JP2009012529A - Braking / driving force control device - Google Patents

Abstract

A braking / driving force control device capable of suppressing braking / driving force control that does not conform to a driver's intention in braking / driving force control that corrects braking / driving force based on a driving environment including a road shape. I will provide a.
A braking / driving force control device that controls braking / driving force based on a traveling environment (S101) and external information (S103), and determines whether or not acceleration / deceleration is required based on a situation ahead of a current area. Determining means (S104), means (S102) for determining a control amount of braking / driving force control based on the situation of the current area, the direction of acceleration / deceleration determined to be necessary by the determining means, and the determined When the acceleration / deceleration direction of the control amount of the braking / driving force is different (S104-Y), the acceleration / deceleration direction determined to be necessary and the acceleration / deceleration of the calculated control amount of the braking / driving force are determined. Compared with a case where the direction is not different (S104-N), a means (S111) for reducing the calculated control amount of the braking / driving force is provided.
[Selection] Figure 1

Description

  The present invention relates to a braking / driving force control device, and more particularly to a braking / driving force control device that corrects a braking / driving force of a vehicle based on a traveling environment including a road shape.

  A technique for controlling the braking / driving force of a vehicle based on a traveling environment including a road shape is known. The road shape includes road surface gradient and corner information. The road shape can be acquired from, for example, a navigation device or vehicle information, and the braking / driving force of the vehicle is corrected based on the acquired road shape. For example, based on the road shape, control for increasing the driving force while traveling on an uphill road is performed.

  For example, in Japanese Patent Application Laid-Open No. 2001-221339 (Patent Document 1), a shift point is set at a branch point or corner of a traveling path and stored in a CD-ROM of a navigation device, and the first shift point is set. It is disclosed that when it passes, preparation for shifting is started and when the second shifting point is passed, the descending slope parameter is increased and corrected.

  As described above, when the braking / driving force of the vehicle is corrected based on the traveling environment including the road shape as described above, there may be a problem that does not match the driver's intention.

  For example, there is a case where there is a temporary stop on the other side when traveling uphill. If there is a pause ahead, the driver will want to slow down. Nevertheless, if the driving force is increased by the correction control based on the road surface gradient, the driver feels uncomfortable because the driver cannot expect the deceleration feeling expected.

JP 2001-221339 A

  In the braking / driving force control that corrects the braking / driving force based on the driving environment including the road shape, it is desired to be able to suppress the braking / driving force control that does not conform to the driver's intention.

  An object of the present invention is to achieve braking / driving force control capable of suppressing braking / driving force control that does not conform to a driver's intention in braking / driving force control that corrects braking / driving force based on a driving environment including a road shape. It is to provide a force control device.

  The braking / driving force control device of the present invention is a braking / driving force control device that controls braking / driving force based on traveling environment and external information, and determines the necessity of acceleration / deceleration based on the situation ahead of the current area. Determining means; means for determining a control amount of braking / driving force control based on the situation of the current area; direction of acceleration / deceleration determined to be necessary by the determining means; and the control amount of the determined braking / driving force. When the acceleration / deceleration direction is different from the acceleration / deceleration direction determined to be necessary and the acceleration / deceleration direction of the obtained control amount of the braking / driving force is not different, And a means for reducing the required control amount of the braking / driving force.

  The braking / driving force control device according to the present invention is a braking / driving force control device that corrects the driving force, and calculates a correction amount of the driving force on the side that increases the driving force based on a traveling environment including a road shape. The calculation means, the determination means for determining the necessity of deceleration based on the road environment, and the case where the necessity for deceleration is determined is compared to the case where the necessity for deceleration is not determined And adjusting means for reducing the correction amount on the side of increasing the driving force.

  In the braking / driving force control device according to the present invention, the road shape includes at least one of a corner and a road gradient, and the road environment includes a temporary stop, a corner, a railroad crossing, a signal, a road width reduction, a merge, and a traffic jam It includes road environments that need to be decelerated, including downhill slopes and the presence of accident vehicles.

  According to the braking / driving force control device of the present invention, in the braking / driving force control that corrects the braking / driving force based on the driving environment including the road shape, the braking / driving force control that does not conform to the driver's intention is suppressed. It becomes possible.

  Hereinafter, an embodiment of the braking / driving force control device of the present invention will be described in detail with reference to the drawings.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 and 2. The present embodiment relates to a braking / driving force control device that corrects a driving force of a vehicle based on a road shape.

  As described above, when the driving force of the vehicle is corrected based on the road shape information, the driver may feel uncomfortable if the driving force correction control is performed regardless of the road environment of the other side.

  For example, in the case where shift control of an automatic transmission or control for correcting driving force is performed based on navigation device information (corner, gradient information, etc.), vehicle information, etc. It may become the control which does not follow.

  In particular, when control that increases or decreases the driving force or throttle opening (driving force increase correction control when climbing a slope, driving force increase correction control when exiting a corner) is executed, if simply increasing the driving force causes a problem There is. In the following, the above problem will be described by taking as an example a case where control for increasing the driving force during climbing is performed based on the road surface gradient.

  If the destination road condition is a situation that requires deceleration of the vehicle, such as temporary stop, corner, railroad crossing, signal, destination road width reduction, merging, exit, downhill, and traffic jam, a driver's request for deceleration is generated. Even when there is a road condition that causes the driver's deceleration request as described above at the time of climbing, when control for increasing the driving force based on the road surface gradient (climbing driving force correction) is performed, Unlike the driver's intention, the vehicle may accelerate or not decelerate.

  In the present embodiment, for example, the following control is performed in a method of correcting and controlling the driving force according to road surface gradient or corner information. If there is a part that needs to be stopped or decelerated, such as a temporary stop or a signal ahead, the driving force increase correction is not performed when the road surface gradient increases from the current driving point or when rising from the corner (or driving) The degree of power increase correction is reduced).

  More specifically, when climbing or exiting a corner, a correction amount for increasing the driving force is calculated based on the road surface gradient and corner information (step S102 in FIG. 1 described later). Based on road environment information acquired from a navigation device or the like (step S103 in FIG. 1, external information), when a road condition that causes a driver's deceleration request is detected (step S104-Y in FIG. 1) ) Is corrected so that the correction amount of the driving force is suppressed from increasing according to the road condition (step S111 in FIG. 1), and the driving force is controlled based on the corrected correction amount (FIG. 1). Step S108). As a result, it is possible to suppress control that does not conform to the driver's intention.

The configuration of the present embodiment is premised on the following configurations (1) to (5).
(1) A means for estimating a road surface gradient (road shape).
(2) Means for correcting and controlling the driving force in accordance with the road surface gradient (road shape).
(3) Means for detecting destination road information.
(4) Means for correcting the driving force based on the destination road information.
(5) Means for controlling the vehicle based on the information.

  FIG. 2 is a schematic configuration diagram of an apparatus according to the present embodiment. A vehicle (not shown) is provided with an engine 11. An automatic transmission 13 having a torque converter 12 is connected to the engine 11. The driving force of the engine 11 is input to the automatic transmission 13 via the torque converter 12 and transmitted to the driving wheels 16 via the differential gear 14 and the drive shaft 15. In the automatic transmission 13, the gear ratio is automatically controlled by the A / T hydraulic control device 17 in accordance with the driving state of the vehicle. The brake device 18 is controlled by the brake hydraulic pressure control device 19 to brake the vehicle.

  The vehicle is provided with an electronic control unit (ECU) 20 that controls the engine 11, the automatic transmission 13, the brake device 18, and the like. The ECU 20 performs comprehensive control of the engine 11, the automatic transmission 13 (A / T hydraulic control device 17), and the brake device 18 (brake hydraulic control device 19).

  The vehicle is provided with an accelerator position sensor 21 that detects the amount of operation of the accelerator pedal (accelerator opening). A signal indicating the accelerator opening detected by the accelerator position sensor 21 is output to the ECU 20. A throttle control valve 23 is provided in the intake pipe 22 of the engine 11. The throttle control valve 23 can be opened and closed by a throttle actuator 24. The ECU 20 causes the throttle actuator 24 to operate the throttle control valve 23. The ECU 20 controls the throttle actuator 24 so that the throttle opening by the throttle control valve 23 corresponds to the accelerator opening.

  The intake pipe 22 is provided with a bypass passage 25 that bypasses the throttle control valve 23. The bypass passage 25 is provided with an idle speed control valve (ISC valve) 26 for controlling the intake air amount when the throttle control valve 23 is fully closed in order to control the idle speed of the engine 11. A throttle opening sensor 27 with an idle switch for detecting the fully closed state (idle state) of the throttle control valve 23 and the throttle opening is provided. Signals indicating the idle state and the throttle opening detected by the throttle opening sensor with idle switch 27 are output to the ECU 20.

  The engine 11 is provided with an engine speed sensor 28 that detects the engine speed (engine speed). A signal indicating the engine speed detected by the engine speed sensor 28 is output to the ECU 20. The vehicle speed sensor 29 detects the vehicle speed of the vehicle. A signal indicating the vehicle speed detected by the vehicle speed sensor 29 is output to the ECU 20.

  The shift position sensor 30 detects the position (shift position) of the shift lever operated by the driver. A signal indicating the shift position detected by the shift position sensor 30 is output to the ECU 20.

  The brake operation amount sensor 32 detects the operation amount of the brake device 18. A signal indicating the operation amount of the brake device 18 detected by the brake operation amount sensor 32 is output to the ECU 20. The steering angle sensor 33 detects the steering angle of the steering operated by the driver. A signal indicating the steering angle detected by the steering angle sensor 33 is output to the ECU 20. The direction indicator switch 34 is operated by a driver, and an operation for specifying a direction indicated by a direction indicator (not shown) is performed. A signal indicating the direction indicated by the direction indicator is output to the ECU 20.

  The operation mode setting switch 35 is operated by the driver, and an operation for setting the operation mode is performed. By operating the driving mode setting switch 35 by the driver, a sports driving-oriented or normal driving-oriented driving mode is set, and a signal indicating the set driving mode is output to the ECU 20.

  The lateral G sensor 37 detects the lateral G of the vehicle, the longitudinal G sensor 38 detects the longitudinal G of the vehicle, and the vertical G sensor 39 detects the vertical G of the vehicle. A signal indicating the lateral G detected by the lateral G sensor 37, a signal indicating the longitudinal G detected by the longitudinal G sensor 38, and a signal indicating the vertical G detected by the vertical G sensor 39 are each output to the ECU 20. The

  The yaw rate sensor 40 detects the yaw rate of the vehicle. A signal indicating the yaw rate detected by the yaw rate sensor 40 is output to the ECU 20.

  The ECU 20 has a shift map, determines the gear position of the automatic transmission 13 based on the throttle opening, vehicle speed, and the like, and sets the A / T hydraulic control device 17 so as to establish the determined gear position. Can be controlled.

  The navigation device 50 has a basic function of guiding the host vehicle to a predetermined destination, and includes an ECU 60, an operation unit 51, a display unit 52, a speaker 53, a position detection unit 54, and a map database 55. And an operation history recording unit 56. The ECU 60 of the navigation device 50 is capable of bidirectional communication with the ECU 20.

  The navigation device 50 informs the driver of road information around the current location of the vehicle and guides the travel route to the destination of the vehicle. Instruction data such as a destination is input to the operation unit 51. The display unit 52 displays information such as map information around the current location, current location, destination location, and route. A guidance voice is output from the speaker 53.

  The CPU 61 of the ECU 60 performs various arithmetic processes such as a navigation process based on the input information. The ROM 62 of the ECU 60 stores various programs for searching a route to the destination, traveling guidance in the route, determining a specific section, and the like.

  The position detection unit 54 includes a GPS receiver, a geomagnetic sensor, a distance sensor, a beacon sensor, and a gyro sensor. The position detection unit 54 detects the position of the host vehicle, and outputs data indicating the detected position of the host vehicle to the ECU 60.

  The map database 55 stores information (map, straight road, corner, uphill / downhill, highway, etc.) necessary for vehicle travel. The map database 55 includes a map data file, an intersection data file, a node data file, and a road data file. Each of these files stores various data for performing a route search and displaying a guide map along the searched route. The ECU 60 reads out necessary information with reference to the map database 55.

  The driving history recording unit 56 records information such as the travel route on which the vehicle traveled and the date and time when the vehicle traveled on the travel route. The ECU 60 reads driving history data from the driving history recording unit 56 as necessary.

  The ECU 60 retrieves necessary map information from the map database 55 based on the instruction data such as the destination input from the operation unit 51 and the own vehicle position detected by the position detection unit 54, and obtained by the search. The route information is displayed on the display unit 52. The ECU 60 displays road information around the vehicle position on the display unit 52 when the instruction data such as the destination input from the operation unit 51 is not input.

  The vehicle is provided with a camera 71 and a road condition detection unit 72. The camera 71 images the road situation ahead of the vehicle. The road condition detection unit 72 detects the road condition ahead of the vehicle based on the data captured by the camera 71. The detection result by the road condition detection unit 72 is output to the ECU 20.

  The operation of this embodiment will be described with reference to FIG.

  In step S101, the ECU 20 acquires information on the traveling environment in the current area, for example, road shape information. In step S101, a road surface gradient can be obtained as road shape information. For example, the road surface gradient of the currently traveling road can be obtained based on the comparison result between the acceleration obtained from the driving force output from the vehicle and the acceleration actually generated. Alternatively, the current travel position or the road gradient ahead can be obtained from the gradient information stored in the navigation device 50.

  In step S101, corner information can be acquired instead of the road surface gradient. The destination road shape can be determined based on the map position information stored in the navigation device 50 and the current travel position. As a result, it is possible to calculate how far the corner rises.

  Next, in step S102, the ECU 20 calculates a driving force correction amount. The ECU 20 calculates a driving force correction amount based on the road shape information acquired in step S101. For example, the correction amount of the driving force is calculated so that the driving force is increased according to the road gradient when the road gradient is the uphill gradient, that is, when climbing. Further, when exiting the corner, the correction amount of the driving force is calculated so as to increase the driving force in order to improve the rising at the time of exiting the corner.

  Next, in step S103, the road environment information is acquired by the ECU 20. ECU20 acquires road environment information based on the information output from the navigation apparatus 50, the information received from the infrastructure for providing road environment information to a vehicle, a probe car, etc. The acquired road environment information includes information such as temporary stop, corner, railroad crossing, traffic light, road width reduction, merger, exit, traffic jam, accident car, ahead of the current area of the vehicle, under construction, and downhill. If road environment information is acquired, it will progress to Step S104.

  In step S104, the ECU 20 determines whether or not there is a factor for deceleration or stoppage. Based on the road environment information acquired in step S103, for example, when a temporary stop is detected ahead, it is determined that the driver tries to decelerate (and stop).

  As a result of the determination in step S104, if it is determined that there is a factor for deceleration or stop (step S104-Y), the process proceeds to step S110. If not (step S104-N), the process proceeds to step S105.

  In step S105, the ECU 20 determines whether correction for increasing the driving force is required. If there is no factor for deceleration or stop such as a temporary stop (step S104-N), and there is no problem in performing the correction for increasing the driving force based on the correction amount calculated in step S102, in step S105. A positive determination is made.

  As a result of the determination in step S105, if it is determined that correction for increasing the driving force is required (step S105-Y), the process proceeds to step S106. If not (step S105-N), the process proceeds to step S109. .

  In step S106, the ECU 20 sets the driving force increase correction control flag F to 1. The driving force increase correction control flag F is a flag that is set to 1 when correction for increasing the driving force is performed.

  Next, in step S107, the ECU 20 sets a driving force correction amount for increasing the driving force. Next, the process proceeds to step S108.

  In step S108, the ECU 20 corrects the driving force based on the set correction amount and outputs the driving force. Here, the correction amount set in step S107 or the like changes the output characteristic of the driving force with respect to the accelerator opening according to the situation, for example, by correcting the opening of the throttle control valve 23 or correcting the torque command. Is the correction amount.

  When step S108 is executed, this control flow is returned.

  When an affirmative determination is made in step S104 and the process proceeds to step S110, in step S110, the ECU 20 determines whether or not the driving force increase correction control flag F is set to 1. In step S110, it is determined whether or not the control for increasing the driving force is currently being performed (currently being increased and corrected).

  As a result of the determination in step S110, when it is determined that the driving force increase correction control flag F is set to 1 (step S110-Y), the process proceeds to step S111, and otherwise (step S110-N). The process proceeds to step S109.

  In step S111, the correction correction amount of the driving force is set by the ECU 20 based on the factor of deceleration or stop detected in step S104. In accordance with the factor that requires deceleration or stop, the correction amount of the driving force calculated in step S102 is corrected (adjusted) to reduce the increase correction amount, and the correction correction amount is set. In the case of reducing the increase correction amount, for example, the correction amount can be made zero by one correction. Alternatively, the increase correction amount may be gradually reduced while the control flow is executed a plurality of times, and the correction amount may finally be set to zero.

  Next, in step S112, the ECU 20 determines whether or not the correction correction amount set in step S111 is zero. As a result of the determination in step S112, if it is determined that the correction correction amount is zero (step S112-Y), the process proceeds to step S113, and if not (step S112-N), the process proceeds to step S108.

  In step S113, the ECU 20 sets the driving force increase correction control flag F to zero. Since the control for increasing the driving force is completed when the correction correction amount is set to zero (step S112-Y), the driving force increasing correction controlling flag F is reset.

  If a negative determination is made in step S105 or step S110 and the process proceeds to step S109, the correction amount of the driving force is set to zero by the ECU 20 in step S109. The case of proceeding to step S109 is a case where it is determined that correction for increasing the driving force is not necessary. For example, an uphill road is detected ahead, and the correction amount of the driving force may be calculated as a value for increasing the driving force in step S102 based on the slope of the uphill road. In this case, when the current position of the vehicle is a flat road, control for increasing the driving force is not yet required. Therefore, the driving force correction amount is set to zero. When the driving force correction amount is set to zero, the process proceeds to step S108.

  According to the present embodiment, when the control for increasing the driving force of the vehicle according to the road shape information is performed (step S110-Y), it is determined that there is a factor to decelerate or stop ahead. In the case (step S104-Y), the increase correction amount in the correction amount of the driving force is reduced according to the factor of the deceleration or stop (step S111).

  As a result, the vehicle is prevented from accelerating against the driver's deceleration request (intention to decelerate) and from being unable to obtain the deceleration expected by the driver. By executing the driving force correction based on the road surface gradient or the like according to the destination road condition information, it is possible to realize the optimum driving force control suitable for the driver's feeling.

  In the present embodiment, the case where the correction of the driving force performed based on the road shape information is an increase correction has been described as an example, but the present invention is not limited to this. For example, the control of this embodiment is also useful when the driving force reduction correction is performed based on the road shape.

  In this case, a correction amount for reducing the driving force is calculated based on the acquired road shape information (step S102). Based on the acquired road environment information, it is determined whether or not there is a factor that does not require a reduction in driving force (for example, a factor that requires acceleration) (step S104). As a result of the determination, when it is determined that there is a factor that does not require reduction of the driving force (step S104-Y), control for reducing and correcting the driving force is currently being performed (step S110-Y). ), A reduction correction amount in the correction amount is reduced based on a factor that does not require a reduction in the driving force. As a result, the degree to which the driving force is reduced is reduced, and control that does not conform to the driver's intention is suppressed.

  Techniques below the above embodiments are disclosed.

(Claim 1)
A braking / driving force control device for controlling braking / driving force based on a traveling environment (S101) and external information (S103),
Determination means (S104) for determining the necessity of acceleration / deceleration based on the situation ahead of the current area;
Means (S102) for obtaining a control amount of braking / driving force control based on the situation of the current area;
When the direction of acceleration / deceleration determined to be necessary by the determination means is different from the direction of acceleration / deceleration of the calculated control amount of the braking / driving force (S104-Y), it is determined as necessary. Compared with the case where the direction of acceleration / deceleration is not different from the direction of acceleration / deceleration of the obtained control amount of the braking / driving force (S104-N), the obtained control amount of the braking / driving force is reduced. A braking / driving force control device comprising means (S111).

  In the above-described embodiment, the acceleration / deceleration direction determined to be necessary by the determination unit is the deceleration side, and the acceleration / deceleration direction of the obtained control amount of the braking / driving force is the acceleration side. Instead of this, in the above-described embodiment, the direction of acceleration / deceleration determined as necessary by the determination unit is the acceleration side, and the direction of acceleration / deceleration of the obtained control amount of the braking / driving force is Can be on the deceleration side.

(Section 2)
A braking / driving force control device for correcting driving force,
Calculation means (S102) for calculating a correction amount of the driving force on the side of increasing the driving force based on a traveling environment including a road shape;
Determination means (S104) for determining the necessity of deceleration based on the road environment;
When it is determined that the deceleration is necessary (S104-Y), the correction amount on the side where the driving force is increased compared to the case where it is not determined that the deceleration is necessary (S104-N). A braking / driving force control device comprising: adjusting means (S111) for reducing the pressure.

(Section 3)
In the braking / driving force control device according to Item 2,
The road shape includes at least one of a corner and a road gradient,
Braking / driving force control characterized in that the road environment includes a road environment that needs to be decelerated, including temporary stops, corners, railroad crossings, traffic lights, road width reduction, merging, traffic jams, downhills, and the presence of accident vehicles. apparatus.

It is a flowchart which shows operation | movement of 1st Embodiment of the braking / driving force control apparatus of this invention. It is a schematic block diagram of 1st Embodiment of the braking / driving force control apparatus of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 Engine 12 Torque converter 13 Automatic transmission 14 Differential gear 15 Drive shaft 16 Drive wheel 17 A / T hydraulic control device 18 Brake device 19 Brake hydraulic control device 20 ECU
DESCRIPTION OF SYMBOLS 21 Accelerator position sensor 22 Intake pipe 23 Throttle control valve 24 Throttle actuator 25 Bypass passage 26 Idle speed control valve 27 Throttle opening sensor with idle switch 28 Engine speed sensor 29 Vehicle speed sensor 30 Shift position sensor 32 Brake operation amount sensor 33 Steering steering Angle sensor 34 Direction indicator switch 35 Operation mode setting switch 37 Horizontal G sensor 38 Front and rear G sensor 39 Vertical G sensor 40 Yaw rate sensor 50 Navigation device 51 Operation unit 52 Display unit 53 Speaker 54 Position detection unit 55 Map database 56 Operation history recording unit 60 ECU
61 CPU
62 ROM
71 Camera 72 Road condition detection unit F Driving force increase correction control flag

Claims (3)

A braking / driving force control device that controls braking / driving force based on traveling environment and external information,
Determination means for determining the necessity of acceleration / deceleration based on the situation ahead of the current area;
Means for obtaining a control amount of braking / driving force control based on the situation of the current area;
When the direction of acceleration / deceleration determined to be necessary by the determination means is different from the direction of acceleration / deceleration of the determined control amount of the braking / driving force, the direction of acceleration / deceleration determined to be necessary And means for reducing the calculated control amount of the braking / driving force as compared to the case where the direction of acceleration / deceleration of the determined control amount of the braking / driving force is not different. Braking / driving force control device. A braking / driving force control device for correcting driving force,
Calculating means for calculating a correction amount of the driving force on the side of increasing the driving force based on a traveling environment including a road shape;
Determining means for determining the necessity of deceleration based on the road environment;
Adjusting means for reducing the correction amount on the side of increasing the driving force when compared with a case where it is determined that the deceleration is not necessary when it is determined that the deceleration is necessary A braking / driving force control device. The braking / driving force control device according to claim 2,
The road shape includes at least one of a corner and a road gradient,
Braking / driving force control characterized in that the road environment includes a road environment that needs to be decelerated, including temporary stops, corners, railroad crossings, traffic lights, road width reduction, merging, traffic jams, downhills, and the presence of accident vehicles. apparatus.

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