JP4710771B2 - Vehicle approach route determination device and vehicle driving force control device - Google Patents

Description

  The present invention relates to a vehicle approach route determination device and a vehicle driving force control device, and more particularly, a vehicle that determines the approach of a vehicle to a connection road that branches from a main road of an automobile exclusive road and is connected to the main road of the exclusive automobile road. The present invention relates to an approach route determination device and a vehicle driving force control device.

  2. Description of the Related Art There is known a technique of a vehicle approach route determination device that determines an approach of a vehicle to a connection road that branches off from a main line of an automobile exclusive road and is connected to the main line of the exclusive automobile road. For example, Japanese Patent Laid-Open No. 2000-28597 (Patent Document 1) discloses the following technique. The vehicle travel control device performs inter-vehicle distance control by a controller, usually by inter-vehicle distance control means. The exit path approach detection means detects whether or not the own vehicle has approached the exit path based on information from the navigation device or the like. The traveling lane detecting means detects the lane in which the host vehicle is traveling. By these means, the deceleration control means detects that the host vehicle is approaching the exit path, detects that the host vehicle is traveling in the lane closest to the exit path, and the direction of the turn signal is the exit path. When it is detected that the direction coincides with this direction, the deceleration control is performed.

JP 2000-28597A

  For example, it is desired to be able to determine with high accuracy when determining the approach of a vehicle from a main line of an automobile exclusive road including an expressway (hereinafter referred to as an exclusive road main line) to a connecting road such as an exit road. Conventionally, the determination is made based on the winker signal of the vehicle, the position information of the navigation system, and the like, but there are cases where the determination is erroneous when the course of the vehicle is changed.

  The position information of the navigation system includes an error of more than a dozen meters. In the determination based on the steering operation, the determination of the turn signal, and the traveling lane information alone, for example, the situation shown in FIG. 6 (the vehicle X takes out the left winker in the vicinity of the entrance of the exit path 303 on the exclusive road main line 301, and the overtaking lane 301a. In the case of changing the lane to the leftmost lane 301b connected to the exit path 303), even if the driver does not intend to enter the exit path 303 because the lane change cannot be distinguished from the exit path entry. As a result, the deceleration control is performed, which may cause the driver to feel uncomfortable.

  An object of the present invention is to provide a vehicle approach route determination device that can determine with high accuracy the approach of a vehicle to a connecting road that branches from the main road of an automobile exclusive road and is connected to the main road of the automobile exclusive road. It is.

A vehicle approach route determination device according to the present invention is a vehicle approach route determination device that determines the approach of a vehicle to a connecting road that branches from a main line of an automobile-only road and is connected to the main line of the automobile-only road. Means for detecting that the lane of the exclusive road connected to the connecting road is traveling for a predetermined section or more, and detecting that the vehicle is traveling for a predetermined section or more , And a means for determining whether the vehicle has entered the connected road by detecting or estimating movement in the connected road direction.

  In the vehicle approach route determination device according to the present invention, the movement of the vehicle in the direction of the connected road is a turn signal operation in the direction of the connected road, steering in the direction of the connected road, and a vehicle when moving in the direction of the connected road. It is detected or estimated on the basis of at least one of a lateral acceleration of the vehicle, a route setting of the vehicle, and a travel history of the vehicle.

The vehicle driving force control device according to the present invention provides a predetermined section in which a lane of the automobile exclusive road is connected in advance to a connecting road where the vehicle branches from the main road of the automobile exclusive road and is connected to the main line of the automobile exclusive road. or means for detecting that the traveling to the detected that running preset or predetermined intervals, in a state in which movement is detected or estimated to the connecting road direction of the vehicle, the driver And a means for controlling the vehicle to decelerate when an intention to decelerate the vehicle is detected or to increase the driving force of the vehicle when an intention to accelerate the vehicle by the driver is detected. It is said.

  According to the present invention, it is possible to determine the approach of a vehicle to a connection road with high accuracy.

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

  In the embodiment described below, when driving from a main road of an automobile exclusive road including an expressway (hereinafter referred to as an exclusive road main line) or merging into the exclusive road main road, when traveling on a connecting road connected to the exclusive road main line In particular, the present invention relates to a vehicle driving force control device for controlling the driving force of a vehicle.

  Here, the connecting road is connected to one side of the main road and the other side is [1] a general road other than an automobile road, [2] a parking area provided on the automobile road, or [3] Connected to other main roads. The connecting road connected to the parking area provided on the car-only road is a part of the car-only road, but is not a main line of the car-only road but a branch line. Similarly, the connecting road connected to the other dedicated road main line constitutes a branch line of the automobile dedicated road.

(First embodiment)
The first embodiment will be described with reference to FIGS. 1 to 3.

  The present embodiment is aimed at, for example, determining with high accuracy when determining the approach of a vehicle to an exit road (connection road) for exiting from a dedicated road main line. In this embodiment, when all the following three conditions (1) to (3) are satisfied, it is predicted that the vehicle has entered the exit road, and the exit path control (down) is triggered by the accelerator OFF or the brake ON. Shift, brake control, etc.) are performed.

(1) The lane on the side of the main road where the vehicle is connected to the exit road (hereinafter referred to as the exit lane, usually the left lane in Japan, the left lane in intercity traffic) The vehicle is traveling for a predetermined time set in advance (step S2 in FIG. 1 described later).
(2) The vehicle is near the entrance of the exit path (step S3).
(3) There is at least one of turn signal operation (step S4), steering wheel operation (step S5), and generation of the vehicle side G in the vehicle.

  In this embodiment, when determining the expected entry of the vehicle to the exit route, the route on the exclusive road near the exit route is taken into account by taking into account the travel history (travel time, travel distance, etc.) of the exit route connected lane. It is determined whether it is a change or an approach to the exit path, thereby improving the accuracy of determination for entering the exit path and suppressing the driver's uncomfortable feeling due to an erroneous determination.

  FIG. 3 is a plan view schematically showing a general exit road (connection road) connected to the exclusive road main line. An exit road 103 is connected to the expressway (exclusive main line) 101. The highway 101 and the exit road 103 are separated by a broken line 104 drawn on the road. The highway 101 has two lanes 101a and 101b. Of these, the lane 101b is a lane on the side of the highway 101 connected to the exit road 103 (exit road connection lane).

  In FIG. 3, when the accelerator is turned off when the vehicle X is expected to enter the exit path 103, the high speed stage of the transmission is regulated (downshifted), and deceleration control (driving force control: exit path control) is performed. ) Is made. This assists in deceleration and improves drivability.

The configuration of the present embodiment is premised on having the four configurations (1) to (4) as described in detail below.
(1) Means for determining whether or not there is a vehicle on the lane connected to the exit road of the exclusive road (for example, navigation system device, camera, radar, etc.)
(2) Means for determining at least one of a blinker signal, a steering angle, and a lateral G of the vehicle (3) Means for determining whether or not there is a vehicle near the exit of the exit path (4) Derived from the above determination result Means to implement deceleration control (downshift control, brake control, regenerative braking, change of electronic control throttle characteristics, etc.) based on exit path determination and driver's intention to decelerate

  In FIG. 2, reference numeral 10 is a 6-speed automatic transmission, and 40 is an engine. The automatic transmission 10 can change speed by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern. The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The camera 118 is mounted on the vehicle so as to capture at least one of the front and rear of the vehicle.

  The navigation system device 95 has a basic function of guiding the host vehicle to a predetermined destination, and includes an arithmetic processing device and information (map, straight road, curve, uphill / downhill, highway) necessary for traveling the vehicle. Etc.), a first information detection device including a geomagnetic sensor, a gyrocompass, and a steering sensor, and a current position of the vehicle by radio navigation. It is for detecting a position, road conditions, etc., and is provided with a second information detection device including a GPS antenna and a GPS receiver.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and changes the switching state of the pattern select switch 117. And a signal from the navigation system device 95 or the camera 118 is input.

  The control circuit 130 is configured by a known microcomputer and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, and a common bus 136. The input port 134 receives signals from the sensors 114, 116, 122, 123, and 90, signals from the switch 117, signals from the navigation system device 95, and signals from the camera 118. Solenoid valve driving units 138a, 138b, and 138c are connected to the output port 135.

  The ROM 133 stores a program in which the operations (control steps) shown in the flowchart of FIG. 1 are described in advance, and also includes a shift map and a shift control operation (not shown) for shifting the shift stage of the automatic transmission 10. Is stored). The control circuit 130 shifts the automatic transmission 10 based on various input control conditions. Reference numeral 200 denotes a brake device, and 230 denotes a brake control circuit.

The operation of this embodiment will be described with reference to FIGS.
Here, as shown in FIG. 3, a case will be described in which a vehicle is expected to enter the exit road (connection road) 103 from the highway 101.

[Step S1]
In step S <b> 1, the control circuit 130 determines whether the host vehicle X is traveling on the highway 101. The control circuit 130 performs the determination in step S1 based on the current position information and map information of the host vehicle X input from the navigation system device 95. As a result of the determination in step S1, if it is determined that the host vehicle X is traveling on the highway 101, the process proceeds to step S2, and if not, the control flow is returned.

[Step S2]
In step S2, the control circuit 130 determines the travel history of the exit road connecting lane 101b of the main road 101 of the own vehicle X. The control circuit 130 determines whether or not the vehicle X is traveling on the exit road connecting lane 101b of the main road 101 based on the result of imaging at least one of the front and rear of the vehicle X input from the camera 118. Judgment can be made. Alternatively, it can be determined using a laser radar or the like attached in front of the vehicle X. In addition, the running lane can be determined based on the high-accuracy GPS using the quasi-zenith satellite and the map information stored in the vehicle X in advance.

  Further, when the infrastructure is developed and the magnetic chip is embedded in the road, the vehicle X can determine which lane the vehicle is currently traveling by sensing the magnetic chip.

  As a result of the determination in step S2, the time during which the host vehicle X is traveling on the exit road connecting lane 101b of the exclusive road main line 101 is equal to or longer than a predetermined value (for example, 10 seconds) set in advance (the exit road connecting lane 101b is still present). If it is determined that the vehicle is running, the process proceeds to step S3. Otherwise, the control flow is returned.

  In step S2, it is determined whether or not the time during which the host vehicle X is traveling on the exit road connecting lane 101b of the exclusive road main line 101 is equal to or more than a predetermined value set in advance. It can be determined whether or not the distance that the vehicle X is traveling on the exit road connecting lane 101b of the exclusive road main line 101 is greater than or equal to a predetermined value set in advance. When considering whether or not the travel history satisfies the above-described determination condition, it can be explained by the concept of a section including time and distance.

[Step S3]
In step S <b> 3, the control circuit 130 determines whether or not the host vehicle X is traveling near the entrance of the exit path 103. This can be determined from the current position information of the navigation system 95. Here, the vicinity of the entrance of the exit path 103 can be, for example, an area indicated by hatching in FIG. As a result of the determination in step S3, if it is determined that the host vehicle X is traveling near the entrance of the exit path 103, the process proceeds to step S4. Otherwise, the process proceeds to step S5.

[Step S4]
In step S4, the control circuit 130 determines the presence / absence of a winker operation (a winker operation on the highway 101 to the side (left) to which the exit path 103 is connected). In step S4, it is determined whether or not the driver intends to enter the exit path 103. As a result of the determination in step S4, if it is determined that there is a winker operation, the process proceeds to step S5, and if not, this control flow is returned.

[Step S5]
In step S5, the control circuit 130 determines whether or not a state where the steering wheel steering amount is equal to or greater than a predetermined value that has been set in advance has passed for a predetermined time. In step S5, together with step S4, it is determined whether or not the driver intends to enter the exit path 103. As a result of the determination in step S5, if it is determined that the state where the steering wheel steering amount is equal to or greater than a predetermined value has passed for a predetermined time, the process proceeds to step S6. Control flow is returned.

[Step S6]
In step S6, the control circuit 130 determines that the exit path entry determination is ON. That is, the approach of the vehicle X to the exit path 103 is predicted. Step S7 is performed after step S6.

[Step S7]
In step S7, the control circuit 130 determines whether or not the accelerator is OFF. In step S7, it is determined whether or not the driver intends to decelerate. In step S7, it can be determined that the brake is ON instead of the accelerator being OFF. As a result of the determination in step S7, if it is determined that the accelerator is OFF, the process proceeds to step S8, and if not, the control flow is returned.

[Step S8]
In step S8, the control circuit 130 performs deceleration control (exit path control). Downshift control to a lower speed stage is performed to increase engine braking force. The deceleration control is not limited to the downshift control, and can be an automatic brake control or the like. After step S8, the control flow is returned.

(First modification of the first embodiment)
In the first embodiment, when both step S4 and step S5 are positively determined, the approach path intrusion determination is determined to be ON (step S6), but both the conditions of step S4 and step S5 are satisfied. It is not indispensable, and it is sufficient if at least one of the conditions of step S4 and step S5 is satisfied.

(Second modification of the first embodiment)
In the first modified example, it is sufficient that at least one of the conditions of step S4 and step S5 is satisfied instead of both of step S4 and step S5. However, in this modified example, the condition is further replaced. "Based on the route guidance (route setting) registered in the navigation system device 95, the past travel history, etc., it is expected that the user enters the exit route 103, or that it is estimated that the user has entered, or It is possible to use a condition that the road is always a good road.

(Second Embodiment)
The second embodiment will be described with reference to FIGS. 4 and 5.
In the second embodiment, description of parts common to the first embodiment is omitted.

  In the first embodiment, the vehicle X is predicted to enter the exit path with high accuracy, but in the second embodiment, the vehicle X is predicted to enter the confluence channel with high accuracy. It is.

  As shown in FIG. 4, on the general road 401, the vehicle X takes out a right blinker, for example, in the vicinity of the entrance of the combined path 403 to the highway (not shown), and is connected to the combined path 403 from the travel lane 401 a of the general road 401. When the lane is changed to the rightmost overtaking lane 401b, it is impossible to distinguish between the lane change and the approaching passage, and even if the driver does not intend to enter the joining passage, the driving force control (joining passage control) ) May have been implemented, and the driver may feel uncomfortable.

  This embodiment is aimed at determining with high precision, for example, when determining the approach of a vehicle to a merge path (connection road) for merging from a general road to a dedicated road main line. In this embodiment, when all of the following three conditions (1) to (3) are satisfied, it is predicted that the vehicle enters the combined flow path, and the combined flow control (increasing driving force) is triggered by the accelerator ON. Control, and prohibition of upshifts associated with accelerator off).

(1) The vehicle is traveling in a lane on the side of the general road that is connected to the common passage (hereinafter referred to as a common passage connecting lane) for a predetermined time or more (step S12 in FIG. 5 described later).
(2) The vehicle is in the vicinity of the entrance of the combined flow path (step S13).
(3) There is at least one of turn signal operation (step S14), steering wheel operation (step S15), and generation of the vehicle side G in the vehicle.

  In this embodiment, when judging the approach of the vehicle to the joint path, the course change in the general road in the vicinity of the joint path is taken into account by taking the travel history (travel time, travel distance, etc.) of the joint path connection lane. Therefore, in each case, it is determined whether or not the vehicle has entered the combined flow path, thereby improving the determination accuracy for entering the combined flow path and suppressing the driver's uncomfortable feeling due to erroneous determination.

The operation of this embodiment will be described with reference to FIG.
Here, as shown in FIG. 4, a case will be described in which it is predicted that the vehicle will enter the junction (connection road) 403 from the general road 401.

[Step S11]
In step S <b> 11, the control circuit 130 determines whether or not the host vehicle X is traveling on the general road 401. The control circuit 130 performs the determination in step S11 based on the current position information and map information of the host vehicle X input from the navigation system device 95. As a result of the determination in step S11, when it is determined that the host vehicle X is traveling on the general road 401, the process proceeds to step S12. Otherwise, the control flow is returned.

[Step S12]
In step S <b> 12, the control circuit 130 determines the travel history of the joint flow connection lane 401 b of the general road 401 of the host vehicle X. As a result of the determination in step S12, the time during which the host vehicle X is traveling on the common passage connecting lane 401b of the general road 401 is equal to or greater than a predetermined value set in advance (it is still running on the common passage connecting lane 401b). If it is determined, the process proceeds to step S13. Otherwise, the control flow is returned.

  In the above step S12, it is determined whether or not the time during which the host vehicle X is traveling on the common passage connecting lane 401b of the general road 401 is greater than or equal to a predetermined value set in advance. It can be determined whether or not the distance in which X is traveling on the common passage connecting lane 401b of the general road 401 is greater than or equal to a predetermined value set in advance.

[Step S13]
In step S <b> 13, the control circuit 130 determines whether or not the host vehicle X is traveling near the entrance of the combined passage 403. Here, the vicinity of the inlet of the combined channel 403 can be, for example, a region indicated by hatching in FIG. As a result of the determination in step S4, when it is determined that the host vehicle X is traveling near the entrance of the combined flow path 403, the process proceeds to step S14. Otherwise, the control flow is returned.

[Step S14]
In step S <b> 14, the control circuit 130 determines the presence / absence of a winker operation (a winker operation on the general road 401 to the side (right) to which the combined flow path 403 is connected). In step S <b> 14, it is determined whether or not the driver intends to enter the joint channel 403. As a result of the determination in step S14, if it is determined that there is a winker operation, the process proceeds to step S15, and if not, the control flow is returned.

[Step S15]
In step S15, the control circuit 130 determines whether or not a state where the steering wheel steering amount is equal to or greater than a predetermined value that has been set in advance has passed for a predetermined time. In step S15, together with step S14, it is determined whether or not the driver intends to enter the joint channel 403. As a result of the determination in step S15, if it is determined that the state where the steering wheel steering amount is equal to or greater than a preset predetermined value has elapsed for a preset predetermined time or more, the process proceeds to step S16; Control flow is returned.

[Step S16]
In step S <b> 16, the control circuit 130 determines that the joining channel approach determination is ON. That is, the approach of the vehicle X to the combined flow path 103 is predicted. Step S17 is performed after step S16.

[Step S17]
In step S17, the control circuit 130 determines whether or not the accelerator is ON. In step S17, it is determined whether or not the driver intends to accelerate. As a result of the determination in step S17, if it is determined that the accelerator is ON, the process proceeds to step S18, and if not, this control flow is returned.

[Step S18]
In step S <b> 18, driving force control (joining channel control) is performed by the control circuit 130. Control for increasing the driving force is performed. The combined flow path control is not limited to the control for increasing the driving force, and can be a control for prohibiting an upshift caused by turning off the accelerator. After step S18, this control flow is returned.

  In the above-described embodiment, an example in which the stepped automatic transmission 10 is used as the transmission has been described. However, the present invention can also be applied to a continuously variable transmission (CVT) or a manual transmission with an automatic transmission mode. Is possible. In the above embodiment, the downshift of the automatic transmission 10 is used as the deceleration means for the exit path control. However, instead of or in combination with this, regenerative braking by a brake device or a motor generator (MG) is performed. Can be used. In the above-described embodiment, the characteristics of the electronic throttle can be changed or combined with this, powering by MG (acceleration assistance by the motor) can be used in the joint flow control.

It is a flowchart which shows operation | movement of 1st Embodiment of the driving force control apparatus for vehicles of this invention. It is a schematic block diagram of 1st Embodiment of the driving force control apparatus for vehicles of this invention. In 1st Embodiment of the vehicle driving force control apparatus of this invention, it is a top view which shows typically the connection road connected to the exclusive road main line. In 2nd Embodiment of the vehicle driving force control apparatus of this invention, it is a top view which shows typically the connection road connected to the exclusive road main line. It is a flowchart which shows operation | movement of 2nd Embodiment of the driving force control apparatus for vehicles of this invention. It is a top view which shows typically the connection road connected to the exclusive road main line.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 41 Intake passage 43 Throttle valve 90 Acceleration sensor 95 Navigation system apparatus 101 Expressway (private main line)
101a lane 101b exit road connection lane 103 exit road (connection road)
104 Broken line 114 Throttle opening sensor 116 Engine speed sensor 117 Pattern select switch 118 Camera 120c Output shaft 121a Solenoid valve 121b Solenoid valve 121c Solenoid valve 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
132 RAM
133 ROM
134 Input port 135 Output port 200 Brake device 230 Brake control circuit 301 Main road main line 301a Overtaking lane 301b Driving lane 303 Exiting road 401 General road 401a Driving lane 401b Overtaking lane (joint passage lane)
403 Combined passage X Vehicle

Claims (3)

A vehicle approach route determination device for determining the approach of a vehicle to a connecting road branched from a main road of an automobile exclusive road and connected to the main road of the exclusive automobile road,
Means for detecting that a vehicle is traveling in a lane of the road for exclusive use of the automobile connected to the connection road over a predetermined section;
Means for detecting that the vehicle is traveling over the preset predetermined section and detecting or estimating the movement of the vehicle in the direction of the connected road to determine the approach of the vehicle to the connected road. A vehicle approach route determination device. In the vehicle approach route determination device according to claim 1,
The movement of the vehicle in the direction of the connected road includes a winker operation in the direction of the connected road, steering in the direction of the connected road, lateral acceleration of the vehicle when moving in the direction of the connected road, route setting of the vehicle, And a vehicle approach route determination device that is detected or estimated based on at least one of the travel history of the vehicle. Means for detecting that a vehicle is traveling on a lane of the automobile exclusive road that is branched from the main road of the automobile exclusive road and is connected to a connecting road connected to the main road of the automobile exclusive road for a predetermined section or more. ,
Means for detecting or estimating movement of the vehicle in the direction of the connecting road;
The vehicle is detected when it is detected that the vehicle is traveling for the predetermined predetermined section or more and the movement of the vehicle in the direction of the connecting road is detected or estimated, and the driver's intention to decelerate the vehicle is detected. the vehicle driving force control apparatus characterized by comprising a means for controlling to increase the driving force of the vehicle when performing the deceleration control, or driving acceleration intention of the vehicle by the user has been detected.

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