timing becomes earlier, and the driving assistance is executed using the corrected deceleration factor.

Further, it is preferable that the driving support includes notifying the user of the timing for turning off the accelerator.

Further, it is preferable that the driving support control unit determines that the deceleration factor has converged when the amount of change per unit time of the deceleration factor is equal to or less than a threshold value.

Further, the deceleration factor estimation device has been acquired a driving force acquisition unit that acquires the driving force of the vehicle, a vehicle speed acquisition unit that acquires the vehicle speed of the vehicle, and an acceleration acquisition unit that acquires the acceleration of the vehicle. It is preferable to include a deceleration factor estimation unit that estimates a deceleration factor based on the relationship among the driving force, speed, and acceleration.

In addition, it is preferable that the deceleration factor estimation unit estimates the deceleration factor by analyzing the relationship between the deceleration factor, the driving force, the speed, and the acceleration using an equation of motion.

The present invention has an effect that more appropriate support can be executed.

FIG. 1 is a schematic configuration diagram illustrating a vehicle control system. FIG. 2 is a block diagram illustrating an example of a schematic configuration of the ECU, the deceleration factor estimation device, and the driving support device. FIG. 3 is an explanatory diagram schematically showing the force acting on the vehicle. FIG. 4 is an explanatory diagram showing the relationship between the estimated deceleration factor, speed, and acceleration. FIG. 5 is a flowchart illustrating an example of control by the ECU. FIG. 6 is a flowchart illustrating an example of control by the ECU. FIG. 7 is an explanatory diagram illustrating another relationship among the estimated deceleration factor, speed, and acceleration. FIG. 8 is an explanatory diagram illustrating another relationship among the estimated deceleration factor, speed, and acceleration. FIG. 9 is an explanatory diagram illustrating another relationship among the estimated deceleration factor, speed, and acceleration. FIG. 10 is an explanatory diagram showing the relationship between the calculation result of the vehicle weight and time. FIG. 11 is an explanatory diagram showing the relationship between the calculation result of the air resistance coefficient and time. FIG. 12 is an explanatory diagram showing the relationship between the load load calculation result and time. FIG. 13 is an explanatory diagram showing the relationship between the calculation result of the driving force and time. FIG. 14 is an explanatory diagram showing the relationship between the calculation result of the driving force and time. FIG. 15 is an explanatory diagram showing the relationship between the estimated deceleration factor, speed, and acceleration. FIG. 16 is an explanatory diagram showing the calculation result of the load / load. FIG. 17 is a flowchart illustrating an example of control by the ECU. FIG. 18 is a block diagram illustrating an example of a schematic configuration of the driving support control unit. FIG. 19 is a flowchart illustrating an example of control by the ECU. FIG. 20 is a flowchart illustrating an example of control by the ECU. FIG. 21 is a flowchart illustrating an example of control by the ECU. FIG. 22 is a flowchart illustrating an example of control by the ECU. FIG. 23 is a flowchart illustrating an example of control by the ECU.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

FIG. 1 is a schematic configuration diagram illustrating a vehicle control system, and FIG. 2 is a block diagram illustrating an example of a schematic configuration of an ECU, a deceleration factor estimation device, and a driving support device.

The driving support device 70 of the present embodiment is applied to a vehicle control system 3 mounted on a vehicle 2 as shown in FIG. The driving support device 70 of the present embodiment includes an ECU (Electronic Control Unit) 50 including the deceleration factor estimation device 1. The deceleration factor estimation device 1 includes an ECU 50. And the deceleration factor estimation apparatus 1 estimates a deceleration factor by performing various calculations by ECU50 according to a condition. The driving support device 70 estimates the running state using the deceleration factor estimated by the deceleration factor estimation device 1 by the ECU 50, and based on the result, the HMI device (support device) 4, the drive source (engine 5, MG6), etc. The driving of the vehicle 2 is supported by controlling and executing various driving assistances.

The vehicle control system 3 of the present embodiment is also a so-called hybrid system in which the engine 5 and the MG 6 are combined and used as a driving source for driving for driving the driving wheels of the vehicle 2 to rotate. That is, the vehicle 2 is a hybrid vehicle provided with the MG 6 in addition to the engine 5 as a travel drive source. While the vehicle 2 operates the engine 5 in the most efficient state as much as possible, the MG 6 that is a rotating electrical machine compensates for excess or deficiency of power and engine braking force, and further regenerates energy when decelerating. It is comprised so that improvement of may be aimed at.

Specifically, the vehicle control system 3 includes an HMI device 4, an engine 5 as an internal combustion engine, a motor generator (hereinafter sometimes referred to as “MG”) 6 as an electric motor, a transmission 7, a brake device 8, a battery. 9 etc. are included. In addition, the vehicle control system 3 includes a vehicle speed sensor 10, an acceleration sensor 11, a yaw rate sensor 12, an accelerator sensor 13, a brake sensor 14, and a GPS (Global Positioning System, Global Positioning System) device (hereinafter referred to as “GPS”). 15), wireless communication device 16, database (hereinafter also referred to as “DB”) 17, and the like.

The HMI device 4 is a support device that can output driving support information, which is information that supports driving of the vehicle 2, and is a device that provides driving support information to the driver. The HMI device 4 is an in-vehicle device and includes, for example, a display device (visual information display device), a speaker (sound output device), and the like provided in the vehicle interior of the vehicle 2. As the HMI device 4, an existing device such as a display device or a speaker of a navigation system may be used. The HMI device 4 provides information by voice information, visual information (graphic information, character information), etc. so as to realize improvement in fuel consumption, and guides the driving operation of the driver. The HMI device 4 supports the realization of the target value by the driving operation of the driver by providing such information. The HMI device 4 is electrically connected to the ECU 50 and controlled by the ECU 50. The HMI device 4 may include a haptic information output device that outputs haptic information such as handle vibration, seat vibration, pedal reaction force, and the like.

The vehicle control system 3 includes an engine 5, an MG 6, a transmission 7, a brake device 8, a battery 9, and the like as various actuators that realize traveling of the vehicle 2.

The engine 5 applies a driving force to the driving wheels of the vehicle 2 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation. The engine 5 consumes fuel as driving power to be applied to the drive wheels of the vehicle 2 and generates engine torque as engine torque. In short, the engine 5 is a heat engine that outputs thermal energy generated by burning fuel in the form of mechanical energy such as torque, and examples thereof include a gasoline engine, a diesel engine, and an LPG engine. The engine 5 includes, for example, a fuel injection device, an ignition device, a throttle valve device, and the like (not shown). These devices are electrically connected to the ECU 50 and controlled by the ECU 50. The output torque of the engine 5 is controlled by the ECU 50. The power generated by the engine 5 may be used for power generation in the MG 6.

MG6 is for applying a driving force to the wheels of the vehicle 2 in response to an acceleration request operation by the driver, for example, an accelerator pedal depression operation. The MG 6 converts electric energy into mechanical power as driving power to be applied to the driving wheels of the vehicle 2 to generate motor torque. MG6 is what is called a rotary electric machine provided with the stator which is a stator, and the rotor which is a rotor. The MG 6 is an electric motor that converts electric energy into mechanical power and outputs it, and also a generator that converts mechanical power into electric energy and recovers it. In other words, the MG 6 is driven by supplying electric power, functions as an electric motor that converts electric energy into mechanical energy and outputs it (power running function), and functions as a generator that converts mechanical energy into electric energy (regenerative function). Have both. The MG 6 is electrically connected to the ECU 50 through an inverter or the like that converts direct current and alternating current, and is controlled by the ECU 50. The output torque and power generation amount of the MG 6 are controlled by the ECU 50 via an inverter.

The transmission 7 is a power transmission device that shifts the rotational output of the engine 5 and the MG 6 and transmits it to the drive wheel side of the vehicle 2. The transmission 7 may be a so-called manual transmission (MT), a stepped automatic transmission (AT), a continuously variable automatic transmission (CVT), a multimode manual transmission (MMT), a sequential manual transmission (SMT). ), A so-called automatic transmission such as a dual clutch transmission (DCT). Here, the description will be made assuming that the transmission 7 is a continuously variable transmission using a planetary gear mechanism, for example. The transmission 7 is controlled by the ECU 50 with a transmission actuator or the like electrically connected to the ECU 50.

The brake device 8 applies a braking force to the wheels of the vehicle 2 in response to a braking request operation by the driver, for example, a depression operation of a brake pedal. The brake device 8 applies a braking force to a wheel rotatably supported on the vehicle body of the vehicle 2 by generating a predetermined frictional force (frictional resistance force) between frictional elements such as a brake pad and a brake disk, for example. . Thereby, the brake device 8 can brake the vehicle 2 by generating a braking force on the contact surface with the road surface of the wheel of the vehicle 2. The brake device 8 is controlled by the ECU 50 with a brake actuator or the like electrically connected to the ECU 50.

The battery 9 is a power storage device capable of storing electric power (electric storage) and discharging the stored electric power. The battery 9 is electrically connected to the ECU 50 and outputs signals related to various information to the ECU 50. The battery 9 of this embodiment detects SOC (State of Charge) as information on the state of charge, and outputs it to the ECU 50.

When the MG 6 functions as an electric motor, the electric power stored in the battery 9 is supplied via an inverter, and the supplied electric power is converted into driving power for the vehicle 2 and output. Further, when the MG 6 functions as a generator, the MG 6 is driven by input power to generate power, and the generated power is charged to the battery 9 via an inverter. At this time, the MG 6 can brake the rotation of the rotor (regenerative braking) by the rotational resistance generated in the rotor. As a result, at the time of regenerative braking, the MG 6 can generate a motor regenerative torque that is a negative motor torque to the rotor by regenerating electric power, and as a result, can apply a braking force to the drive wheels of the vehicle 2. . That is, in the vehicle control system 3, mechanical power is input to the MG 6 from the drive wheel of the vehicle 2, and the MG 6 generates electric power by regeneration, whereby the kinetic energy of the vehicle 2 can be recovered as electric energy. . And the vehicle control system 3 can perform regenerative braking by MG6 by transmitting the mechanical power (negative motor torque) which arises in the rotor of MG6 in connection with this to a driving wheel. In this case, in the vehicle control system 3, when the regeneration amount (power generation amount) by the MG 6 is relatively small, the generated braking force is relatively small, and the deceleration acting on the vehicle 2 is relatively small. Become. On the other hand, in the vehicle control system 3, when the regeneration amount (power generation amount) by the MG 6 is relatively increased, the generated braking force is relatively increased and the deceleration acting on the vehicle 2 is relatively increased. .

The vehicle speed sensor 10, the acceleration sensor 11, the yaw rate sensor 12, the accelerator sensor 13, and the brake sensor 14 are input to the traveling state of the vehicle 2 and the vehicle 2 by the driver (driver input), that is, actual operation of the vehicle 2 by the driver. It is the state detection apparatus which detects the state quantity and physical quantity regarding. The vehicle speed sensor 10 detects the vehicle speed of the vehicle 2 (hereinafter sometimes referred to as “vehicle speed”). The acceleration sensor 11 detects the acceleration of the vehicle 2. Note that the acceleration sensor 11 of the present embodiment detects at least the longitudinal acceleration of the vehicle 2. The yaw rate sensor 12 detects the yaw rate of the vehicle 2. The accelerator sensor 13 detects an accelerator opening that is an operation amount (depression amount) of the accelerator pedal by the driver. The brake sensor 14 detects an operation amount (depression amount) of the brake pedal by the driver, for example, a master cylinder pressure. The vehicle speed sensor 10, the acceleration sensor 11, the yaw rate sensor 12, the accelerator sensor 13, and the brake sensor 14 are electrically connected to the ECU 50 and output detection signals to the ECU 50.

The GPS device 15 is a device that detects the current position of the vehicle 2. The GPS device 15 receives a GPS signal output from a GPS satellite, and measures and calculates GPS information (X coordinate; X, Y coordinate; Y) that is position information of the vehicle 2 based on the received GPS signal. The GPS device 15 is electrically connected to the ECU 50 and outputs a signal related to GPS information to the ECU 50.

The wireless communication device 16 is a prefetch information acquisition device that acquires prefetch information regarding travel of the vehicle 2 using wireless communication. The wireless communication device 16 is, for example, a road-to-vehicle communication device (roadside device) such as an optical beacon installed on the roadside, a vehicle-to-vehicle communication device mounted on another vehicle, VICS (registered trademark) (Vehicle Information and Communication System: Road traffic information communication system) Prefetching information is acquired using wireless communication from a device that exchanges information using a communication infrastructure such as the Internet via a center or the like. The wireless communication device 16 acquires, for example, preceding vehicle information, subsequent vehicle information, signal information, construction / traffic regulation information, traffic jam information, emergency vehicle information, information on an accident history database, and the like as prefetch information. For example, the signal information includes position information of a traffic signal ahead of the vehicle 2 in the traveling direction, signal cycle information such as a green signal, a yellow signal, and a red signal lighting cycle and signal change timing. The wireless communication device 16 is electrically connected to the ECU 50 and outputs a signal related to the prefetch information to the ECU 50.

The database 17 stores various information. The database 17 stores map information including road information, various information and learning information obtained by actual traveling of the vehicle 2, prefetched information acquired by the wireless communication device 16, and the like. For example, the road information includes road gradient information, road surface state information, road shape information, restricted vehicle speed information, road curvature (curve) information, temporary stop information, stop line position information, and the like. Information stored in the database 17 is appropriately referred to by the ECU 50, and necessary information is read out. Although this database 17 is illustrated as being mounted on the vehicle 2 here, the database 17 is not limited to this, and is provided in an information center or the like outside the vehicle 2 and appropriately referred to by the ECU 50 via wireless communication or the like. The necessary information may be read out. The database 17 according to the present embodiment accumulates, as learning information, information on a position where the vehicle 2 has stopped at a traffic light or an intersection provided with a reference stop position such as a stop line (actual stop position). The database 17 stores actual stop position information for each reference stop position.

The ECU 50 is a control unit that performs overall control of the vehicle control system 3 and is configured as an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface, for example. The ECU 50 stores the detection results detected by the vehicle speed sensor 10, the acceleration sensor 11, the yaw rate sensor 12, the accelerator sensor 13, and the brake sensor 14, the GPS information acquired by the GPS device 15, the prefetch information acquired by the wireless communication device 16, and the database 17. Electric signals corresponding to various stored information, driving signals of each unit, control commands, and the like are input. The ECU 50 controls the HMI device 4, the engine 5, the MG 6, the transmission 7, the brake device 8, the battery 9, and the like according to these input electric signals and the like. For example, the ECU 50 executes drive control of the engine 5, drive control of the MG 6, shift control of the transmission 7, brake control of the brake device 8, and the like based on the accelerator opening, the vehicle speed, and the like. Further, the ECU 50 can realize various vehicle travels (travel modes) in the vehicle 2 by using the engine 5 and the MG 6 together or selectively depending on the driving state, for example.

Further, for example, the ECU 50 can detect the ON / OFF of the accelerator operation, which is an acceleration request operation for the vehicle 2 by the driver, and the accelerator opening based on the detection result by the accelerator sensor 13. Similarly, the ECU 50 can detect ON / OFF of a brake operation, which is a brake request operation for the vehicle 2 by the driver, based on a detection result by the brake sensor 14, for example. The state where the accelerator operation by the driver is OFF is a state where the driver cancels the acceleration request operation for the vehicle 2, and the state where the accelerator operation by the driver is ON is the state where the driver performs the operation for the vehicle 2. The acceleration request operation is being performed. Similarly, the state in which the brake operation by the driver is OFF is a state in which the driver releases the braking request operation for the vehicle 2, and the state in which the brake operation by the driver is ON is the state in which the driver is in the vehicle 2. This is a state in which a braking request operation is being performed on. Further, the ECU 50 detects the driver request power based on the accelerator opening.

Hereinafter, an example of a schematic configuration of the ECU 50 will be described with reference to the block diagram of FIG. As shown in FIG. 2, the ECU 50 includes a vehicle characteristic calculation unit 51, a storage unit 52, a driving support control unit 53, and a vehicle behavior stability control detection unit 54.

The vehicle characteristic calculation unit 51, the storage unit 52, and the vehicle behavior stability control detection unit 54 are included in the deceleration factor estimation device 1. In addition to the ECU 50, the deceleration factor estimation device 1 may include various sensors that detect the vehicle state and various information acquisition units that supply surrounding information. The deceleration factor estimation apparatus 1 does not include various sensors that detect the vehicle state and various information acquisition units that supply surrounding information, and includes various sensors that detect the vehicle state and various information acquisition units that supply surrounding information. The communication part which acquires information may be included as an acquisition part.

Further, the deceleration factor estimation device 1 and the driving support control unit 53 are included in the driving support device 70. The driving support device 70 includes a drive source such as the engine 5 and MG 6 (not shown) and the HMI device 4 in addition to the ECU 50. The driving support device 70 may include various sensors that detect the vehicle state and various information acquisition units that supply surrounding information, as with the deceleration factor estimation device 1. Similar to the deceleration factor estimation device 1, the driving support device 70 does not include various sensors that detect the vehicle state, various information acquisition units that supply surrounding information, and various sensors that detect the vehicle state, and surrounding information. A communication unit that acquires information from various information acquisition units that supply information may be included as an acquisition unit.

Here, the vehicle characteristic calculation unit 51, the driving support control unit 53, and the vehicle behavior stability control detection unit 54 of the ECU 50 are connected to an engine control ECU, a CAN (Control Area Network) 56 constructed as an in-vehicle network. It is connected to an actuator ECU and sensors that control various actuators such as an MG control ECU, a transmission control ECU, a brake control ECU, and a battery control ECU. The vehicle characteristic calculation unit 51, the driving support control unit 53, and the vehicle behavior stability control detection unit 54 acquire control values of various actuators and sensor detection values as vehicle information via the CAN 56.

The vehicle characteristic calculation unit 51 calculates various characteristics of the vehicle 2, that is, a deceleration factor of the vehicle 2 in this embodiment. Specifically, the vehicle characteristic calculation unit 51 acquires various information via the CAN 56, and estimates the deceleration factor of the vehicle 2 by analyzing the acquired information.

The vehicle characteristic calculation unit 51 includes a vehicle speed calculation unit (vehicle speed acquisition unit) 60, an acceleration calculation unit (acceleration acquisition unit) 61, a driving force calculation unit (driving force acquisition unit) 62, a vehicle weight calculation unit 63, and an air A resistance calculation unit 64, a road load calculation unit 65, a vehicle weight abnormality determination unit 66, a filtering calculation unit 67, and an estimation processing control unit 68 are included. The deceleration factor estimation device 1 includes a vehicle weight calculation unit 63 of the vehicle characteristic calculation unit 51, an air resistance calculation unit 64, a load / load calculation unit 65, a vehicle weight abnormality determination unit 66, and an environment-induced RL (road load) calculation. The configuration including the unit 67 and the estimation process control unit 68 is a deceleration factor estimation unit. The vehicle speed calculation unit 60, the acceleration calculation unit 61, and the driving force calculation unit 62 acquire various parameters used for estimating a deceleration factor.

The vehicle speed calculation unit 60 is a calculation unit that acquires the vehicle speed of the vehicle 2. The vehicle speed calculation unit 60 can acquire the vehicle speed of the vehicle 2 by acquiring the detection value of the vehicle speed sensor 10 via the CAN 56. The vehicle speed calculation unit 60 may acquire the acquired detection value of the vehicle speed sensor 10 as it is as the vehicle speed of the vehicle 2, or may calculate the detection value of the vehicle speed sensor 10 to acquire the vehicle speed of the vehicle 2. Good.

The acceleration calculation unit 61 is a calculation unit that acquires the acceleration of the vehicle 2. The acceleration calculation unit 61 can acquire the acceleration of the vehicle 2 by acquiring the detection value of the acceleration sensor 11 via the CAN 56. The acceleration calculation unit 61 may acquire the acquired detection value of the acceleration sensor 11 as it is as the vehicle speed of the vehicle 2 or may calculate the detection value of the acceleration sensor 11 to acquire the vehicle speed of the vehicle 2. Good. Further, the acceleration calculation unit 61 may calculate the acceleration without using the detection value of the acceleration sensor 11. For example, the acceleration calculation unit 61 may acquire the acceleration by differentiating the vehicle speed detected by the vehicle speed sensor 10.

The driving force calculation unit 62 is a calculation unit that acquires the driving force of the vehicle 2. The driving force calculation unit 62 can acquire the driving force of the vehicle 2 by acquiring the detection values of the driving conditions of the engine 5 and the MG 6 via the CAN 56 and calculating the detection values. For example, the driving force calculation unit 62 can calculate the number of revolutions of the engine 5 and the output of the MG 6 based on various conditions. In addition, the driving force calculating unit 62 acquires and calculates the values of loads (engine brake and regenerative brake) generated in the engine 5 and MG 6 when the vehicle is decelerating and when the driver is not performing a brake operation. You may get power. Further, the driving force calculation unit 62 may acquire the detection value of the accelerator sensor 13, that is, the accelerator opening, via the CAN 56, and may acquire the driving force of the vehicle 2 from the acquired accelerator opening.

The vehicle weight calculation unit 63 is a calculation unit that estimates the vehicle weight. The air resistance calculation unit 64 is a calculation unit that estimates an air resistance coefficient. The load / load operation unit 65 is an operation unit that estimates load / load. Calculations executed by the vehicle weight calculation unit 63, the air resistance calculation unit 64, and the road load calculation unit 65 will be described later. Here, road load (running resistance) is resistance generated between the drive source and the road surface, and a drive system that transmits road resistance generated between the tire and the road surface and driving force generated by the drive source. The resistance (mechanical loss) etc. generated in is included. As described above, the vehicle characteristic calculation unit 51 of the present embodiment has the vehicle weight, the air resistance coefficient, and the road load estimated by the vehicle weight calculation unit 63, the air resistance calculation unit 64, and the road load calculation unit 65 as deceleration factors. Become.

The vehicle weight abnormality determination unit 66 determines whether the estimated vehicle weight is abnormal. The vehicle weight abnormality determination unit 66 acquires the estimated vehicle weight from the vehicle weight calculation unit 63, and determines that the vehicle weight is abnormal when the estimated vehicle weight exceeds a threshold value. The vehicle weight abnormality determination unit 66 sends the determination result to the estimation process control unit 68. The vehicle weight abnormality determination unit 66 may be provided integrally with the estimation processing control unit 68.

The filtering operation unit (environment-derived RL (load load) operation unit) 67 performs a filtering process on the estimated load load data calculated by the load load operation unit 65 to extract a predetermined frequency component. Specifically, the filtering calculation unit 67 performs a filtering process on the estimated road load data and extracts a predetermined frequency component to extract a vehicle-derived road load component. Further, the filtering operation unit extracts the environment-induced load / load component by processing the extracted component. The vehicle-derived road load component is a component including a resistance (mechanical loss) generated in a drive system that transmits a driving force generated by a drive source in the road load. The environment-induced road load component is a component including road resistance generated between the tire and the road surface in the road load. The process of extracting the vehicle-derived road load component and the environment-derived road load component by the filtering operation unit 67 will be described later.

The estimation processing control unit 68 controls processing of each unit of the vehicle characteristic calculation unit 51. The estimation processing control unit 68 determines whether or not to execute the process of estimating the vehicle weight by the vehicle weight calculation unit 63 based on the vehicle speed acquired by the vehicle speed calculation unit 60 and the acceleration acquired by the acceleration calculation unit 61. It is determined whether or not the process of estimating the air resistance coefficient is executed by the resistance calculation unit 64 and whether or not the process of estimating the load load is executed by the load / load calculation unit 65, and various deceleration factors are estimated based on the determination. Execute the process. Further, the estimation processing control unit 68 determines whether or not to stop the estimation of the air resistance coefficient and the load load based on the environment-induced load load component. Processing executed by the estimation processing control unit 68 will be described later.

Next, the storage unit 52 stores values calculated by the vehicle characteristic calculation unit 51 and values necessary for various calculations. The storage unit 52 stores at least an estimated value of the deceleration factor currently calculated. In the present embodiment, the storage unit 52 is provided in the ECU 50, but necessary information may be stored in the database 17.

Next, the driving support control unit 53 is, for example, a calculation unit compatible with ITS (Intelligent Transport Systems, Intelligent Transportation System), and includes a calculation unit for performing infrastructure cooperation and NAVI cooperation. The driving support control unit 53 executes prefetch information eco driving support processing that utilizes so-called prefetch information. That is, the vehicle control system 3 supports eco-driving (eco-driving) by using the pre-read information and causing the driving support control unit 53 to perform driving with a high fuel efficiency improvement effect. As a result, the vehicle control system 3 can suppress fuel consumption and improve fuel efficiency. The driving support control unit 53 outputs driving support information to the HMI device 4 to guide and support the operation by the driver for the purpose of supporting eco-driving by the driver. Moreover, the driving assistance control part 53 performs ON / OFF switching of the engine at the time of driving | running | working stop as driving assistance.

Based on various information acquired via the CAN 56, for example, the position information acquired by the GPS device 15, the signal cycle of the passing traffic signal acquired by the wireless communication device 16, etc., the driving support control unit 53 Get information on the route to travel. Further, the driving support control unit 53 acquires the current traveling state (vehicle speed, remaining battery level, etc.) via the CAN 56. The driving support control unit 53 can execute driving support by using information on a route on which the vehicle 2 will travel in the future, the current driving state, and each deceleration factor calculated by the deceleration factor estimating device 1.

The driving support control unit 53 controls the engine 5 according to the situation and executes various driving support, thereby providing a driving effect that is highly fuel efficient and that is comfortable for the driver. Specifically, the driving support control unit 53 acquires information on stop positions such as traffic lights and intersections, and determines whether it is necessary to stop in the traveling direction. When it is determined that the vehicle 2 is to be stopped, the driving support control unit 53 specifies the target stop position from the information on the position of the stop line at the traffic light, the intersection, etc., the traveling speed of the vehicle 2 that is traveling, the target stop of the target On / off of the engine 5 is controlled based on the distance to the position and the driver request power input by the driver's operation.

In addition, the driving support control unit 53 controls the HMI device 4 according to the situation and outputs various driving support information, thereby assisting the driver to drive with a high fuel efficiency improvement effect. The driving support control unit 53 outputs various driving support information from the HMI device 4 based on the target driving state amount of the vehicle 2 that is running, so that the driving operation recommended for the driver, typically Provides guidance support that encourages driving with changes. Here, the target travel state quantity is typically a target travel state quantity of the vehicle 2 at a predetermined point or a predetermined timing in the traveling vehicle 2. The driving support control unit 53 controls the HMI device 4 based on the target travel state quantity at a predetermined point or at a predetermined timing, causes the driving support information to be output from the HMI device 4, and is recommended to the driver. Driving assistance is performed so that the running state quantity of the vehicle 2 becomes the target running state quantity at a predetermined point and timing by providing assistance for prompting the driving action.

The driving support control unit 53 is not limited to the one that outputs driving assistance information for guiding an accelerator OFF operation or a brake ON operation as visual information. For example, the deceleration factor estimation apparatus 1 may output driving support information as audio information, tactile information, or the like, and may be configured to appropriately change the modes of the audio information and tactile information. The configuration of the driving support control unit 53 of this embodiment will be described later.

The vehicle behavior stabilization control detection unit 54 detects whether control for stabilizing the behavior of the vehicle, mainly control of braking force, is being executed. Controls for stabilizing the behavior of the vehicle include ABS (Anti-lock Brake System) control, VCS (Vehicle Control System) control, TRC (Traction Control System) control, and the like. The TRC control is also referred to as TCS (Traction Control System) control or TCL (Traction Control) control. The vehicle behavior stability control detection unit 54 determines whether various controls are executed based on the vehicle information acquired from the CAN 56. The vehicle behavior stability control detection unit 54 sends the detection result to the estimation processing control unit 68 and the driving support control unit 53 of the vehicle characteristic calculation unit 51.

Next, an example of processing of the deceleration factor estimation apparatus 1 will be described with reference to FIGS. First, the deceleration factor estimated by the deceleration factor estimation device 1 will be described. FIG. 3 is an explanatory diagram schematically showing the force acting on the vehicle. When the force acting on the vehicle 2 during traveling is applied to the equation of motion, the following equation 1 is obtained.

Here, F is the driving force, Gx is the acceleration, M is the vehicle weight (vehicle weight), K is the air resistance coefficient, Vx is the vehicle speed, and RL is the road It is a load. Each parameter of the above formula is positive in the direction of the arrow in FIG. 3 when the vehicle 2 is traveling forward at the vehicle speed Vx. In addition, when the driving force F is generated from the driving source, the traveling vehicle 2 basically generates air resistance and road load so as to decelerate, that is, in a direction opposite to the direction of the driving force F of the vehicle 2. . For this reason, the values of K and RL are basically negative values. Further, as the vehicle weight M increases, the acceleration decreases.

The deceleration factor estimation device 1 can calculate the value of the remaining one term by determining four terms out of the five terms of the above formula 1. Here, among the terms of the above formula, the acceleration Gx, the vehicle speed Vx, and the driving force F can be obtained by obtaining each detected value of the vehicle or calculating each detected value of the vehicle. It is. For this reason, the deceleration factor estimation apparatus 1 can estimate the value of the remaining one deceleration factor by determining the values of the two deceleration factors among the vehicle weight M, the air resistance coefficient K, and the road load RL. it can.

Here, the estimation processing control unit 68 of the deceleration factor estimation apparatus 1 of the present embodiment determines a deceleration factor term to be estimated based on the acceleration Gx and the vehicle speed Vx. That is, when the acceleration Gx and the vehicle speed Vx satisfy the predetermined conditions, the estimation process control unit 68 performs a deceleration factor estimation process that satisfies the conditions. Therefore, when the acceleration Gx and the vehicle speed Vx do not satisfy the conditions for estimating the deceleration factor, the estimation process control unit 68 does not perform the deceleration factor estimation process.

FIG. 4 is an explanatory diagram showing the relationship between the estimated deceleration factor, speed, and acceleration. Here, in FIG. 4, the vertical axis represents the acceleration Gx [m / s ² ], and the horizontal axis represents the vehicle speed Vx [km / h]. Further, accelerations A ₁ , A ₂ , A ₃ , speeds B ₁ , B ₂ , B ₃ are threshold values. As an example, the acceleration A ₂ can be set to 1.0 [m / s ² ], and the speed B ₂ can be set to 50.0 [km / h]. In the present embodiment, the acceleration A ₁ and the speed B ₁ are each a first threshold value, the acceleration A ₂ and the speed B ₂ are each a second threshold value, and the first threshold value <the second threshold value. It becomes.

When the acceleration Gx is greater than the acceleration A ₂ (second threshold value) and less than the acceleration A ₃ and the vehicle speed Vx is less than the vehicle speed B ₁ (first threshold value), When the traveling condition of 4 is included in the region 90, the vehicle weight M1 is estimated among the deceleration factors. Here, M1 is the estimated vehicle weight. The vehicle weight M1 is calculated by the following formula 2.

When the acceleration Gx is greater than the acceleration A ₂ (second threshold value) and less than the acceleration A ₃ and the vehicle speed Vx is less than the vehicle speed B ₁ (first threshold value), Vx ² Since the term becomes smaller, the influence of the Vx ² term in the above equation becomes smaller. The acceleration Gx is for greater than _{A 2,} is also reduced influence relatively RL. Therefore, the estimation processing control unit 68, the acceleration Gx is greater than the acceleration A ₃ from the acceleration A _2, when the vehicle speed Vx is less than the vehicle speed B _1, while reducing the influence of the error of the other decelerating factors, vehicle The weight M1 can be estimated. K and RL are estimated values (previous values) calculated in the current state read from the storage unit 52. In the present embodiment has set the acceleration A ₃ as the upper limit of the acceleration to perform estimation, it is not necessary to set an upper limit of the acceleration.

Next, when the acceleration Gx is less than the acceleration A ₁ (first threshold) and the vehicle speed Vx is greater than the vehicle speed B ₂ (second threshold) and less than the vehicle speed B ₃ That is, when the traveling condition of FIG. 4 is included in the region 94, the air resistance coefficient K1 is estimated among the deceleration factors. Here, K1 is an estimated air resistance coefficient. The air resistance coefficient K1 is calculated by the following formula 3.

Acceleration Gx is less than the acceleration _{A 1,} if the vehicle speed Vx is greater than the vehicle speed _{B 3} from the vehicle speed _{B 2,} influential term of Gx of the above formula is smaller than the section of Vx ^2. Further, since the vehicle speed Vx is greater than the vehicle speed _{B 2,} also decreases the influence of the relatively RL. Therefore, the estimation processing control unit 68, the acceleration Gx is less than the acceleration A _1, if the vehicle speed Vx is greater than the vehicle speed B ₃ from the vehicle speed B _2, while reducing the influence of the error of the other reduction factors, air The resistance coefficient K1 can be estimated. M and RL are estimated values (previous values) calculated in the current state read from the storage unit 52. In the present embodiment has set the speed B ₃ as the upper limit of speed to perform the estimation, it is not necessary to set an upper limit speed.

Next, when the acceleration Gx is less than the acceleration A ₁ (first threshold value) and the vehicle speed Vx is less than the speed B ₁ (first threshold value), that is, the driving condition in FIG. Is included in the region 92, the load load RL1 is estimated among the deceleration factors. Here, RL1 is the estimated load. The load load RL1 is calculated by the following equation 4.

Acceleration Gx is less than the acceleration _{A 1,} if the vehicle speed Vx is less than the speed _{B 1,} influence on F both terms and Gx term Vx ² is reduced. Therefore, the estimation processing control unit 68, the acceleration Gx is less than the acceleration A _1, if the vehicle speed Vx is less than the speed B _1, while reducing the influence of the error of the other reduction factors, to estimate the road load RL1 be able to. M and K are estimated values (previous values) calculated in the current state read from the storage unit 52.

Next, an example of a processing procedure performed by the estimation processing control unit 68 will be described with reference to FIG. FIG. 5 is a flowchart showing an example of control by the ECU 50. The estimation processing control unit 68 performs various processing determinations based on the values calculated by the units of the vehicle characteristic calculation unit 51 and the state of the vehicle 2 acquired from the CAN 56, and controls the operations of the units of the vehicle characteristic calculation unit 51. Thus, the process shown in FIG. 5 can be executed.

The estimation process control unit 68 determines whether the estimation condition is satisfied as step S12. Here, the estimation condition is determined based on the shift position, the vehicle speed, and the yaw rate. The shift position can be acquired by detecting the state of the transmission 7 via the CAN 56. The estimation processing control unit 68 estimates when the shift position is drive, the vehicle speed Vx is greater than 0 (0 <Vx), and the yaw rate YR is less than the threshold (YR <threshold). It is determined that the condition is satisfied. That is, the estimation process control unit 68 determines that the estimation condition is satisfied when the vehicle 2 is moving and is not bent more than the threshold value in a state where the driving force of the driving source is transmitted. If the estimation process control unit 68 determines in step S12 that the estimation condition is not satisfied (No), the process ends.

If it is determined in step S12 that the estimation condition is satisfied (Yes), the estimation processing control unit 68 determines whether the vehicle speed Vx <the first threshold value in step S14, that is, the vehicle speed Vx is the first threshold value ( For example, it is determined whether the speed is less than B ₁ ). If it is determined in step S14 that Vx <the first threshold value (Yes), the estimation process control unit 68 proceeds to step S16, where Vx <the first threshold value is not satisfied (No), that is, Vx ≧ first. When it determines with it being a threshold value, it progresses to step S27.

When it is determined Yes in step S14, the estimation processing control unit 68 determines whether acceleration Gx <the first threshold value, that is, the acceleration Gx is smaller than the first threshold value (for example, acceleration A ₁ ) as step S16. . If the estimation processing control unit 68 determines in step S16 that the acceleration Gx is not the first threshold value (No), that is, the acceleration Gx ≧ the first threshold value, the process proceeds to step S17, where the acceleration Gx <the first threshold value. When it determines with it being a threshold value (Yes), it progresses to step S24.

If it is determined No in step S16, the estimation processing control unit 68 determines whether or not the second threshold value <acceleration Gx, that is, the acceleration Gx is greater than the second threshold value (for example, acceleration A ₂ ) as step S17. . If it is determined in step S17 that the second threshold value <the acceleration Gx is not satisfied (No), that is, the acceleration Gx ≦ the second threshold value, the estimation process control unit 68 ends the present process. That is, when the vehicle speed Vx is less than the first threshold value and the acceleration Gx is greater than or equal to the first threshold value and less than or equal to the second threshold value, the estimation process control unit 68, for example, has a traveling condition of the region 90 in FIG. If it is between the region 92, the present process is terminated without performing estimation. If the estimation process control unit 68 determines that the second threshold value <the acceleration Gx (Yes), the process proceeds to step S18. Note that the estimation processing control unit 68, when it is determined Yes at step S17, it is determined whether the acceleration Gx <third threshold (e.g., acceleration _{A 3),} when the acceleration Gx <Third threshold However, the process may proceed to step S18.

The estimation process control part 68 will determine whether it is under non-braking as step S18, when it determines with Yes at step S17. That is, it is determined whether or not the brake operation is detected by the brake sensor 14. If the estimation process control unit 68 determines that the brake operation is not being performed in step S18 (No), that is, if the brake operation is detected by the brake sensor 14, the process ends. That is, when the brake operation is being executed, the estimation process control unit 68 ends this process without performing estimation. If it is determined in step S18 that the vehicle is not being braked (Yes), that is, the brake sensor 14 has not detected a brake operation, the estimation processing control unit 68 estimates the vehicle weight M1 in step S20. Here, the estimation of the vehicle weight M1 is performed by the vehicle weight calculation unit 63 using the above-described formula. After estimating the vehicle weight M1 in step S20, the estimation process control unit 68 stores the vehicle weight M1 estimated in step S22 in the storage unit 52, and ends this process.

The estimation process control part 68 will estimate load load RL1 as step S24, when it determines with Yes at step S16. Here, the estimation of the load load RL1 is executed by the load load calculation unit 65 using the above-described formula. After estimating the load load RL1 in step S24, the estimation process control unit 68 stores the load load RL1 in the storage unit 52 as step S26, and ends this process.

When it is determined No in step S14, the estimation process control unit 68 determines whether or not the second threshold value <the vehicle speed Vx, that is, the vehicle speed Vx is greater than the second threshold value (for example, the speed B ₂ ) as step S27. . If it is determined in step S27 that the second threshold value <the vehicle speed Vx is not satisfied (No), that is, the vehicle speed Vx ≦ the second threshold value, the estimation process control unit 68 ends this process. That is, when the vehicle speed Vx is not less than the first threshold value and not more than the second threshold value, for example, when the traveling condition is between the region 92 and the region 94 in FIG. This processing is terminated without performing it. If the estimation process control unit 68 determines that the second threshold value <the vehicle speed Vx (Yes), the process proceeds to step S28. Note that the estimation processing control unit 68, when it is determined Yes at step S27, determines whether the vehicle speed Vx <third threshold (e.g., rate _{B 3),} when a vehicle speed Vx <Third threshold However, the process may proceed to step S28.

When it is determined Yes in step S27, the estimation processing control unit 68 determines whether acceleration Gx <first threshold value, that is, the acceleration Gx is smaller than the first threshold value (for example, acceleration A ₁ ) as step S28. . If it is determined in step S28 that the acceleration Gx is not the first threshold value (No), that is, the acceleration Gx ≧ the first threshold value, the estimation processing control unit 68 ends this processing.

The estimation process control part 68 will estimate the air resistance coefficient K1 as step S30, when it determines with it being acceleration Gx <1st threshold value (Yes) at step S28. Here, the estimation of the air resistance coefficient K1 is executed by the air resistance calculation unit 64 using the above-described formula. After estimating the air resistance coefficient K1 in step S30, the estimation process control unit 68 stores the air resistance coefficient K1 in the storage unit 52 as step S32, and ends this process.

Here, the estimation processing control unit 68 estimates the vehicle weight M1 when the acceleration Gx and the vehicle speed Vx are within the predetermined ranges and in the non-braking state in the flowchart shown in FIG. In other words, the estimation processing control unit 68 adds the traveling condition for estimating the vehicle weight M1 to the range of the acceleration Gx and the vehicle speed Vx, and determines that the vehicle is not being braked. The estimation process control unit 68 may add the traveling condition for estimating the road load RL1 to the range of the acceleration Gx and the vehicle speed Vx, so that the vehicle is not being braked. That is, the estimation processing control unit 68 may estimate the road load RL1 when the acceleration Gx and the vehicle speed Vx are in a predetermined range and the vehicle is not braked.

Next, the estimation processing control unit 68 of the deceleration factor estimation apparatus 1 determines whether the estimated value of the vehicle weight has converged or whether the estimated value of the air resistance coefficient has converged or not. 1. Change the threshold value. Hereinafter, the setting process of the 1st threshold value of an acceleration and a speed is demonstrated.

FIG. 6 is a flowchart showing an example of control by the ECU. Hereinafter, the setting process of the 1st threshold value of an acceleration and a speed is demonstrated using FIG. In step S50, the estimation processing control unit 68 determines whether M1 has converged, that is, whether the vehicle weight M1, which is an estimated value, has converged. For example, the estimation processing control unit 68 determines that the vehicle weight M1 has converged when the amount of change per unit time of the vehicle weight M1 that is the estimated value is equal to or less than the threshold value, and the vehicle weight M1 that is the estimated value. When the amount of change per unit time is larger than the threshold value, it is determined that the vehicle weight M1 has not converged. Note that the criteria for determining the convergence of the vehicle weight M1 are not limited to this, and various criteria used for determining the convergence of the calculated value can be used.

When it is determined in step S50 that the vehicle weight M1 has converged (Yes), the estimation processing control unit 68 sets the first threshold value of the speed to the speed B ₁ ′ in step S52, and proceeds to step S56. Estimation processing control unit 68, when it is determined that the vehicle weight M1 has not converged in the step S50 (No), Step S54, the first threshold speed to the speed _{B 1,} the process proceeds to step S56. Here, the speed B ₁ ′ is higher than the speed B ₁ . That is, when it is determined that the vehicle weight M1 has converged, the estimation processing control unit 68 sets the first threshold value of the speed to be higher than that in the case where the vehicle weight M1 has not converged.

After determining the first threshold value of the speed in step S52 or step S54, the estimation processing control unit 68 determines in step 56 whether K1 has converged, that is, whether the air resistance coefficient K1, which is an estimated value, has converged. judge. For example, the estimation processing control unit 68 determines that the air resistance coefficient K1 has converged when the amount of change per unit time of the air resistance coefficient K1 that is the estimated value is equal to or less than the threshold value, and the air that is the estimated value. When the change amount per unit time of the resistance coefficient K1 is larger than the threshold value, it is determined that the air resistance coefficient K1 has not converged. Note that the criterion for determining the convergence of the air resistance coefficient K1 is not limited to this, and various criteria used for determining the convergence of the calculated value can be used.

If it is determined in step S56 that the air resistance coefficient K1 has converged (Yes), the estimation processing control unit 68 sets the first threshold value of acceleration as the acceleration A ₁ ′ and ends this processing in step S58. . If it is determined in step S56 that the air resistance coefficient K1 has not converged (No), the estimation process control unit 68 sets the first threshold value of acceleration to the speed A1 in step S60, and ends this process. Here, the acceleration A ₁ ′ is an acceleration higher than the acceleration A ₁ . That is, when it is determined that the air resistance coefficient K1 has converged, the estimation process control unit 68 sets the first acceleration threshold to a higher acceleration than when the air resistance coefficient K1 has not converged.

Here, FIGS. 7 to 9 are explanatory diagrams showing other relationships among estimated deceleration factors, speeds and accelerations, respectively. The estimation process control unit 68 sets the first threshold value for acceleration and the first threshold value for speed in the process of FIG. 6, so that the deceleration factor converges within the range of the driving condition for estimating each deceleration factor. It can be changed depending on the situation.

Estimation processing control unit 68 is not vehicle weight M1 converges (not converged), the air resistance coefficient K1 is not converged (not converged), the first threshold acceleration A ₁ next to the acceleration, velocity the first threshold is the speed _{B 1} of the. In this case, as shown in FIG. 4 described above, the estimation processing control unit 68 estimates the vehicle weight M1 based on the travel conditions in the region 90, estimates the road load RL1 based on the travel conditions in the region 92, and travel conditions in the region 94. To estimate the air resistance coefficient K1.

Next, when the vehicle weight M1 has converged and the air resistance coefficient K1 has not converged (not yet converged), the estimation processing control unit 68 sets the acceleration first threshold value to the acceleration A ₁ ′, the first threshold is the speed _{B 1.} In this case, as shown in FIG. 7, the estimation processing control unit 68 estimates the vehicle weight M1 based on the traveling conditions in the region 90, estimates the road load RL1 based on the traveling conditions in the region 92a, and air in the traveling conditions in the region 94a. The resistance coefficient K1 is estimated. Here, the acceleration _{A 1} 'is a higher acceleration than the acceleration _{A 1,} a lower acceleration than the acceleration _{A 2.} For this reason, in the

regions

92a and 94a, the upper limit of the acceleration of the running condition is higher than that in the

regions

92 and 94, respectively. Thus, the estimation processing control unit 68 executes the estimation of the load load RL1 and the air resistance coefficient K1 when the vehicle weight M1 has converged, even at a higher acceleration than when the vehicle weight M1 has not converged. When the vehicle weight M1 has converged, the error of the vehicle weight M1 becomes small. Thus, the deceleration factor estimation device 1 estimates the load load RL1 and the air resistance coefficient K1 while maintaining high accuracy even if the load load RL1 and the air resistance coefficient K1 are estimated in the case of high acceleration. Can do.

Next, the estimation processing control unit 68 is not vehicle weight M1 converges (not converged), if the air resistance coefficient K1 is converged, the first threshold value of acceleration is the acceleration A _1, and the rate of The first threshold value is the speed B ₁ ′. In this case, as shown in FIG. 8, the estimation processing control unit 68 estimates the vehicle weight M1 under the traveling condition in the region 90a, estimates the road load RL1 under the traveling condition in the region 92b, and air in the traveling condition in the region 94. The resistance coefficient K1 is estimated. Here, the speed B ₁ ′ is higher than the speed B _{1 and} lower than the speed B ₂ . For this reason, the upper limits of the speeds of the traveling conditions are higher in the

areas

90a and 92b than in the

areas

90 and 92, respectively. As a result, the estimation processing control unit 68 estimates the vehicle weight M1 and the road load RL1 when the air resistance coefficient K1 is converged, even at a higher speed than when the air resistance coefficient K1 is not converged. . When the air resistance coefficient K1 is converged, the error of the air resistance coefficient K1 is reduced. Accordingly, the deceleration factor estimation device 1 can estimate the vehicle weight M1 and the road load RL1 while maintaining high accuracy even when the vehicle weight M1 and the road load RL1 are estimated at a high speed. .

Next, when the vehicle weight M1 has converged and the air resistance coefficient K1 has converged, the estimation processing control unit 68 sets the acceleration first threshold value to the acceleration A ₁ ′ and the first threshold value of the speed. The value is the speed B ₁ ′. In this case, as shown in FIG. 9, the estimation processing control unit 68 estimates the vehicle weight M1 under the traveling condition in the region 90a, estimates the road load RL1 under the traveling condition in the region 92c, and air in the traveling condition in the region 94a. The resistance coefficient K1 is estimated. The region 90a is the same region as the region 90a in FIG. The region 94a is the same region as the region 94a in FIG. In the area 92 c, the upper limit of acceleration is higher than that of the area 92, and the upper limit of speed is higher than that of the area 92. As a result, the estimation processing control unit 68 determines that the load load RL1 is higher when the vehicle weight M1 is converged and the air resistance coefficient K1 is converged, even at a higher acceleration than when the vehicle weight M1 is not converged. Estimate the air resistance coefficient K1. When the vehicle weight M1 has converged and the air resistance coefficient K1 has converged, the estimation processing control unit 68 performs the vehicle weight M1 and road load even at a higher speed than when the air resistance coefficient K1 has not converged. Perform RL1 estimation. Therefore, when the vehicle weight M1 has converged and the air resistance coefficient K1 has converged, the estimation processing control unit 68 performs the road load RL1 under a wider traveling condition than in any of the cases of FIGS. Can be estimated. When the vehicle weight M1 has converged and the air resistance coefficient K1 has converged, the error between the vehicle weight M1 and the air resistance coefficient K1 becomes small. Thereby, the deceleration factor estimation apparatus 1 can estimate the road load RL1 while maintaining high accuracy even if the load load RL1 is estimated in the case of high acceleration and high speed.

The deceleration factor estimation device 1 determines whether or not the first deceleration factor (for example, the vehicle weight M1 and the air resistance coefficient K1) has converged as described above, and the second deceleration factor (air in the case of the vehicle weight M1). In the case of the resistance coefficient K1, the road load RL1, and the air resistance coefficient K1, the running conditions for estimating the vehicle weight M1 and the road load RL1) are changed. Specifically, when the first deceleration factor has converged, the deceleration factor estimation device 1 performs estimation under a wider traveling condition (enlarged traveling condition) than when the first deceleration factor has not converged. Execute. As a result, the deceleration factor estimation device 1 can increase the chances of executing the second deceleration factor estimation process after the first deceleration factor has converged, and converge the second deceleration factor in a shorter time. Can be made. That is, the deceleration factor estimation apparatus 1 can specify the value of the deceleration factor of the vehicle in a shorter time. Further, when the first deceleration factor has converged, the deceleration factor estimation device 1 increases the number of opportunities to execute the second deceleration factor estimation process, so that the error due to the first deceleration factor is small. The second deceleration factor estimation process can be executed. Thereby, the deceleration factor estimation apparatus 1 can reduce the error at the time of estimation, increasing the opportunity to perform the estimation process of the 2nd deceleration factor. Thereby, the deceleration factor estimation apparatus 1 can estimate the second deceleration factor in a short time and with high accuracy.

When the first deceleration factor is the vehicle weight M1 as in this embodiment, the deceleration factor estimation device 1 uses the air resistance coefficient K1 and the road load RL1 as the second deceleration factor, and speed as a running condition for estimation. The first threshold value is changed. When the first deceleration factor is the air resistance coefficient K1 as in the present embodiment, the deceleration factor estimation device 1 uses the vehicle weight M1 and the road load RL1 as the second deceleration factor, and acceleration as a running condition for estimation. The first threshold value is changed. Thereby, even if the first threshold value is changed, the occurrence of an error can be suppressed, so that the second deceleration factor can be estimated in a short time and with high accuracy.

The deceleration factor estimation apparatus 1 may execute only one of the combination of steps S50, S52, and S54 and the combination of steps S56, S58, and S60 in the flowchart shown in FIG.

In the deceleration factor estimation device 1 of the above embodiment, when the first deceleration factor is the vehicle weight M1, the air resistance coefficient K1 and the road load RL1 are the second deceleration factors, but only one of them is used. It is good also as a 2nd deceleration factor. In the deceleration factor estimation device 1 of the above embodiment, when the first deceleration factor is the air resistance coefficient K1, the vehicle weight M1 and the road load RL1 are the second deceleration factors, but only one of them is used. It is good also as a 2nd deceleration factor.

Further, the deceleration factor estimation device 1 determines a deceleration factor to be estimated based on the vehicle speed Vx and the acceleration Gx. In other words, the deceleration factor estimation device 1 performs estimation of a deceleration factor included in a range set by the traveling condition among the estimation deceleration factors. As a result, each of the vehicle weight M1, the air resistance coefficient K1, and the road load RL1 that is the object of estimation can be calculated in a state where the influence of other deceleration factors is small, and each deceleration factor is calculated with higher accuracy. be able to. The deceleration factor estimation device 1 can reduce the influence even when an error is included in other deceleration factors when estimating the vehicle weight M1, the air resistance coefficient K1, and the road load RL1 to be estimated. Thereby, it is possible to reduce the possibility that an error is included due to the influence of other deceleration factors when estimating the deceleration factor.

Further, the deceleration factor estimation device 1 switches the deceleration factor to be estimated based on the vehicle speed Vx and the acceleration Gx, so that the estimated values of the vehicle weight M1, the air resistance coefficient K1, and the road load RL1 are influenced by other deceleration factors. It is possible to prevent the calculated value from being included in a large state. This can also reduce the possibility that errors are included due to the influence of other deceleration factors when estimating the deceleration factor, and increase the accuracy of estimation of the deceleration factor.

The estimation process control unit 68 of the deceleration factor estimation apparatus 1 may stop the estimation of all parameters, that is, prohibit the estimation process of the deceleration factor when the vehicle behavior stability control is in operation. In addition, when the estimation processing control unit 68 of the deceleration factor estimation device 1 determines that the estimated vehicle weight M1 is abnormal, it is preferable to stop estimating the air resistance coefficient K1 and the road load RL1.

Here, when the deceleration factor estimation apparatus 1 executes the estimation of the deceleration factor, it is preferable to calculate the corrected estimated value by adding the estimated value calculated in the past to the estimated value. Moreover, it is preferable that the deceleration factor estimation apparatus 1 is used as the value of the deceleration factor when the corrected estimated value is used in another device such as the driving support control unit 53. For example, the vehicle weight M1 is preferably calculated as a corrected estimated value using the following formula 5.

M1_F is a corrected estimated value, M1 _n−1 is a previous estimated value, and M1 _n is a current estimated value. Kk is a weighting coefficient. In addition, when calculating the correction | amendment estimated value M1_F of the vehicle weight M1, it is preferable to use a filter time constant as a short cycle filter. As an example, it is preferable to use a filter time constant having a period of 60 s.

FIG. 10 shows the relationship between the calculated M1 and M1_F. In FIG. 10, the vertical axis represents vehicle weight and the horizontal axis represents time. FIG. 10 is an explanatory diagram showing the relationship between the calculation result of the vehicle weight and time. In addition, the example shown in FIG. 10 is an example when M1 is 1800 kg. As shown in FIG. 10, the deceleration factor estimation device 1 can calculate a corrected estimated value M1_F obtained by correcting the current estimated value using the previous estimated value, thereby calculating a more accurate estimated value. .

Next, for the air resistance coefficient K1, it is preferable to calculate the corrected estimated value K1_F using the following formula 6.

K1_F is a corrected estimated value, K1 _n-1 is a previous estimated value, and K1 _n is a current estimated value. Kk is a weighting coefficient. In addition, when calculating the corrected estimated value K1_F of the air resistance coefficient K1, it is preferable that the filter time constant is a long-period filter. As an example, it is preferable to use a filter time constant having a period of 600 s.

FIG. 11 shows the relationship between the calculated K1 and K1_F. In FIG. 11, the vertical axis represents the air resistance coefficient, and the horizontal axis represents time. FIG. 11 is an explanatory diagram showing the relationship between the calculation result of the air resistance coefficient and time. As shown in FIG. 11, the deceleration factor estimation apparatus 1 can calculate a corrected estimated value K1_F obtained by correcting the current estimated value using the previous estimated value, thereby calculating a more accurate estimated value. .

Next, it is preferable that the load load RL1 calculates the corrected estimated value RL1_F using the following equation 7.

RL1_F is a corrected estimated value, RL1 _n-1 is a previous estimated value, and RL1 _n is a current estimated value. Kk is a weighting coefficient. In addition, when calculating the correction estimated value RL1_F of the load load RL1, it is preferable that the filter time constant is a medium cycle filter. As an example, it is preferable to use a filter time constant having a period of 300 s.

FIG. 12 shows the relationship between the calculated RL1 and RL1_F. In FIG. 12, the vertical axis represents load and the horizontal axis represents time. FIG. 12 is an explanatory diagram showing the relationship between the load load calculation result and time. As illustrated in FIG. 12, the deceleration factor estimation device 1 can calculate a corrected estimated value RL1_F obtained by correcting the current estimated value using the previous estimated value, thereby calculating a more accurate estimated value. .

As shown in FIGS. 10 to 12 and the above formulas 5 to 7, the deceleration factor estimation apparatus 1 can calculate an estimated value with higher accuracy by correcting the estimated value. Further, when calculating the correction value, an estimated value with higher accuracy can be calculated by using different filter time constants for each deceleration factor.

When the estimated value of the vehicle weight is corrected, the deceleration factor estimation device 1 can perform correction corresponding to the variation factor of the vehicle weight by performing a filter process using a short-cycle filter. Specifically, correction can be performed in response to fluctuations that occur in a short period of time, such as the number of passengers and movement of loaded luggage.

When the estimated value of the air resistance coefficient is corrected, the deceleration factor estimation device 1 can perform correction corresponding to the variation factor of the air resistance coefficient by performing a filter process using a long-period filter. Specifically, correction can be performed in response to fluctuations that occur over a long period of time, such as replacement of external parts such as aero parts, that is, fluctuations that do not move significantly for a long time once changed.

Next, a case where the driving force is calculated using an equation of motion that takes the above-described deceleration factor into account will be described. FIG. 13 is an explanatory diagram showing the relationship between the calculation result of the driving force and time. In FIG. 13, the vertical axis represents driving force [N], and the horizontal axis represents time [s]. FIG. 13 shows a driving force (vehicle driving force) F calculated by measurement and a driving force (Gx · M + K · Vx ² + RL) calculated by assigning each value to the right side of Equation 1. Here, Gx · M + K · Vx ² + RL shown in FIG. 13 has M as the standard vehicle weight, K as the standard air resistance coefficient, RL as the standard road load, Gx as the detected value of the acceleration sensor 11, and V as The detection value of the vehicle speed sensor 10 was calculated. Here, the standard air resistance coefficient K was calculated by air density ρ × front projection area S × air resistance coefficient cd. The standard road load RL was calculated from the tire rolling resistance Rr and the vehicle mechanical loss Mr. That is, in FIG. 13, the driving force is calculated in a state where the deceleration factor is constant, that is, an almost accurate deceleration factor value.

As shown in FIG. 13, a value close to the actual driving force can be calculated by calculating using an equation with a deceleration factor calculated with high accuracy. Therefore, the deceleration factor estimation device 1 of the present embodiment can calculate the driving force close to the actual value by estimating the deceleration factor with high accuracy. The deceleration factor estimation device 1 can accurately calculate the relationship between the driving force, acceleration, and speed during traveling by increasing the accuracy of the term of the deceleration factor in the above equation 1. Accordingly, it is possible to accurately predict the traveling behavior of the vehicle when driving assistance. Since the vehicle behavior can be accurately predicted, more appropriate driving support can be executed.

Here, when using the detection value of the acceleration sensor 11, the deceleration factor estimation device 1 preferably uses a value obtained by correcting the detection value with a low-pass filter as the acceleration. That is, it is preferable to use the acceleration GxF corrected by the following formula 8.

Here, FIG. 14 is an explanatory diagram showing the relationship between the calculation result of the driving force and time. In FIG. 14, the vertical axis represents driving force [N], and the horizontal axis represents time [s]. FIG. 14 shows a driving force (vehicle driving force) F calculated by measurement and a driving force (GxF · M + K · Vx ² + RL) calculated by substituting each value into the right side of Equation 1. That is, FIG. 14 uses a value obtained by removing high-frequency components with a low-pass filter as the acceleration of the driving force calculated by substituting each value for the right side of Equation 1. As shown in FIG. 14, the deceleration factor estimation apparatus 1 can estimate the deceleration factor using the value from which the noise component has been removed by using the value from which the high frequency component has been removed as the acceleration. Thereby, the accuracy of estimation of the deceleration factor can be made higher.

Here, the deceleration factor estimation device 1 of the above embodiment changes the range of the traveling condition for executing the second deceleration factor estimation process depending on whether or not the first deceleration factor has converged. Although the deceleration factor of 2 can be estimated with a short time and high accuracy, it is not limited to this. The deceleration factor estimation device 1 does not have to change the range of the traveling condition for executing the deceleration factor estimation process from a fixed value, that is, a preset value.

FIG. 15 is an explanatory diagram showing the relationship between the estimated deceleration factor, speed, and acceleration. Here, in FIG. 15, the vertical axis represents the acceleration Gx [m / s ² ], and the horizontal axis represents the vehicle speed Vx [km / h]. The acceleration Ga and the vehicle speed Va are threshold values. As an example, the acceleration Ga can be set to 1.0 and the vehicle speed Va can be set to 50.0. The estimation process control unit 68 may determine a deceleration factor to be estimated using the acceleration Ga and the vehicle speed Va as threshold values.

15, when the acceleration Gx is larger than Ga and the vehicle speed Vx is less than Va, the estimation process control unit 68 estimates the vehicle weight M1 among the deceleration factors. When the acceleration Gx is less than Ga and the vehicle speed Vx is greater than Va, the estimation process control unit 68 estimates the air resistance coefficient K1 among the deceleration factors. When the acceleration Gx is less than Ga and the vehicle speed Vx is less than Va, the estimation process control unit 68 estimates the road load RL1 among the deceleration factors. When the traveling condition for estimating the deceleration factor is fixed, the deceleration factor estimation device 1 uses the threshold value acceleration Ga and the vehicle speed Va as a boundary as shown in FIG. 15, that is, the first threshold. By setting the value and the second threshold value to the same value, it is possible to increase the chances of estimating the respective deceleration factors.

Next, processing of the filtering operation unit 67 will be described with reference to FIGS. 16 and 17. FIG. 16 is an explanatory diagram showing the calculation result of the load / load. FIG. 17 is a flowchart illustrating an example of control by the ECU. Here, in FIG. 16, the vertical axis represents the load load calculation value (RL), and the horizontal axis represents time (T).

As described above, the filtering calculation unit 67 is supplied with data of an estimated value (RL_raw) of the load load from the load / load calculation unit 65, for example, as a signal. The filtering calculation unit 67 calculates the road load estimated value (RL_raw) data calculated by the road load calculation unit 65, so that the vehicle-derived road load component (RL_vehicle) and the environment-derived road load component are calculated from the road load estimated value. (RL_env) is extracted. More specifically, the filtering calculation unit 67 extracts (calculates) the total road load component (RL_all) and the vehicle-derived road load component (RL_vehicle) from the estimated road load value (RL_raw) by the filtering process. The environment-induced LR calculation unit 67 extracts an environment-induced road load component (RL_env) based on the calculated total road load component (RL_all) and the vehicle-derived road load component (RL_vehicle). Here, the total road load component (RL_all) is a road load component including both the vehicle-derived and the environment-derived of the current vehicle.

FIG. 16 shows the total road load component (RL_all) and vehicle-derived road load component (RL_vehicle) calculated by the filtering calculation unit 67. FIG. 16 also shows the estimated load load value (RL_raw) calculated by the load load calculation unit 65.

Here, an example of processing executed by the filtering calculation unit 67 of the ECU 50 will be described with reference to FIG. In step S90, the filtering calculation unit 67 acquires load load data. When the filtering calculation unit 67 acquires the load load estimated value data in step S90, the filtering calculation unit 67 extracts the total load load component from the load load estimated value in step S92. Specifically, the filtering operation unit 67 calculates the total load load component (RL_all) by filtering the estimated load load value (RL_raw) using a filter having a first time constant. Here, the first time constant filter is a fast filter. The first time constant can be set to 10 s, for example. The filtering calculation unit 67 can suitably calculate the total road load component (RL_all) including both the vehicle-derived and environment-derived of the vehicle 2 by performing filtering with a filter having a short first time constant with a short time constant. it can. The deceleration factor estimation device 1 can suitably calculate the road load component applied to the current vehicle 2 by performing filtering with a filter having a short first time constant with a short time constant. The filtering operation unit 67 can extract the current total load load component in a state where noise is appropriately removed as shown in FIG. 16 by performing the filtering process using the filter of the first time constant. Note that the total load load component is the same value as the load load estimated value calculated by Equation 7 described above. Each part of the vehicle 2 can use the total road load component as an estimated value of the road load for various calculations.

After extracting the total road load component in step S92, the filtering calculation unit 67 extracts a vehicle-derived road load component from the estimated road load value in step S94. Specifically, the filtering operation unit 67 calculates the total load load component (RL_all) by filtering the estimated load load value (RL_raw) using a filter having a first time constant. Specifically, the filtering calculation unit 67 extracts a vehicle-derived road load component (RL_vehicle) by filtering the estimated road load value (RL_raw) using a filter having a second time constant. Here, the second time constant filter is a slow filter. The second time constant can be set to 100 s, for example. The filtering calculation unit 67 can suitably calculate the vehicle-induced road load component (RL_vehicle) of the vehicle 2 by performing filtering with a filter having a long time constant and a slow second time constant. In other words, the deceleration factor estimation device 1 performs filtering with a slow filter with a long time constant and a slow second time constant, so that the vehicle-induced load including tire pressure, tire type, brake drag, vehicle mechanical resistance, and the like that are difficult to change during travel. The load component (RL_vehicle) can be suitably extracted. The filtering calculation unit 67 performs the filtering process using the filter of the second time constant, so that the vehicle-induced road load that is a load road component that is difficult to change in the road load estimated value (RL_raw) as shown in FIG. The component (RL_vehicle) can be extracted. Here, the order of the process of step S92 and the process of step S94 may be reversed.

After extracting the vehicle-derived road load component in step S94, the filtering calculation unit 67 extracts an environment-derived road load component from the difference between the total road load component and the vehicle-derived road load component in step S96. Specifically, the environment-induced load / load component (RL_env) is calculated using Equation 9 below. After calculating the environment-induced load / load component (RL_env) in step S96, the filtering operation unit 67 ends this process. Note that the filtering calculation unit 67 may execute the process of FIG. 17 every time it acquires the load load estimated value data, or when the load load estimated value data for a certain time is accumulated. It may be.

The deceleration factor estimation device 1 can extract the environment-induced load / load component from the estimated value of the load / load by performing the processing described above in the filtering operation unit 67. Specifically, the deceleration factor estimation device 1 detects the difference between the total road load component (RL_all) and the vehicle-derived road load component (RL_vehicle), which is obtained by processing the road load estimated value data with filters having different time constants. Thus, the vehicle-derived road load component (RL_vehicle) can be removed from the total road load component which is the current road load component of the vehicle, and the environment-induced road load component (RL_env) that changes in a short time can be extracted. . Here, the environment-related road load component that is likely to change is whether it is traveling in a puddle, whether it is traveling in a rainy state, whether it is traveling in a snowy state, a rough road surface This is a road load component caused by the traveling road surface, such as whether the vehicle is traveling on the road or the road surface that is maintained.

The deceleration factor estimation device 1 can perform various controls according to the environmentally-initiated load-load component by extracting the environment-induced load-load component. Thereby, the deceleration factor estimation apparatus 1 can perform more processes more appropriately.

The deceleration factor estimation apparatus 1 preferably performs the above-described processing in the filtering calculation unit 67 and extracts the environment-induced load load component from the load load estimated value, but is not limited thereto. The deceleration factor estimation apparatus 1 may perform the filtering process by the filtering calculation unit 67 and extract only the vehicle-derived road load component (RL_vehicle). The deceleration factor estimation device 1 can extract various components of the road load by extracting a predetermined frequency component from the estimated value of the road load by the filtering calculation unit 67. Thereby, information on each component of the road load can be acquired, and various processes can be executed in accordance with the extracted road load component. Further, since it is possible to acquire information on each component of the road load, it is possible to obtain information on the road load in more detail and to analyze in more detail than the deceleration factor.

The estimation process control unit 68 of the deceleration factor estimation device 1 may control the deceleration factor estimation process based on the environment-induced RL calculated by the filtering calculation unit 67. Specifically, when the estimation processing control unit 68 determines that the environment-derived RL calculated by the filtering calculation unit 67 satisfies the set conditions, the estimation processing control unit 68 can stop the estimation of the air resistance coefficient K1 and the load load RL1.

The deceleration factor estimation apparatus 1 of the above embodiment can calculate the deceleration factor with higher accuracy by calculating all three deceleration factors of the vehicle weight, the air resistance coefficient, and the road load by estimation. Here, the deceleration factor estimation device 1 is not limited to calculating all three deceleration factors of the vehicle weight, the air resistance coefficient, and the road load by estimation. The deceleration factor estimation device 1 may estimate only two of the vehicle weight, the air resistance coefficient, and the road load. If not estimated, a fixed value or a design value set in advance may be used. The deceleration factor estimation device 1 can estimate the deceleration factor with higher accuracy by switching whether to estimate either the air resistance coefficient or the road load depending on the traveling state.

The deceleration factor estimation device 1 determines whether or not to estimate each deceleration factor with reference to acceleration and speed as the running state, but the determination criterion for whether or not to estimate each deceleration factor is It is not limited. The deceleration factor estimation device 1 may determine whether or not to estimate each deceleration factor on the basis of only one of acceleration and speed as the running state. The deceleration factor estimation device 1 may determine whether or not to provide driving assistance based on the driving force as the running state.

The deceleration factor estimation device 1 switches whether to execute vehicle weight estimation or road load estimation based on one threshold value (acceleration), and uses one threshold value (acceleration) as a reference. As described above, whether the estimation of the air resistance coefficient is executed or whether the estimation of the road load is executed is switched, but the present invention is not limited to this. The deceleration factor estimation device 1 may use separate thresholds for determining whether to perform vehicle weight estimation and for determining whether to perform road load estimation. In addition, the deceleration factor estimation device 1 may use different threshold values for the threshold for determining whether to perform estimation of the air resistance coefficient and the threshold for determining whether to perform estimation of load / load. Further, the deceleration factor estimation apparatus 1 may estimate both the vehicle weight and the road load for some accelerations, or may not estimate either the vehicle weight or the road load. The deceleration factor estimation device 1 may estimate both the air resistance coefficient and the load load at some speeds, or may not estimate either the air resistance coefficient or the load load.

Since the deceleration factor estimation apparatus 1 can increase the accuracy of estimation, each of the deceleration factor estimation devices 1 can reduce one of the three deceleration factors of the vehicle weight, the air resistance coefficient, and the road load according to the traveling state as in the present embodiment. Although it is preferable to switch whether or not to perform factor estimation, the present invention is not limited to this. The deceleration factor estimation device 1 may always estimate some deceleration factors among the vehicle weight, the air resistance coefficient, and the road load regardless of the traveling state. In this case, when one deceleration factor is estimated, the previous value is used as the other deceleration factor, and the two operations are executed separately.

Next, the driving support control unit 53 constituting the driving support device 70 will be described with reference to FIGS. FIG. 18 is a block diagram illustrating an example of a schematic configuration of the driving support control unit. As shown in FIG. 18, the driving support control unit 53 includes a short system support unit 81, a short system learning unit 82, a middle system support unit 83, a middle system learning unit 84, a long system support unit 85, and a long system support unit 85. The system learning unit 86, the vehicle control unit 87, and the support processing control unit 88 are included.

The short system support unit 81 performs driving support that is executed in a short-distance travel. For example, the short system support unit 81 supports driving when stopping the vehicle at a stop position such as an intersection or a stop line. The short system support unit 81 displays the accelerator OFF timing and the brake ON timing on the HMI device 4 to assist the driver in driving. The short system support unit 81 also detects the ON / OFF timing of the engine 5, the ON / OFF timing of the MG6, and the like, and controls the operation of the drive sources such as the engine 5 and the MG6.

For example, the short system support unit 81 calculates the acceleration (deceleration) Gx of the vehicle using the deceleration factor estimated by the deceleration factor estimation device 1 and the traveling condition, and performs driving support. Here, the short system support unit 81 of this example estimates the deceleration Gx when the accelerator is OFF, using the estimated value of the deceleration factor. Here, if the remaining distance to the target stop position is L _target , the target vehicle speed before the target stop position is V _target , and the current vehicle speed is V _now , the three parameters can be expressed by the following equation (10).

Short system support unit 81, by using the above _{relationship,} detect a _{V _now,} be determined _{V target,} by using an estimated value _Gx, it is possible to calculate the _{L target,} it recommended accelerator OFF The timing for performing the display can be determined. Further, the short system support unit 81 determines the ON / OFF timing of the engine 5 and the ON / OFF timing of the MG 6 so that the speed reaches a predetermined speed at a predetermined position and finally stops at the stop position based on the calculation result. . The short system support unit 81 can stop at the stop position with appropriate deceleration by performing driving support. Specifically, the short system support unit 81 can suppress driving power consumption due to unnecessarily slowing down or the necessity of sudden braking by performing driving support.

The short system learning unit 82 learns information necessary for driving support executed in a short-distance driving. For example, the short learning unit 82 learns information on the deceleration stop position necessary for executing driving support for stopping at the stop position.

The middle system support unit 83 performs driving support that is executed in a medium-distance travel. The middle system support unit 83 supports, for example, driving that estimates the SOC during travel and maintains the SOC within an appropriate range. The middle system support unit 83 detects a gradient of a route to be traveled from now on in order to maintain the SOC within an appropriate range, travels using the engine 5 as a drive source, travels using the MG6 as a drive source, MG6 Regeneration is performed at, an interval for recovering the SOC is estimated, and engine 5 traveling and MG 6 traveling are switched based on the estimation.

The middle system support unit 83 performs driving support using, for example, information on a deceleration factor estimated by the deceleration factor estimation device 1, a traveling condition, and a traveling route. Here, assuming that the estimated SOC change amount is ΔSOC, the SOC change gain is α, the gravitational acceleration is gravity, the altitude is H, and the distance is D, these parameters are expressed by the following equations using the deceleration factor and the vehicle speed. 11.

The middle system support unit 83 calculates the estimated SOC change amount when traveling on the travel route using the above equation 11, and switches the engine 5 travel and MG6 travel based on the calculation result, so that the SOC is appropriately set. It is possible to support driving to maintain the range.

The middle system learning unit 84 learns information necessary for driving support that is executed at a medium distance. For example, the middle learning unit 84 learns information on the gradient of the travel route necessary for executing driving support based on the estimation result of the SOC.

The long system support unit 85 executes driving support that is executed over long distances. The long system support unit 85, for example, estimates power necessary for traveling in each section, and supports driving that can efficiently output power necessary for traveling (traveling power). The long system support unit 85 detects the traveling power necessary for traveling in each section, estimates a section that travels using the engine 5 as a driving source, a section that travels using the MG 6 as a driving source, and the like. Switching between engine 5 running and MG6 running. The long system support unit 85 supports, for example, driving that efficiently consumes the power stored at the arrival point at the destination.

The long system support unit 85 performs driving support using the vehicle weight M (M1) estimated by the deceleration factor estimation device 1, for example. Here, assuming that the power estimate value of section n is power (n), the power storage value of section n is power _rec (n), and the vehicle weight at the time of power storage is M ₀ , these parameters are the estimated vehicle Using the weight M, it can be expressed by the following formula 12.

The long system support unit 85 calculates the estimated value of the traveling power when traveling in each section using the above equation 12, and switches between the engine 5 traveling and the MG6 traveling based on the calculation result, thereby Power can be used efficiently.

The long learning unit 86 learns information necessary for driving support executed in long-distance driving. Long-based learning unit 86, for example, to learn the vehicle weight M ₀ at power stored value and the power storage described above needed to perform the driving assistance based on the estimation result of the running power of each section.

The vehicle control unit 87 controls the operation of each unit including the drive units such as the engine 5 and the MG 6 based on the support conditions determined by the short system support unit 81, the middle system support unit 83, the long system support unit 85, and the like.

The support process control unit 88 controls the processing of each part of the driving support control unit 53. The support processing control unit 88 determines whether or not the short system support unit 81, the middle system support unit 83, and the long system support unit 85 perform the support, and executes various types of support based on the determination. The support processing control unit 88 can cause the short system support unit 81, the middle system support unit 83, and the long system support unit 85 to simultaneously execute a plurality of driving supports. The support processing control unit 88 determines whether or not the short system learning unit 82, the middle system learning unit 84, and the long system learning unit 86 perform learning, and performs various types of learning based on the determination. The support processing control unit 88 can cause the short learning unit 82, the middle learning unit 84, and the long learning unit 86 to simultaneously execute a plurality of learnings.

The driving support device 70 performs driving support using the deceleration factor estimated by the deceleration factor estimation device 1 by the short system support unit 81, the middle system support unit 83, and the long system support unit 85 of the drive support control unit 53. , Driving can be favorably supported. Specifically, the driving assistance device 70 can further improve the accuracy of driving assistance by performing driving assistance using a deceleration factor detected with high accuracy.

Here, the driving support device 70 determines whether or not the deceleration factor estimated by the deceleration factor estimation device 1 is estimated by the support processing control unit 88 when the short system support unit 81 executes the driving support. If it is determined that it has not, the deceleration factor is corrected. Note that the driving support device 70 may execute the deceleration factor correction processing by the deceleration factor estimation device 1 instead of the support processing control unit 88.

FIG. 19 is a flowchart showing an example of control by the ECU. In addition, the assistance process control part 88 of the driving assistance control part 53 of ECU50 repeatedly performs the process shown in FIG. In step S102, the support processing control unit 88 determines whether to perform short system support. That is, the support processing control unit 88 determines whether a condition for executing short system support is satisfied. For example, the support processing control unit 88 reaches the traffic signal point (intersection, pedestrian crossing) where the traffic signal is installed when traveling at the current speed when there is a stop line within a certain distance in front of the traveling direction. In this case, if the traffic light is in a red state, it is determined that the short system support for stopping at the target stop position is executed. The driving support device 70 acquires information on the GPS device 15, the wireless communication device 16, and the database 17 via the CAN 56, so that the information on the traffic light, the information on the route being traveled (whether there is a stop line, Whether there is an intersection). Further, the driving support device 70 may determine whether or not to support driving by the short system support unit 81 and acquire the determination result by the support processing control unit 88. If the support process control unit 88 determines in step S102 that the short system support is not executed (No), the process ends.

If it is determined that the short system support is to be executed (Yes) in Step S102, the support processing control unit 88 determines whether all the deceleration factors have converged as Step S104. Here, all the deceleration factors are all the deceleration factors estimated by the deceleration factor estimation device 1. In the present embodiment, the vehicle weight M1, the air resistance coefficient K1, and the road load RL1 are three. It should be noted that the road load may be a determination target of whether each of the total road load component RL_all, the vehicle-derived road load component RL_vehicle, and the environment-derived road load component RL_env has converged. In the same manner as the determination of the convergence of the vehicle weight M1 and the air resistance coefficient K1 described above, the support processing control unit 88 determines that the amount of change per unit time of the deceleration factor, which is an estimated value of other deceleration factors, is equal to or less than the threshold value It is determined that the deceleration factor has converged, and if the change amount per unit time of the deceleration factor, which is an estimated value, is larger than the threshold value, it is determined that the deceleration factor has not converged. Note that the criterion for determining the convergence of the deceleration factor is not limited to this, and various criteria used for determining the convergence of the calculated value can be used.

If the support process control unit 88 determines in step S104 that all deceleration factors have converged (Yes), the process proceeds to step S108. If it is determined in step S104 that all deceleration factors have not converged (No), the support processing control unit 88 corrects the deceleration factor in a direction in which the support timing is delayed in step S106.

Here, FIG. 20 is a flowchart showing an example of control by the ECU. The process shown in FIG. 20 is an example of the process executed in step S106 in FIG. Hereinafter, an example of the process of step S106 will be described with reference to FIG.

The support processing control unit 88 determines whether M1 has converged as step S112. That is, it is determined whether the estimated vehicle weight M1 has converged. The assistance processing control unit 88 determines whether or not the vehicle weight M1 has converged on the same basis as in step S50 described above.

If the support process control unit 88 determines in step S112 that the vehicle weight M1 has converged (Yes), the process proceeds to step S116. If it is determined in step S112 that the vehicle weight M1 has not converged (No), the support processing control unit 88 corrects M1 to a small value in step S114. That is, the support processing control unit 88 corrects the estimated vehicle weight M1 to a value smaller than the currently calculated value (the currently calculated value), and controls the corrected vehicle weight M1. Estimated value to be used. After performing the process of step S114, the support process control unit 88 proceeds to step S116.

When the support processing control unit 88 executes the processing of Yes or Step S114 in Step S112, it determines whether K1 has converged, that is, the air resistance coefficient K1 that is an estimated value has converged as Step S116. The assistance processing control unit 88 determines whether or not the air resistance coefficient K1 has converged on the same basis as in step S56 described above.

If the support processing control unit 88 determines that the air resistance coefficient K1 has converged (Yes) in step S116, the process proceeds to step S120. If it is determined in step S116 that the air resistance coefficient K1 has not converged (No), the support processing control unit 88 corrects K1 to a large value in step S118. That is, the assistance processing control unit 88 corrects the estimated air resistance coefficient K1 to a value larger than the currently calculated value, and uses the corrected air resistance coefficient K1 as an estimated value for control. After performing the process of step S118, the support process control unit 88 proceeds to step S120.

After executing Yes or step S118 in step S116, the support processing control unit 88 determines whether RL_vehicle has converged, that is, whether the vehicle-induced road load component RL_vehicle, which is an estimated value, has converged, as step S120. . For example, the estimation processing control unit 68 determines that the vehicle-derived road load component RL_vehicle has converged when the change amount per unit time of the vehicle-derived road load component RL_vehicle that is an estimated value is equal to or less than a threshold value, and estimates When the change amount per unit time of the vehicle-derived road load component RL_vehicle that is a value is larger than the threshold value, it is determined that the vehicle-derived road load component RL_vehicle has not converged. Note that the criterion for determining the convergence of the vehicle-derived road load component RL_vehicle is not limited to this, and various criteria used for determining the convergence of the calculated value can be used.

If the support process control unit 88 determines in step S120 that the vehicle-induced road load component RL_vehicle has converged (Yes), the process ends. If it is determined in step S120 that the vehicle-derived road load component RL_vehicle has not converged (No), the support processing control unit 88 corrects RL_vehicle to a large value in step S122. That is, the support processing control unit 88 corrects the vehicle-derived road load component RL_vehicle, which is an estimated value, to a value larger than the currently calculated value, and uses the corrected vehicle-derived road load component RL_vehicle for the estimation. And The support process control unit 88 ends the process after performing the process of step S122.

Returning to FIG. 19, the description of the flowchart will be continued. After executing the process of step S106, the support process control unit 88 proceeds to step S108. When it determines with Yes by step S104, or when the process of step S106 is performed, the assistance process control part 88 performs driving assistance using the deceleration factor estimated as step S108, or the estimated and corrected deceleration factor, This process ends.

As shown in FIGS. 19 and 20, when the deceleration factor has not converged, the driving support device 70 corrects the deceleration factor in the direction in which the driving support support timing is delayed, thereby providing support for stopping to the stop position. In addition, it is possible to prevent the vehicle from decelerating too quickly and traveling at a low speed for a long distance before the stop position. Here, delaying the support timing means delaying the timing of starting display on the HMI device 4 or the timing of turning off the engine 5. When the driving support device 70 delays the support timing, the position at which the driving support operation is basically performed becomes the stop position side. Thereby, even if the driving assistance device 70 performs driving assistance in a state where the deceleration factor has not converged, driving assistance that travels at a low speed for a long distance before the stop position where the reliability of the driving assistance is reduced. Since this can be suppressed, suitable driving assistance can be performed. That is, the driving support device 70 can adjust the deceleration factor so that an error allowed by the user is generated even when the deceleration factor has not converged and an error may occur. It is possible to perform suitable driving support.

When the vehicle weight M1 has not converged, the driving assistance device 70 can increase the estimated deceleration at the time of estimating driving assistance by setting the vehicle weight M1 to a small value. Thereby, driving assistance can be performed under conditions where the vehicle is more likely to decelerate, and the assistance timing can be suitably delayed. When the air resistance coefficient K1 has not converged, the driving assistance device 70 can increase the estimated deceleration at the time of estimating driving assistance by setting the air resistance coefficient K1 to a large value. Thereby, driving assistance can be performed under conditions where the vehicle is more likely to decelerate, and the assistance timing can be suitably delayed. When the vehicle-derived road load component RL_vehicle has not converged, the driving support device 70 can increase the estimated deceleration at the time of driving support estimation by increasing the vehicle-derived road load component RL_vehicle. Thereby, driving assistance can be performed under conditions where the vehicle is more likely to decelerate, and the assistance timing can be suitably delayed.

The driving support device 70 can determine whether a component that is less likely to fluctuate in the road load has converged by determining whether the vehicle-induced road load component RL_vehicle has converged. When the vehicle-assisted road load component RL_vehicle is corrected, the driving support device 70 adds a value obtained by adding the current environment-related road load component RL_env to the corrected vehicle-derived road load component RL_vehicle as a road load value used in Equation 1 or the like. To do. Note that the driving support device 70 may determine whether or not the road load RL1 has converged instead of or in addition to the vehicle-derived road load component RL_vehicle.

Here, the method for correcting the deceleration factor (vehicle weight M1 in this embodiment), which is an estimated value, to a value smaller than the currently calculated value is not particularly limited. For example, the support processing control unit 88 may correct the deceleration factor to a value smaller than the currently calculated value by subtracting a predetermined value from the currently calculated value. Further, the support processing control unit 88 may multiply the currently calculated value by a predetermined value smaller than 1 to correct the deceleration factor to a value smaller than the currently calculated value. Further, when the deceleration factor has not converged, the support processing control unit 88 uses a smaller eigenvalue than the value of the deceleration factor that may be calculated, so that the deceleration factor is smaller than the currently calculated value. You may correct to.

The method of correcting the deceleration factor (the air resistance coefficient K1 and the vehicle-derived road load component RL_vehicle) in this embodiment to a value larger than the currently calculated value is not particularly limited. For example, the support processing control unit 88 may add a predetermined value from the currently calculated value and correct the deceleration factor to a value larger than the currently calculated value. Further, the support processing control unit 88 may multiply the currently calculated value by a predetermined value greater than 1 to correct the deceleration factor to a value larger than the currently calculated value. In addition, when the deceleration factor has not converged, the assistance processing control unit 88 uses a larger eigenvalue than the value of the deceleration factor that may be calculated, so that the deceleration factor is larger than the currently calculated value. You may correct to.

In the example shown in FIGS. 19 and 20, the driving support device 70 corrects the non-converging deceleration factor in the direction in which the support timing is delayed when the deceleration factor has not converged, but is not limited thereto. The driving assistance device 70 may correct a deceleration factor that has not converged in a direction that accelerates the assistance timing when the slope of the traveling road surface is a downhill having a threshold value or more. Here, the downhill where the slope of the traveling road surface is equal to or greater than the threshold value is, for example, a downhill where the vehicle moves forward (downhill) in a state where no driving force is applied or an engine brake is applied. It is.

FIG. 21 is a flowchart showing an example of control by the ECU. Note that part of the processing shown in FIG. 21 is the same as the processing shown in FIG. Similar steps are denoted by similar step numbers, and detailed description thereof is omitted.

The support processing control unit 88 determines whether to perform short system support in step S102. If the support process control unit 88 determines in step S102 that the short system support is not executed (No), the process ends. If it is determined in step S102 that the short system support is to be executed (Yes), the support processing control unit 88 determines in step S104 whether all the deceleration factors have converged.

If the support process control unit 88 determines in step S104 that all deceleration factors have converged (Yes), the process proceeds to step S108. If it is determined in step S104 that all the deceleration factors have not converged (No), the support processing control unit 88 determines whether the slope of the traveling road surface is a downhill having a threshold value or more as step S130. .

If it is determined in step S130 that the slope of the road surface is not a downhill with a threshold value or higher (No), the support processing control unit 88 corrects the deceleration factor in the direction in which the support timing is delayed as step S106. The process proceeds to S108. If it is determined in step S130 that the slope of the traveling road surface is a downhill that is equal to or greater than the threshold value (Yes), the support processing control unit 88 corrects the deceleration factor in a direction in which the support timing is advanced as step S132.

Here, FIG. 22 is a flowchart showing an example of control by the ECU. The process shown in FIG. 22 is an example of the process executed in step S132 of FIG. Hereinafter, an example of the process of step S132 will be described with reference to FIG.

The support processing control unit 88 determines whether M1 has converged as step S142. If it is determined in step S142 that the vehicle weight M1 has converged (Yes), the assistance processing control unit 88 proceeds to step S146. If it is determined in step S142 that the vehicle weight M1 has not converged (No), the support processing control unit 88 corrects M1 to a large value in step S144. That is, the support processing control unit 88 corrects the estimated vehicle weight M1 to a value larger than the currently calculated value, and uses the corrected vehicle weight M1 as an estimated value for control. After performing the process of step S144, the support process control unit 88 proceeds to step S146.

The support process control part 88 will determine whether K1 has converged as step S146, if the process of Yes or step S144 is performed by step S142. If it is determined in step S146 that the air resistance coefficient K1 has converged (Yes), the assistance processing control unit 88 proceeds to step S150. When it is determined in step S146 that the air resistance coefficient K1 has not converged (No), the support processing control unit 88 corrects K1 to a small value in step S148. That is, the support processing control unit 88 corrects the air resistance coefficient K1 that is an estimated value to a value smaller than the currently calculated value, and uses the corrected air resistance coefficient K1 as an estimated value for control. After performing the process of step S148, the support process control unit 88 proceeds to step S150.

The support process control unit 88 determines whether RL_vehicle has converged as step 150 after executing the process of Yes or step S148 in step S146. If it is determined in step S150 that the vehicle-derived road load component RL_vehicle has converged (Yes), the assistance processing control unit 88 ends this processing. If it is determined in step S150 that the vehicle-induced road load component RL_vehicle has not converged (No), the support processing control unit 88 corrects RL_vehicle to a small value in step S152. That is, the support processing control unit 88 corrects the estimated vehicle-derived road load component RL_vehicle to a value smaller than the currently calculated value, and uses the corrected vehicle-derived road load component RL_vehicle for estimation. And The support process control unit 88 ends the process after performing the process of step S152.

Returning to FIG. 21, the description of the flowchart will be continued. After executing step S132, the support process control unit 88 proceeds to step S108. When it determines with Yes by step S104, or when the process of step S106 and step S132 is performed, the assistance process control part 88 performs driving assistance using the deceleration factor estimated as step S108 or the estimated and corrected deceleration factor. Execute this to finish this process.

As shown in FIGS. 21 and 22, the driving support device 70 determines the driving support support timing when the deceleration factor has not converged and the slope of the traveling road surface is a downhill having a threshold value or more. By correcting the deceleration factor in the faster direction, it is possible to prevent the deceleration from becoming too slow to stop at the stop position and the need for sudden braking when stopping at the stop position. . Here, to make the support timing earlier means to make the timing for starting display on the HMI device 4 and the timing for turning off the engine earlier. When the driving support device 70 advances the support timing earlier, basically, the position for executing the driving support operation is closer to the deceleration position side. Thereby, even if the driving assistance device 70 performs driving assistance in a state where the deceleration factor has not converged, the reliability of driving assistance is reduced when the slope of the traveling road surface is a downhill that is equal to or greater than a threshold value. Since driving assistance that does not stop at the stop position and requires sudden braking can be suppressed, suitable driving assistance can be performed. That is, the driving support device 70 can adjust the deceleration factor so that an error allowed by the user occurs even when the deceleration factor has not converged and an error may occur. It is possible to perform suitable driving support.

Further, the driving support device 70 sets the vehicle weight M1 to a large value when the vehicle weight M1 has not converged, and sets the air resistance coefficient K1 to a small value when the air resistance coefficient K1 has not converged. When the vehicle-induced road load component RL_vehicle has not converged, the estimated deceleration at the time of estimation of driving assistance can be increased by setting the vehicle-derived road load component RL_vehicle to a small value. Thereby, driving assistance can be performed under conditions where the vehicle is more likely to decelerate, and the assistance timing can be suitably delayed.

Here, the method for correcting the deceleration factor as the estimated value to a value smaller than the currently calculated value, and the method for correcting the deceleration factor as the estimated value to a value larger than the currently calculated value are as described above. Similarly, there is no particular limitation.

Further, the driving support device 70 of the above embodiment has been described in the case where the deceleration factors to be estimated are three types of the vehicle weight M1, the air resistance coefficient K1, and the road load RL1, but as described in the deceleration factor estimation device 1. It is not necessary to estimate all three deceleration factors. In other words, the driving assistance device 70 may use a fixed value without estimating some of the three types of deceleration factors of the vehicle weight M1, the air resistance coefficient K1, and the road load RL.

Here, when it is determined that the estimated vehicle weight M1 is abnormal, the driving support device 70 preferably stops learning of driving support and execution of the driving support itself. FIG. 23 is a flowchart illustrating an example of control by the ECU. Hereinafter, the processing when the vehicle behavior stabilization control is in operation will be described with reference to FIG.

The support processing control unit 88 determines whether or not the threshold value <M1, that is, M1 is larger than the threshold value in step S160. In the present embodiment, whether or not the estimated vehicle weight M1 is abnormal is determined based on whether or not M1 is larger than the threshold value. Note that the vehicle weight abnormality determination unit 66 determines whether the estimated vehicle weight M1 is abnormal. When it is determined in step S160 that M1 is larger than the threshold value (Yes), the support processing control unit 88 stops driving support learning as step S162, and stops driving support control as step S164. When the support process control unit 88 executes the process of step S164, the process ends. If it is determined in step S160 that M1 is not greater than the threshold value (No), that is, threshold value ≧ M1, the support process control unit 88 ends this process.

As shown in FIG. 23, when the vehicle weight M1 that is the estimated value is larger than the threshold value, the driving assistance device 70 stops the learning of the driving assistance and the execution of the driving assistance itself, so that the vehicle that is the estimated value. When the vehicle travels under a condition where the weight M1 is greater than the threshold value and the deceleration factor estimation accuracy is low and under a condition different from the normal condition, the learning of the driving assistance and the execution of the driving assistance itself are suppressed. be able to. Specifically, the driving assistance device 70 determines that the estimated vehicle weight M1 is abnormal, so that the driving assistance is estimated from a normal condition with respect to a state in which excessive load is loaded. It is possible to suppress erroneous guidance and support by performing. In addition, the driving support device 70 determines that the estimated vehicle weight M1 is abnormal, so that the towing state or excessively loaded human load, the tire is crushed, and the road load RL1 is excessively large. Alternatively, learning of driving assistance and driving assistance itself can be executed in a state where it is erroneously detected that the air resistance coefficient K1 is large, that is, in a state where the accuracy of the deceleration factor is low. As a result, the driving support device 70 can increase the accuracy of the driving support, and suppress the decrease in the accuracy of the driving support due to learning in a state where the driving support accuracy decreases. it can.

In the processing shown in FIG. 23, the driving support device 70 stops both the driving support learning and the driving support itself when a predetermined condition is satisfied, but only one of them may be used. Moreover, although the driving assistance apparatus 70 of this embodiment performed the case where the middle type | system | group and long type driving assistance was performed in addition to the short type driving assistance, it is not limited to this. The driving support device 70 does not include a middle system support unit 83 and a long system support unit 85 that perform middle and long system driving support, and a middle system learning unit 84 and a long system learning unit 86 that are respective learning units. May be.

The driving support device 70 according to the above-described embodiment is not limited to the above-described embodiment, and various changes can be made within the scope described in the claims. The deceleration factor estimation apparatus 1 according to the present embodiment may be configured by appropriately combining the components of the embodiments described above.

Although the driving support device 70 of the present embodiment has been described as a case of driving support for the vehicle 2 including the engine 5 and the MG (motor generator) 6, that is, a so-called hybrid vehicle, it is not limited thereto. The driving support device 70 does not include the MG 6 as a power source, and can similarly support driving of a vehicle 2 including only the engine 5 as a power source, that is, a so-called conveyor vehicle. Further, the driving support device 70 can provide the same driving support even in the case of the vehicle 2 that is not provided with the engine 5 as a power source but includes only a motor generator as a power source, that is, a so-called electric vehicle.

DESCRIPTION OF SYMBOLS 1 Deceleration factor estimation apparatus 2 Vehicle 3 Vehicle control system 4 HMI apparatus (support apparatus)
5 Engine (Internal combustion engine)
6 Motor generator, MG (electric motor)
7 Transmission 8 Brake device 9 Battery 10 Vehicle speed sensor 11 Acceleration sensor 12 Yaw rate sensor 13 Acceleration sensor 14 Brake sensor 15 GPS device 16 Wireless communication device 17 Database 50 ECU
51 Vehicle Characteristic Calculation Unit 52 Storage Unit 53 Driving Support Control Unit 54 Vehicle Behavior Stability Control Detection Unit 56 CAN
60 vehicle speed calculation unit 61 acceleration calculation unit 62 driving force calculation unit 63 vehicle weight calculation unit 64 air resistance calculation unit 65 road load calculation unit 66 vehicle weight abnormality determination unit 67 filtering calculation unit 68 estimation processing control unit 70 driving support device 81 short system Support unit 82 Short system learning unit 83 Middle system support unit 84 Middle system learning unit 85 Long system support unit 86 Long system learning unit 87 Vehicle control unit 88 Support process control unit

Claims

A deceleration factor estimation device for estimating a deceleration factor of the vehicle;
Using the deceleration factor estimated by the deceleration factor estimation device, and a driving support control unit that performs driving support related to stopping at a stop position, and
When the deceleration factor has not converged, the driving assistance control unit corrects the deceleration factor in a direction in which assistance start timing is delayed from the driving assistance calculated based on the deceleration factor, and the corrected deceleration factor is A driving support apparatus using the driving support to perform the driving support.
The deceleration factor includes vehicle weight,
The driving support apparatus according to claim 1, wherein the driving support control unit corrects the vehicle weight in a direction to decrease when the vehicle weight has not converged.
The deceleration factor includes an air resistance coefficient,
The driving support device according to claim 1, wherein the driving support control unit corrects the air resistance coefficient in a direction in which the air resistance coefficient increases when the air resistance coefficient does not converge.
The deceleration factor includes road load,
The driving support device according to any one of claims 1 to 3, wherein the driving support control unit corrects the road load in a direction in which the road load increases when the road load has not converged.
The deceleration factor includes vehicle weight,
5. The driving support apparatus according to claim 1, wherein the driving support control unit stops driving support when the estimated vehicle weight is equal to or greater than a threshold value. 6.
The deceleration factor includes vehicle weight,
The driving support control unit has a learning unit that learns the stop position;
6. The driving support apparatus according to claim 1, wherein the driving support control unit stops learning of the stop position when the estimated vehicle weight is equal to or greater than a threshold value. .
When the driving support control unit determines that the deceleration factor has converged and the slope of the traveling road surface is a downhill having a threshold value or more, the driving support control unit supports more than the driving support calculated based on the deceleration factor. The driving support apparatus according to claim 1, wherein the deceleration factor is corrected in a direction in which a start timing is advanced, and the driving support is executed using the corrected deceleration factor.
The driving support device according to any one of claims 1 to 7, wherein the driving support includes notifying a user of a timing for turning off an accelerator.
The said driving assistance control part determines with the said deceleration factor converging, when the variation | change_quantity per unit time of the said deceleration factor is below a threshold value. The driving support device according to one item.
The deceleration factor estimation device comprises:
A driving force acquisition unit for acquiring the driving force of the vehicle;
A vehicle speed acquisition unit for acquiring the vehicle speed of the vehicle;
An acceleration acquisition unit for acquiring acceleration of the vehicle;
The driving support device according to claim 1, further comprising: a deceleration factor estimating unit that estimates a deceleration factor based on the acquired relationship between the driving force, speed, and acceleration.
The driving support device according to claim 10, wherein the deceleration factor estimation unit analyzes a relationship among a deceleration factor, a driving force, speed, and acceleration using an equation of motion, and estimates the deceleration factor.