JP2010274679A - Traveling control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling control device for a vehicle which can be matched with the intention of a driver, and which can be used by a plurality of individuals as a driver by preventing a driver from feeling any sense of incompatibility. <P>SOLUTION: The traveling control device includes: a preceding vehicle sensing part 2 for detecting preceding vehicle information; an own vehicle sensing part 3 for detecting own vehicle information; a learning data storing part 4 for storing the past preceding vehicle information and own vehicle information; a target acceleration arithmetic part 5 for calculating target acceleration for making the own vehicle follow the preceding vehicle by a driver model formula based on the preceding vehicle information and the own vehicle information and a parameter; and an individual parameter portion identification part 6 for identifying a parameter for minimizing a difference between the target acceleration calculated by the target acceleration arithmetic part 5 and the acceleration when a driver manually drives the own vehicle to follow the preceding vehicle, and for setting it as an individual parameter unique to the driver. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicular travel control device that does not make a driver feel uncomfortable, can be adjusted to the driver's orientation, and can be used as a driver by a plurality of individuals.

  2. Description of the Related Art A vehicle travel control device that recognizes a preceding vehicle and causes the host vehicle to follow the vehicle is known.

  As shown in FIG. 3, the conventional vehicle travel control apparatus 101 includes a preceding vehicle sensing unit 102, a host vehicle sensing unit 103, a fixed parameter unit 104, a target acceleration calculation unit 105, and an actuator control unit 106. Is provided. The vehicle travel control device 101 includes the own vehicle information from the own vehicle sensing unit 103, the preceding vehicle information from the preceding vehicle sensing unit 102, and a fixed parameter unit 104 for a general driver determined at the development stage. The target acceleration α for causing the vehicle to follow the preceding vehicle is calculated by the target acceleration calculation unit 105 from the fixed parameters of the vehicle, and the actuator control unit 106 controls the accelerator opening actuator and the automatic brake actuator to accelerate / decelerate the vehicle. Control. Thereby, for example, the own vehicle can follow the vehicle while keeping the distance between the preceding vehicle and the preceding vehicle constant.

  The vehicle travel control apparatus 101 is required to perform smooth acceleration / deceleration control that is suitable for the feeling of each driver while preventing danger. However, since the vehicle travel control apparatus 101 in FIG. 3 calculates the target acceleration α using a fixed parameter, the acceleration / deceleration control does not conform to the feeling of each driver, and the driver feels uncomfortable. Will occur.

  Techniques for solving this problem are disclosed in Patent Documents 1 and 2.

  In Patent Document 1, driving behavior characteristics that are different among individual drivers are modeled by GMM (Gaussian mixture model), so that vehicle control and driving support are performed in accordance with the characteristics of the driver, so that it is safe and comfortable. Supporting safe driving is disclosed.

  In Patent Document 2, the brake start inter-vehicle distance is determined in accordance with a predetermined driver model equation (the limit inter-vehicle time and the driver's deceleration, and the parameters in the driver model equation are based on measured data so as to match the driver. And the vehicle speed is controlled by controlling the brake and the throttle by comparing with the current inter-vehicle distance.

JP 2007-176396 A Japanese Patent Laid-Open No. 08-132931

"Analysis of driver characteristics in a speed adjustment operation model" Hideki Miyamoto, Takahiro Suzuki, Production Research, 59, 3, 201-204, 2007

  However, in Patent Document 1, since the driver model formula and parameters are automatically generated and the driver model formula and parameters are calculated in a pair relationship, the parameters cannot be changed, and elements other than the driver's feeling Driver model formulas and parameters that emphasize (e.g. fuel efficiency) cannot be created.

  Further, in Patent Document 1, since the driver model formula is generated only by learning data without having a basic driver model formula, the driver desires normal driving when using specific driving data as learning data. Nevertheless, the unique driving is reproduced, and there is a possibility that a sense of incongruity may occur.

  Further, in Patent Document 2, only the threshold of the inter-vehicle distance is set in the driver model formula, and when the threshold is exceeded, control is performed by throttle ON / OFF and brake ON / OFF. A fine target value cannot be determined. Therefore, it is impossible to faithfully reproduce the driver's characteristics.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a vehicular travel control apparatus that solves the above-described problems, can be adjusted to the driver's orientation without making the driver feel uncomfortable, and can be used as a driver by a plurality of individuals. There is.

  To achieve the above object, the present invention provides a preceding vehicle sensing unit for detecting preceding vehicle information, a own vehicle sensing unit for detecting own vehicle information, and a learning data store for storing past preceding vehicle information and own vehicle information. A target acceleration calculation unit that calculates a target acceleration for the host vehicle to follow the preceding vehicle based on the preceding vehicle information, the host vehicle information, and the parameters based on the driver model formula, and the target acceleration calculation unit It is equipped with a personal parameter partial identification unit that identifies the parameter that minimizes the difference between the target acceleration and the acceleration when the driver manually follows the preceding vehicle and makes it a driver-specific personal parameter is there.

  You may provide the orientation selection part which selects a fuel-saving orientation or a followability orientation, and the identification range setting part which sets the identification range of the said parameter based on the selected orientation.

  An individual parameter registration unit in which the individual parameters are registered for each individual and a driver individual identification unit that identifies the current driver individual and reads the personal parameters may be provided.

  The present invention exhibits the following excellent effects.

  (1) Do not make the driver feel uncomfortable.

  (2) It can be tailored to the driver's intention.

  (3) Multiple individuals can be used as drivers.

It is a lineblock diagram of a vehicular travel control device showing one embodiment of the present invention. It is a flowchart which shows the procedure of the personal parameter identification in this invention. It is a block diagram of the conventional vehicle travel control apparatus.

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

  As shown in FIG. 1, a vehicular travel control apparatus 1 according to the present invention includes a preceding vehicle sensing unit 2 that detects preceding vehicle information, an own vehicle sensing unit 3 that detects own vehicle information, and past preceding vehicles. Learning data store unit 4 for accumulating information and own vehicle information, and target acceleration calculation for calculating a target acceleration for the own vehicle to follow the preceding vehicle based on the preceding vehicle information, own vehicle information, and parameters by a driver model formula A parameter that minimizes the difference between the target acceleration calculated by the unit 5 and the target acceleration calculation unit 5 and the acceleration when the driver manually follows the preceding vehicle to identify the driver's own personal parameters And an actuator control unit 7 for controlling an accelerator opening actuator and an automatic brake actuator so that the acceleration of the vehicle becomes a target acceleration. . The vehicle travel control device 1 is mounted on a vehicle (own vehicle) 8.

  Further, the vehicle travel control device 1 includes a direction selection unit 9 that selects a fuel saving orientation or a followability orientation, an identification range setting unit 10 that sets a parameter identification range based on the selected orientation, and individual parameters for each individual. May be provided, and the individual parameter registration unit 11 in which is registered, and the driver individual identification unit 12 that identifies the current driver individual and reads out the personal parameters.

  The preceding vehicle sensing unit 2 uses a known sensor such as a radar to detect the position of the preceding vehicle, the vehicle speed, the acceleration, and the inter-vehicle distance from the preceding vehicle.

  The own vehicle sensing unit 3 detects the position, vehicle speed, and acceleration of the own vehicle using a known sensor. The preceding vehicle information and the own vehicle information to be used differ depending on the driver model formula.

  The learning data store unit 4 samples and accumulates preceding vehicle information and own vehicle information for an appropriate period at an appropriate sampling interval. Accumulation may be performed at any time during manual operation.

  The target acceleration calculation unit 5 calculates the target acceleration α using a driver model equation, and any known driver model equation can be used as the driver model equation. However, unlike the target acceleration calculation unit 105 of the conventional vehicle travel control apparatus 101, the parameters in the driver model formula are not fixed, but are given from the personal parameter partial identification unit 6.

In general, the driver model formula is composed of parameters and portions other than the parameters. For example, in the Chandler Model formula,
α (t + Δt) = K (V preceding vehicle rea1 (t) −V own vehicle rea1 (t))
In the Newell model (Newell Mode1) formula,
α (t + Δt) = K (X preceding vehicle rea1 (t) −X own vehicle rea1 (t))
It is. here,
α (t); target acceleration at time t V (t); vehicle speed at time t X (t); position K at time t; parameter (gain)
(If there are multiple parameters, they are represented as K1, K2, K3, etc.)
Area1; actual acceleration Vrea1; actual speed Xreal; actual position (travel distance)
Dream1; actual inter-vehicle distance Ades; target acceleration (variables in the flowchart of FIG. 2 are also shown here). In the present invention, not only a classic driver model formula such as a Chandler model formula or a Newell model formula, but an arbitrary driver model formula can be used.

  The personal parameter portion identification unit 6 executes the procedure of FIG. 2 and details will be described later.

  The actuator control unit 7 is equivalent to the actuator control unit 106 of the conventional vehicle travel control apparatus 101.

  The orientation selection unit 9 is an input means for selecting whether the driver wants to prioritize fuel saving or followability.

  The identification range setting unit 10 sets a range for sweeping parameters in the personal parameter partial identification unit 6. Thereby, the range of the personal parameter to be identified is restricted, and for example, the personal parameter does not become larger than a certain value, and as a result, the target acceleration α output from the target acceleration calculation unit 5 is suppressed to be small.

  The individual parameter registration unit 11 stores the individual parameters identified by the individual parameter partial identification unit 6 for each individual when the driver's individual is specified.

  The driver individual identification unit 12 may be anything as long as it can perform personal authentication of the current driver, a card reader for reading the driver's license, an input keyboard for inputting the driver's ID, and a memory in advance. Known technologies such as a button for calling a set personal number and a fingertip vein authentication device can be used.

  FIG. 2 shows an individual parameter identification procedure executed by the individual parameter partial identification unit 6. Here, a case where a driver model equation having two parameters (K1, K2) is used is shown.

  The personal parameter identification procedure shown in FIG. 2 includes a step S1 for reading the preceding vehicle information and the own vehicle information, a step S2 for calculating the target inter-vehicle distance, a step S3 for sweeping the parameter K1, a step S4 for sweeping the parameter K2, and a target. Step S5 for calculating acceleration α; Step S6 for calculating acceleration error; Step S7 for temporarily storing acceleration error; Step S8 for temporarily storing K2; Step S9 for temporarily storing K1; Identifying step S10. Details of the operation of each step will be described later.

  Hereinafter, the operation of the vehicle travel control device 1 of the present invention will be described.

  In the vehicle travel control device 1 of the present invention, a part other than a parameter in an arbitrary driver model formula for calculating the target acceleration / deceleration α is set in advance in the target acceleration calculation unit 5. The target acceleration α can be calculated from the preceding vehicle information and the own vehicle information. For this reason, the individual parameter partial identification unit 6 identifies the parameters for each individual from the learning data.

  Here, it is assumed that the preceding vehicle information and the own vehicle information from the preceding vehicle sensing unit 2 and the own vehicle sensing unit 3 are already stored in the learning data store unit 4 as learning data during manual operation. The personal parameter partial identification unit 6 batch-processes the accumulated learning data to identify personal parameters.

  In step S1, learning data composed of preceding vehicle information and own vehicle information stored in the learning data store unit 4 is read.

  In step S2, the target inter-vehicle distance is calculated by any known calculation method.

  In step S3, one parameter K1 is changed from the initial value to the final value by a predetermined increment value. The initial value and the final value are an initial value and a final value that sweep the parameter K1, and define a range of parameters that can be identified. The increment value is an arbitrary value, but if it is made smaller, the identification accuracy increases, but the number of computations increases. The initial value, final value, and increment value are set in advance.

  In step S4, another parameter K2 is changed from the initial value to the final value by a predetermined increment value.

  In step S5, the target acceleration calculation unit 5 calculates the target acceleration (A own vehicle des (K1, K2)) using a driver model equation. Since the parameters K1 and K2 are swept in step S3 and step S4, the target acceleration (A own vehicle des (K1, K2)) in any combination of the values of the parameters K1 and K2 is calculated.

  In step S6, an acceleration error is calculated. That is, an acceleration error (Δ own vehicle A (K1, K2)) that is an absolute value of a difference between the target acceleration (A own vehicle des (K1, K2)) and the actual acceleration (A own vehicle real) is calculated. .

  In step S7, the acceleration error (Δ own vehicle A (K1, K2)) is stored.

  In step S8, the parameter K1 is stored.

  In step S9, the parameter K2 is stored. Since the parameters K1 and K2 are swept in step S3 and step S4, combinations of all values of the parameters K1 and K2 and acceleration errors (Δ own vehicle A (K1, K2)) for each combination are stored. .

  In step S10, a combination of parameters (K1, K2) that minimizes an acceleration error (Δ own vehicle A (K1, K2)) is identified as a personal parameter. This personal parameter represents the characteristics of the individual. This is because the target acceleration (A own vehicle des (K1, K2)) closest to the acceleration when the individual becomes a driver and actually follows the preceding vehicle and drives the own vehicle can be calculated. .

  Note that the procedure shown in FIG. 2 is for two parameters. Whether the number of parameters is one or three or more, individual parameter identification can be performed by substantially the same procedure.

  After the personal parameters are identified in this way, when the vehicle travel control device 1 recognizes the preceding vehicle and causes the vehicle to automatically follow the vehicle, the target acceleration calculation unit 5 The target acceleration α is calculated by substituting the vehicle information and the identified personal parameters into the driver model formula. Since the error between the learning acceleration and the target acceleration α obtained from the driver model equation is minimal, the actuator control unit 7 controls the accelerator opening actuator and the automatic brake actuator in the same manner as when the individual is driving. To control. Therefore, smooth acceleration / deceleration control that fits the driver's feeling and does not feel uncomfortable can be performed.

  As described above, the vehicle travel control device 1 according to the present invention can apply the individual parameters identified by learning the preceding vehicle information and the own vehicle information during manual driving to the driver model formula. Smooth acceleration / deceleration control that matches the driver's feeling without any discomfort is performed.

  In addition, the vehicle travel control device 1 according to the present invention performs seamless acceleration / deceleration control compared to the case where the driver model equation that outputs only the threshold value is used because the output of the driver model equation is the target acceleration α. Therefore, smooth acceleration / deceleration control that matches the feeling of each individual driver and does not feel strange is performed.

  In addition, the vehicle travel control device 1 of the present invention has a driver model formula in which parts other than the parameters are identified in advance, and thus when the individual parameters are identified using the learning data when performing a specific driving. Even in such a case, since the driver model formula is the same, smooth acceleration / deceleration control without a sense of incongruity is performed as compared with the prior art that generates the driver model formula from the learning data.

  In addition, the vehicle travel control device 1 of the present invention includes an orientation selection unit 9 that selects a fuel-saving orientation or a follow-up orientation, and an identification range setting unit 10 that sets the identification range of the parameters based on the selected orientation. By setting the parameter range (sweep range from the initial value to the final value) identified by the personal parameter partial identification unit 6, the preceding vehicle following control according to the specific direction such as the fuel saving direction and the tracking direction is realized. can do. For example, if it is known that fuel consumption-oriented preceding vehicle follow-up control can be realized each time the parameter K1 increases from a certain threshold L, the parameter K1 range can be set to L or more as a parameter identification condition. It is possible to achieve fuel efficiency-oriented preceding vehicle following control.

  Specifically, when the fuel saving intention is selected, the state becomes the same as when the upper limit is set low with respect to the target acceleration α. For this reason, even if the preceding vehicle greatly accelerates, the own vehicle does not accelerate so much because the target acceleration α is small. As a result, the inter-vehicle distance increases, but driving that prioritizes fuel efficiency is realized.

  On the other hand, when the followability orientation is selected, the upper limit is set to be high or unlimited with respect to the target acceleration α. For this reason, if a preceding vehicle accelerates greatly, the own vehicle can also accelerate correspondingly. Therefore, it is possible to follow the preceding vehicle well.

  The vehicle travel control apparatus 1 of the present invention includes an individual parameter registration unit 11 in which individual parameters are registered for each individual, a driver individual identification unit 12 that identifies the current driver individual and reads out the personal parameters. The personal parameter set in which one or a plurality of personal parameters are set is registered, and the current driver's personal parameter set can be selected from the registered personal parameter set. Thereby, the parameter used by the target acceleration calculation unit 5 can be set as the current parameter of the driver. Therefore, if the driver changes, personal parameters can be switched accordingly, so there is no need to learn each time the driver changes, and even if the vehicle is shared by multiple people, You will not feel uncomfortable.

DESCRIPTION OF SYMBOLS 1 Vehicle traveling control apparatus 2 Leading vehicle sensing part 3 Own vehicle sensing part 4 Learning data store part 5 Target acceleration calculation part 6 Personal parameter partial identification part 7 Actuator control part 8 Vehicle 9 Orientation selection part 10 Identification range setting part 11 Parameter registration section 12 Driver individual identification section

Claims (3)

  A preceding vehicle sensing unit for detecting preceding vehicle information, a own vehicle sensing unit for detecting own vehicle information, a learning data store unit for storing past preceding vehicle information and own vehicle information, preceding vehicle information and own vehicle information, A target acceleration calculation unit that calculates a target acceleration for the own vehicle to follow the preceding vehicle based on the parameters using a driver model equation, and the target acceleration calculated by the target acceleration calculation unit and the driver manually A travel control device for a vehicle, comprising: a personal parameter partial identification unit that identifies a parameter that minimizes a difference from acceleration when driving following the vehicle, and sets the parameter as a personal parameter unique to the driver.   The vehicular travel according to claim 1, further comprising: an orientation selection unit that selects a fuel-saving orientation or a follow-up orientation, and an identification range setting unit that sets an identification range of the parameter based on the selected orientation. Control device.   3. A personal parameter registration unit in which the individual parameters are registered for each individual, and a driver personal identification unit that identifies the current driver's individual and reads out the personal parameters. The vehicle travel control device described.

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