JP6187767B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly to a vehicle control device that performs control to displace an accelerator pedal.

  2. Description of the Related Art Conventionally, a technique for providing driving assistance to a driver by controlling an accelerator pedal is known. For example, Patent Document 1 discloses a technique for guiding the driver's accelerator pedal operation in the depression direction by reducing the reaction force of the accelerator pedal operation in order to achieve optimum fuel consumption. Patent Document 2 discloses a technique for alerting a driver by vibrating an accelerator pedal in order to prevent acceleration by the driver.

JP 2010-264831 A Japanese Patent Application Laid-Open No. 06-249956

By the way, there is a situation where traffic congestion occurs due to a decrease in vehicle speed. For example, in a sag such as a highway (a road that passes through a mortar-shaped terrain and changes from a downhill to an uphill), the driver did not notice the uphill and the accelerator pedal operation corresponding to the uphill was delayed. As a result, it is known that traffic congestion occurs when the vehicle speed decreases. In a situation where traffic congestion occurs due to such a decrease in vehicle speed, if the driver's accelerator pedal operation is guided in the depression direction in advance to prevent the vehicle speed from decreasing, it will be useful for eliminating traffic congestion. Conceivable.
In addition, it is not disclosed in any of the above-described Patent Documents 1 and 2 that the accelerator pedal operation is guided in the depression direction in the situation as described above. Here, Patent Document 1 discloses a technique for guiding the driver's accelerator pedal operation in the depression direction by reducing the accelerator pedal operation reaction force. If it is simply reduced, the sense of operation changes suddenly, so that depending on the driver, the accelerator pedal may be depressed too much.

  The present invention has been made in order to solve the above-described problems of the prior art, and when the driving environment of the host vehicle is an environment in which there is a high possibility of occurrence of traffic congestion, the direction in which the driver depresses the accelerator pedal operation. It is an object of the present invention to provide a vehicle control device that can be guided appropriately.

In order to achieve the above object, the present invention is a vehicle control device that controls engine output in response to an accelerator pedal operation by a driver, and the traveling environment of the host vehicle is highly likely to cause congestion. In order to guide the driver's accelerator pedal operation in the depression direction when it is determined that the driving environment is highly likely to cause a traffic jam by the traffic jam judging means and the traffic jam judging means. , have a, an accelerator pedal depression induction control means for performing only the control for forcibly displaced a predetermined period in a direction of depression of the accelerator pedal with respect to the current accelerator pedal operation amount by the driver, the accelerator pedal by the accelerator pedal depression induction control means While control is performed to move the Flip to control the engine output, characterized in that.
In the present invention configured as described above, when the traveling environment of the host vehicle is an environment in which there is a high possibility of occurrence of traffic congestion, the accelerator pedal is depressed in the direction in which the driver depresses the accelerator pedal for a predetermined period of time. Only the forced displacement control is performed. This causes the accelerator pedal to move away from the driver's foot, so that the driver moves the foot to keep the foot resting on the accelerator pedal, resulting in the driver's foot position. Tends to move in the direction of depression of the accelerator pedal. Therefore, according to the present invention, it is possible to appropriately guide the driver's accelerator pedal operation in the depressing direction in a driving environment where there is a high possibility of occurrence of congestion, and suppress the occurrence of congestion due to a decrease in vehicle speed or the like. It becomes possible to do.
In the present invention, the accelerator pedal is forcibly displaced in the depression direction, but the accelerator pedal is displaced only for a predetermined period, that is, the state where the accelerator pedal is not displaced in the depression direction is not continuously maintained. Regardless of the intention, it is possible to limit the period during which the accelerator pedal is displaced, thereby suppressing the uncomfortable feeling given to the driver.

In the present invention, it is preferable that the engine control means for increasing the engine output when the accelerator pedal is depressed by the driver when the accelerator pedal depression guidance control means is controlled to displace the accelerator pedal in the depression direction. Also have.
In the present invention configured as described above, when the accelerator pedal is depressed by the driver during the control of the accelerator pedal, the engine output is increased. Therefore, according to the depression of the accelerator pedal of the driver by the guidance of the accelerator pedal operation. The engine output can be increased appropriately. As a result, it is possible to set a vehicle speed that can suppress the occurrence of traffic congestion.
On the other hand, in the present invention, when the accelerator pedal is not depressed by the driver during the control of the accelerator pedal, the engine output is not increased. Therefore, it is possible to suppress the driver's uncomfortable feeling that the engine output increases (that is, the vehicle speed increases) even though the accelerator pedal is not depressed, and the driver's driving initiative can be secured. it can.

In the present invention, it is preferable that the traffic jam determination unit determines that the travel environment is an environment in which a traffic jam is highly likely to occur when the gradient of the travel path of the host vehicle changes by a predetermined amount or more.
In the present invention configured as described above, the driver's accelerator pedal operation can be appropriately guided in the depression direction in an environment where the gradient of the traveling path of the host vehicle changes by a predetermined amount or more. It is possible to eliminate traffic congestion that may occur in the environment.

In the present invention, preferably, the vehicle further includes a travel risk determination unit that determines a travel risk around the host vehicle, and the accelerator pedal depression guidance control unit determines that the travel risk is high by the travel risk determination unit. Does not control to depress the accelerator pedal in the depressing direction.
In the present invention configured as described above, the accelerator pedal is not controlled when the driving risk around the host vehicle is high, and therefore the accelerator pedal operation in the depression direction is not performed when the accelerator pedal should not be depressed. Guidance can be appropriately prohibited. Therefore, it is possible to ensure the safety related to the guidance of the accelerator pedal operation in the depression direction.

In the present invention, preferably, the travel risk determination means obtains the distance between the host vehicle and an obstacle ahead thereof and determines that the travel risk is high when the distance is less than a predetermined value.
In the present invention configured as described above, when the distance between the host vehicle and an obstacle ahead of the host vehicle is less than a predetermined value, guidance of the accelerator pedal operation in the depression direction can be appropriately prohibited.

In the present invention, preferably, the travel risk determination means acquires the relative speed of the host vehicle with respect to the obstacle ahead of the host vehicle, and determines that the travel risk is high when the relative speed is equal to or greater than a predetermined value.
In the present invention configured as described above, when the relative speed of the host vehicle with respect to the obstacle ahead of the host vehicle is equal to or higher than a predetermined value, the guidance of the accelerator pedal operation in the depression direction can be appropriately prohibited.

In the present invention, preferably, the accelerator pedal depressing guidance control means performs control to displace the accelerator pedal in the depressing direction, and when the accelerator pedal is actually depressed by the driver, the depressed accelerator pedal operation is performed. Control is performed to forcibly displace the accelerator pedal in the direction of further depression for a predetermined period with respect to the amount.
In the present invention configured as described above, when the driver actually depresses the accelerator pedal by guidance by the accelerator pedal depressing guidance control means, the accelerator pedal is further displaced in the depressing direction, so that the occurrence of traffic congestion can be suppressed. The accelerator pedal operation in the stepping direction by the driver can be appropriately guided to such an accelerator opening corresponding to the vehicle speed.

In the present invention, it is preferable that the accelerator pedal depression guidance control unit alternately executes control for displacing the accelerator pedal in the depression direction and control for displacing the accelerator pedal in the depression direction.
In the present invention configured as described above, a control for displacing the accelerator pedal in the depression direction and a control for displacing the accelerator pedal in the depression direction are alternately switched and executed to displace the accelerator pedal in the depression direction. Since the control is performed a plurality of times, it is possible to appropriately guide the accelerator pedal operation in the stepping direction for a certain long period while suppressing the uncomfortable feeling given to the driver.

  According to the vehicle control device of the present invention, it is possible to appropriately guide the driver's accelerator pedal operation in the depression direction without causing the driver to feel uncomfortable, and to suppress the occurrence of traffic jams due to a decrease in vehicle speed or the like. Is possible.

It is a block diagram which shows the electric constitution of the vehicle by which the vehicle control apparatus by embodiment of this invention is mounted. The figure for demonstrating the traffic jam which generate | occur | produces in a sag part is shown. It is a time chart which shows the specific example of accelerator pedal depression guidance control by embodiment of this invention. It is a flowchart which shows the control processing by embodiment of this invention.

Hereinafter, a vehicle control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.
First, with reference to FIG. 1, the structure of the vehicle control apparatus by embodiment of this invention is demonstrated. FIG. 1 is a block diagram showing an electrical configuration of a vehicle equipped with a vehicle control apparatus according to an embodiment of the present invention. FIG. 1 shows only the components related to the present embodiment.

  As shown in FIG. 1, a vehicle 20 includes a navigation information acquisition unit 1 that acquires various navigation information from a navigation device (not shown) mounted on the vehicle 20, a camera 2 that captures the surroundings of the vehicle 20, a vehicle A gradient sensor 3 that detects the gradient of 20 traveling roads, a millimeter wave radar 4 that can detect the situation around the vehicle 20 using millimeter wave radio waves, a vehicle speed sensor 5 that detects the speed of the vehicle 20, An external communication device 6 capable of performing vehicle-to-vehicle communication and / or road-to-vehicle communication, an accelerator opening sensor 7 for detecting the opening of the accelerator pedal 12 (accelerator pedal opening), and an ECU as a vehicle control device (Electronic Control Unit) 8, an accelerator pedal actuator 10 that drives the accelerator pedal 12 to change the position of the accelerator pedal 12, and an engine that generates the propulsive force of the vehicle 20 Having a down 11, and an accelerator pedal 12 which is operated by the driver to accelerate the vehicle 20.

  The ECU 8 functionally determines whether or not the traveling environment of the vehicle 20 (hereinafter, the vehicle 20 is appropriately referred to as “own vehicle”) is an environment where there is a high possibility of occurrence of congestion. A determination unit 8a, a travel risk determination unit 8b that determines a travel risk around the host vehicle, an accelerator pedal depression guidance control unit 8c that performs control to displace the accelerator pedal 12 via the accelerator pedal actuator 10, and an engine output An engine control unit 8d that performs control to be changed. The ECU 8 corresponds to an example of a vehicle control device in the present invention.

  The ECU 8 stores a CPU, various programs interpreted and executed on the CPU (including a basic control program such as an OS and an application program that is activated on the OS and realizes a specific function), and programs and various data. For this purpose, a computer having an internal memory such as a ROM or RAM is used. As indicated by the arrows in FIG. 1, the ECU 8 mainly includes a navigation information acquisition unit 1, a camera 2, a gradient sensor 3, a millimeter wave radar 4, a vehicle speed sensor 5, an external communication device 6, and an accelerator opening sensor 7. The accelerator pedal actuator 10 and the engine 11 are controlled based on a signal supplied from at least one of the above. In this case, the ECU 8 controls to displace the accelerator pedal 12 by supplying a control signal to the accelerator pedal actuator 10, and performs control to change the engine output by supplying the control signal to the engine 11. .

  Next, an example of a situation to which the control according to the present embodiment is applied will be described with reference to FIG. FIG. 2 is a diagram for explaining a traffic jam occurring in a sag part such as an expressway. The sag portion corresponds to a road that passes through a mortar-shaped terrain and changes from a downhill to an uphill. In such a sag portion, since the driver of the vehicle V1 that has started climbing uphill does not notice the uphill, the accelerator pedal operation corresponding to the uphill is delayed, so that the vehicle speed of the vehicle V1 decreases. Accordingly, the vehicle speed of the vehicle V2 is reduced by the driver of the vehicle V2 behind the vehicle V1 having applied the brake to ensure the inter-vehicle distance from the vehicle V1. As a result, the vehicles behind the vehicle V2 are braked one after another, and a series of vehicles with reduced vehicle speed causes a traffic jam.

  In the present embodiment, control for guiding the driver's accelerator pedal operation in the depression direction in advance is performed in a situation where traffic congestion occurs due to a decrease in vehicle speed, such as the sag portion shown in FIG. Specifically, in the present embodiment, the congestion determination unit 8a of the ECU 8 determines whether or not the traveling environment of the host vehicle is an environment in which there is a high possibility of occurrence of congestion, and the traveling environment may cause congestion. Control that the accelerator pedal depression guidance control unit 8c of the ECU 8 forcibly displaces the accelerator pedal 12 in the depression direction for a predetermined period with respect to the current operation amount of the accelerator pedal by the driver when it is determined that the environment is highly likely. I do. By controlling the accelerator pedal 12, the accelerator pedal 12 moves away from the driver's foot. Therefore, the driver moves the foot so as to keep the foot placed on the accelerator pedal 12. As a result, the position of the driver's foot tends to move in the direction in which the accelerator pedal 12 is depressed. Therefore, the driver's accelerator pedal operation can be guided in the depression direction.

  Here, the environment where the possibility of traffic jams is high is typically an environment where traffic jams occur due to a decrease in vehicle speed. For example, a place where the road gradient changes by a predetermined amount or more, a place near a signal, and a vicinity of a tunnel entrance / exit. A place where the road gradient changes more than a predetermined amount is, in other words, a place where the inclination angle of the road changes more than a predetermined angle, and not only a place where the road slope changes from a downhill to an uphill, but also from a flat road. A place that changes to a road having a slope, a place that changes from a road having a gentle upslope to a road having a steep upslope, and the like are also included.

  Further, in the present embodiment, the engine control unit 8d of the ECU 8 increases the engine output when the driver depresses the accelerator pedal 12 when the above-described control for displacing the accelerator pedal 12 is performed. . In contrast, the engine control unit 8d does not increase the engine output when the accelerator pedal 12 is not depressed by the driver.

More specifically, in the present embodiment, the accelerator pedal depression guidance control unit 8c alternately switches between a control for displacing the accelerator pedal 12 in the depression direction and a control for displacing the accelerator pedal 12 in the depression direction at regular intervals. Execute control. Further, the engine control unit 8d is configured to control the displacement of the accelerator pedal 12 in the depressing direction, and when the accelerator pedal 12 is depressed by the driver (that is, the accelerator pedal 12 is displaced in the depressing direction). In the case where the actual position of the accelerator pedal 12 does not return in the stepping-back direction despite the control being performed), more specifically, the actual accelerator pedal opening is larger than the accelerator pedal opening corresponding to the control. When the degree (hereinafter referred to as “actual accelerator pedal opening” as appropriate) is large, the engine output is increased according to the actual accelerator pedal opening. In this case, the accelerator pedal depression guidance control unit 8c determines that the control for alternately switching the displacement of the accelerator pedal 12 in the depression direction and the displacement in the depression return direction is to be continued thereafter.
On the other hand, the engine control unit 8d performs the control of displacing the accelerator pedal 12 in the stepping-back direction, and when the accelerator pedal 12 is not depressed by the driver (that is, depressing the accelerator pedal 12). The actual accelerator pedal opening and the actual accelerator pedal opening corresponding to the control are almost the same). In this case, the engine output is maintained according to the actual accelerator pedal opening, that is, the engine output is not increased. In this case, the accelerator pedal depression guidance control unit 8c stops the control to alternately switch the displacement of the accelerator pedal 12 in the depression direction and the displacement in the depression direction. Specifically, the control is stopped after a predetermined time has elapsed.

  In the following, the control performed by the accelerator pedal depression guidance control unit 8c on the accelerator pedal 12 in the present embodiment as described above is appropriately referred to as “accelerator pedal depression guidance control”.

Further, in the present embodiment, the traffic determination unit 8a determines whether or not the traveling environment of the host vehicle is an environment in which there is a high possibility that a traffic jam will occur. Determine the driving risk around you. The accelerator pedal depression guidance control unit 8c is determined only when the traffic determination unit 8a determines that the traveling environment is an environment in which the possibility of occurrence of traffic congestion is high and the travel risk determination unit 8b determines that the travel risk is low. The accelerator pedal depression guidance control described above is performed. On the other hand, the accelerator pedal depression guidance control unit 8c travels by the travel risk determination unit 8b even when the traffic determination unit 8a determines that the travel environment is an environment where there is a high possibility of occurrence of traffic congestion. If it is determined that the risk is high, the accelerator pedal depression guidance control is not performed, that is, the execution of the accelerator pedal depression guidance control is prohibited.
The travel risk around the host vehicle typically corresponds to the risk of contact between the host vehicle and an obstacle in front of the host vehicle (another vehicle, a person, a fallen object, etc.).

Next, the accelerator pedal depression guidance control according to the present embodiment will be specifically described with reference to FIG. FIG. 3 is a time chart showing a specific example of accelerator pedal depression guidance control according to the present embodiment. The upper graphs G1, G2, and G3 in FIG. 3 show time changes in the accelerator pedal opening, and the lower graph G4 in FIG. 3 shows time changes in the engine output.
Specifically, on the upper side of FIG. 3, the solid line graph G <b> 1 shows an accelerator pedal corresponding to a control signal for the accelerator pedal depression control unit 8 c of the ECU 8 to control the accelerator pedal 12 via the accelerator pedal actuator 10. The opening (hereinafter referred to as “control accelerator pedal opening” as appropriate) is shown, and a broken line graph G2 shows the actual accelerator pedal opening, that is, the accelerator pedal opening detected by the accelerator opening sensor 7. The graph G3 indicates the accelerator pedal opening degree (the position of the sole position represented by the accelerator pedal opening degree) corresponding to the position of the sole of the driver.

First, at time t1, the traffic determination unit 8a determines that the travel environment of the host vehicle is an environment in which there is a high possibility of occurrence of traffic jams, and the travel risk determination unit 8b determines that the travel risk around the host vehicle is low. Therefore, the accelerator pedal depression guidance control unit 8c starts the accelerator pedal depression guidance control. Specifically, the accelerator pedal depression guidance control unit 8c is an accelerator that alternately switches the displacement of the accelerator pedal 12 in the depression direction and the displacement in the depression return direction at a constant cycle from time t1, as shown in the graph G1. Start pedal depression guidance control.
By such accelerator pedal depression guidance control, the actual accelerator pedal opening changes as shown in the graph G2. In this case, as shown in the graph G3, when the accelerator pedal 12 is displaced in the depressing direction, the accelerator pedal 12 is separated from the sole of the driver, and the accelerator pedal 12 is displaced in the depressing direction. The accelerator pedal 12 contacts the sole of the driver. Therefore, the contact and non-contact of the accelerator pedal 12 with the driver's sole are periodically repeated.

The accelerator pedal depression guidance control unit 8c is, for example, in a cycle in which the driver does not feel when the accelerator pedal 12 is vibrating (that is, a cycle longer than a cycle in which the driver feels that the accelerator pedal 12 is vibrating). The displacement of the accelerator pedal 12 in the depression direction and the displacement in the depression direction are switched. This is because in this embodiment, the driver is not alerted by the accelerator pedal depression guidance control. Note that the predetermined period during which the accelerator pedal 12 is displaced in the depression direction is half the period as described above.
Further, the accelerator pedal depression guidance control unit 8c displaces the accelerator pedal 12 in the depression direction by an amount capable of appropriately guiding the accelerator pedal operation in the depression direction without giving the driver a sense of incongruity, for example. . In one example, the accelerator pedal depression guidance control unit 8c displaces the accelerator pedal 12 by about 1 mm.

Further, the accelerator pedal depression guidance control unit 8c is configured to wait until a predetermined time elapses from time t1 (if the driver depresses the accelerator pedal 12 before the predetermined time elapses, the accelerator pedal t Until the pedal 12 is depressed), the accelerator opening when the accelerator pedal 12 is displaced in the depressing direction is controlled to be constant, and the accelerator is opened when the accelerator pedal 12 is displaced in the depressing direction. Control the degree to be constant.
In the example shown in FIG. 3, since the driver depresses the accelerator pedal 12 at time t2, the accelerator pedal depressing guidance control unit 8c operates when the accelerator pedal 12 is displaced in the depressing direction from time t1 to time t2. Control is performed so that the accelerator opening and the accelerator opening when the accelerator pedal 12 is displaced in the stepping-back direction are constant.

Further, the engine control unit 8d controls the engine output according to the actual accelerator pedal opening when the accelerator pedal 12 is controlled to be displaced in the depressing direction, and the accelerator pedal 12 is displaced in the depressing direction. The actual accelerator pedal opening when the vehicle is in use is not used for engine output control. For example, the engine control unit 8d controls the throttle opening in accordance with the actual accelerator pedal opening and controls the accelerator pedal 12 in the depression direction when control is performed to displace the accelerator pedal 12 in the stepping-back direction. During displacement, the throttle opening is not controlled in accordance with the actual accelerator pedal opening. This is because the actual accelerator pedal opening when the accelerator pedal 12 is displaced in the depression direction is not due to the driver's accelerator pedal operation, and therefore the engine output is not changed against the driver's will. .
Here, with respect to the engine output when the control for displacing the accelerator pedal 12 in the depressing direction is performed, for example, the actual accelerator pedal when the control for displacing the accelerator pedal 12 in the depressing direction is performed immediately before the control. Control may be performed based on the rate of change of the opening. That is, when the control for displacing the accelerator pedal 12 in the depressing direction is performed, the actual accelerator pedal opening changes in the same manner as when the control for displacing the accelerator pedal 12 in the depressing direction is performed before that. Assuming that, the engine output may be controlled.
In the example shown in FIG. 3, since the actual accelerator pedal opening during the control for displacing the accelerator pedal 12 in the stepping-back direction is hardly changed between the time t1 and the time t2, the engine control is performed. The unit 8d maintains the engine output as shown in the graph G4.

  Next, at time t2, as shown in the graph G3, the driver has started to depress the accelerator pedal 12, so as shown in the graphs G1 and G2, the actual accelerator pedal opening corresponds to the depression of the accelerator pedal 12 by the driver. It becomes the opening, and deviates from the control accelerator pedal opening. At time t3, the difference (see arrow A1) between the actual accelerator pedal opening and the control accelerator pedal opening becomes equal to or greater than a predetermined value. At that time, the accelerator pedal depression guidance control unit 8c determines that the accelerator pedal 12 is depressed by the driver, and determines that the accelerator pedal depression guidance control is to be performed thereafter.

Next, at time t4, the accelerator pedal depression guidance control unit 8c performs control to displace the accelerator pedal 12 in the depression direction as shown in the graph G1. In this case, the accelerator pedal depression guidance control unit 8c, as shown by an arrow A2 attached to the graph G1, determines a certain amount from the control accelerator pedal opening when the accelerator pedal 12 is previously displaced in the depression direction. The control accelerator pedal opening is offset only in the depression direction (note that the control accelerator pedal opening is offset in the depression direction by a certain amount also when the accelerator pedal 12 is subsequently displaced in the depression return direction). In this way, the driver's accelerator pedal operation is guided further in the depression direction.
As a result, as shown in the graph G3, the driver further depresses the accelerator pedal 12. Therefore, even when control is performed to displace the accelerator pedal 12 in the stepping-back direction from time t5, the difference between the actual accelerator pedal opening and the control accelerator pedal opening (see arrow A3) becomes equal to or greater than a predetermined value. The pedal depression guidance control unit 8c determines that the accelerator pedal 12 has been depressed by the driver, and determines that the accelerator pedal depression guidance control is to be performed thereafter. And the accelerator pedal depression guidance control part 8c similarly performs the accelerator pedal depression guidance control mentioned above also after the time t6.

As a result of the accelerator pedal depression guidance control described above, the actual accelerator pedal opening gradually increases. Therefore, as shown in the graph G4, the engine control unit 8d performs control for displacing the accelerator pedal 12 in the step-back direction. Control is performed to gradually increase the engine output in accordance with the actual accelerator pedal opening when it is being performed. As described above, the engine control unit 8d does not use the actual accelerator pedal opening at that time, for example, for the engine output when the control for displacing the accelerator pedal 12 in the depression direction is performed. It is changed based on the rate of change of the actual accelerator pedal opening degree or the like when the control for displacing the accelerator pedal 12 in the stepping-back direction is performed immediately before.
As the engine output increases in this way, the engine output reaches the target value Trg at time t7. At that time, the accelerator pedal depression guidance control unit 8c ends the accelerator pedal depression guidance control. The engine output target value Trg is, for example, an engine output corresponding to a vehicle speed at which the host vehicle should be set so as not to cause a traffic jam. In another example, instead of the target value Trg of the engine output, the target value of the actual accelerator pedal opening corresponding to the target value Trg is used, and when the actual accelerator pedal opening reaches the target value, the accelerator pedal The stepping guidance control may be terminated.

  Next, control processing according to the present embodiment will be described with reference to FIG. FIG. 4 is a flowchart showing a control process according to the present embodiment. This control process is repeatedly executed by the ECU 8 at a predetermined cycle.

  First, in step S1, the ECU 8 acquires various data necessary for subsequent processing. Specifically, the ECU 8 is output from at least one of the navigation information acquisition unit 1, the camera 2, the gradient sensor 3, the millimeter wave radar 4, the vehicle speed sensor 5, the external communication device 6, and the accelerator opening sensor 7. Get the signal.

Next, it progresses to step S2, and ECU8 (specifically traffic congestion determination part 8a) determines whether the driving | running | working environment of the own vehicle is an environment where possibility that a traffic jam will generate | occur | produce is high. Typically, the traffic jam determination unit 8a determines whether or not the environment is such that traffic jam occurs due to a decrease in vehicle speed.
In one example, the traffic jam determination unit 8a treats a road where the gradient changes by a predetermined amount or more (in other words, a road where the inclination angle changes by a predetermined angle or more) as an environment where the possibility of traffic jams is high, In step S2, it is determined whether or not the gradient of the travel path of the host vehicle changes by a predetermined amount or more. Here, the road where the slope changes by a predetermined amount or more is a place where the slope changes from a downhill to an uphill, such as a sag, a place where the road changes from a flat road to a road with an upward slope, or a gentle uphill. In a place where the road changes from a road having a gradient to a road having a steep upward gradient, the road is such that the amount of change in the gradient is a predetermined amount or more. In this case, the traffic jam determination unit 8a uses the gradient information (information stored by the navigation device as map data) in front of the current position of the host vehicle acquired by the navigation information acquiring unit 1. It is determined whether the gradient of the traveling road ahead changes by a predetermined amount or more. Alternatively, the traffic jam determination unit 8a travels ahead of the host vehicle from altitude information (information stored in the navigation device as map data) in front of the current position of the host vehicle acquired by the navigation information acquiring unit 1. A slope of the road is obtained, and it is determined whether or not the slope of the traveling road ahead of the host vehicle changes by a predetermined amount or more based on the slope. Alternatively, the traffic jam determination unit 8a determines whether or not the gradient of the traveling path of the host vehicle has changed by a predetermined amount or more based on the gradient detected by the gradient sensor 3. Note that the predetermined amount used in the above-described gradient determination is set, for example, to a gradient change amount that causes a traffic jam due to a decrease in vehicle speed due to a gradient change in the travel path.
In another example, the traffic jam determination unit 8a treats the location before the signal as an environment where there is a high possibility of traffic jam, and determines whether or not the host vehicle is positioned in front of the signal in step S2. In this case, the traffic congestion determination unit 8a determines whether the host vehicle is positioned in front of the signal based on the map data (specifically, the position information of the signal) ahead of the current position of the host vehicle acquired by the navigation information acquisition unit 1. Determine whether or not. The location in front of the signal is treated as an environment where there is a high possibility of traffic jams, for example, when the vehicle speed of the host vehicle after the signal switches from red to blue is slower than the vehicle speed of the preceding vehicle (i.e. This is because if the host vehicle is delayed from the start of the vehicle), a traffic jam may occur behind the host vehicle.
In yet another example, the traffic jam determination unit 8a treats the vicinity of the entrance / exit of the tunnel as an environment where there is a high possibility of occurrence of traffic jam, and determines whether or not the vehicle is located near the entrance / exit of the tunnel in step S2. . In this case, the traffic jam determination unit 8a determines that the vehicle is near the entrance / exit of the tunnel based on the map data ahead of the current position of the host vehicle (specifically, location information of the entrance / exit of the tunnel) acquired by the navigation information acquisition unit 1 It is determined whether it is located in. In addition, the vicinity of the tunnel entrance / exit is treated as an environment where there is a high possibility of traffic jams. Traffic congestion occurs near the tunnel entrance / exit due to a drastic change in brightness around the tunnel. Because there is a case to do.
Note that the three examples described above may be combined to determine whether or not the traveling environment of the host vehicle is an environment in which there is a high possibility of traffic jams. Specifically, in step S2, (1) whether the gradient of the traveling path of the host vehicle changes by a predetermined amount or more, (2) whether the host vehicle is positioned in front of the signal, and (3) the host vehicle It may be determined whether or not the traveling environment of the host vehicle is an environment where there is a high possibility of traffic congestion by performing three determinations as to whether or not the vehicle is located near the entrance of the tunnel.

  As a result of the determination in step S2, if the traveling environment of the host vehicle is not an environment where there is a high possibility of occurrence of traffic jam, the ECU 8 returns to step S1 without performing the subsequent processing. In this case, the execution condition of the accelerator pedal depression guidance control according to the present embodiment is not satisfied.

On the other hand, when the traveling environment of the host vehicle is an environment in which there is a high possibility of occurrence of traffic congestion, the process proceeds to step S3, and the ECU 8 (specifically, the traveling risk determination unit 8b) has a high traveling risk around the host vehicle. It is determined whether or not. Typically, the travel risk determination unit 8b determines whether the contact risk between the host vehicle and an obstacle ahead of the host vehicle (such as another vehicle, a person, or a fallen object) is high.
In one example, the travel risk determination unit 8b treats the case where the distance between the host vehicle and the obstacle in front of the host vehicle is less than a predetermined value as a case where the travel risk is high. It is determined whether or not the distance to the obstacle is less than a predetermined value. In this case, the travel risk determination unit 8b acquires the distance between the host vehicle and an obstacle ahead thereof based on a signal supplied from the millimeter wave radar 4 or the like. Note that the distance between the host vehicle used in the determination of the travel risk described above and the obstacle in front of the host vehicle can be brought into contact with the vehicle ahead when the host vehicle is accelerated by depressing the accelerator pedal 12, for example. The distance is set so that
In another example, the travel risk determination unit 8b treats the case where the relative speed of the host vehicle with respect to an obstacle (such as a vehicle) ahead of the host vehicle is a predetermined value or more as a case where the travel risk is high. It is determined whether the relative speed of the host vehicle with respect to the obstacle ahead of the vehicle is equal to or higher than a predetermined value. In this case, the travel risk determination unit 8b acquires the relative speed of the host vehicle with respect to the obstacle ahead of the host vehicle based on the signal supplied from the millimeter wave radar 4 and the like. In addition, the relative speed used in the determination of the travel risk described above is set to a relative speed at which the host vehicle may come into contact with the vehicle ahead when the host vehicle is accelerated by depressing the accelerator pedal 12, for example. Is done.
In yet another example, the travel risk determination unit 8b treats a case where an object that can hinder travel in front of the host vehicle is present as a case where the travel risk is high, and may prevent travel ahead of the host vehicle in step S3. It is determined whether or not an object exists. For example, the travel risk determination unit 8b may determine whether a vehicle traveling in an adjacent lane is allocated to a travel lane in front of the host vehicle when a vehicle or a person is about to cross the travel path ahead of the host vehicle or in one lane on two sides. When it is going to be included, it determines with the object which can prevent driving | running | working ahead of the own vehicle existing. The travel risk determination unit 8b is based on an image of the front of the host vehicle taken by the camera 2, information acquired by the external communication device 6 through vehicle-to-vehicle communication (vehicle speed, accelerator operation, blinker operation, etc. of other vehicles), etc. It is determined whether or not there is an object in front of the host vehicle that can hinder driving.
In addition, you may determine whether the driving | running | working risk around the own vehicle is high combining the three examples mentioned above. Specifically, in step S3, (1) whether the distance between the host vehicle and an obstacle ahead thereof is less than a predetermined value, or (2) the relative speed of the host vehicle with respect to the obstacle ahead of the host vehicle is predetermined. Whether or not there is a high driving risk around the host vehicle by making the three determinations of whether or not the value is greater than or equal to the value and (3) whether there is an object that can hinder driving in front of the host vehicle May be determined.
In the above example, the millimeter wave radar 4 is used to obtain the distance and relative speed from the obstacle. However, instead of the millimeter wave radar 4, the laser radar is used to obtain the distance from the obstacle. Or relative speed may be obtained.

  As a result of the determination in step S3, if the traveling risk around the host vehicle is high, the ECU 8 returns to step S1 without performing the subsequent processing. In this case, the execution condition of the accelerator pedal depression guidance control according to the present embodiment is not satisfied.

  On the other hand, when the driving risk around the host vehicle is low, the process proceeds to step S4, and the ECU 8 (specifically, the accelerator pedal depression guidance control unit 8c) executes the accelerator pedal depression guidance control according to the present embodiment. Specifically, the accelerator pedal depression guidance control unit 8c performs accelerator pedal depression guidance control that alternately switches the displacement of the accelerator pedal 12 in the depression direction and the displacement in the depression return direction at a constant period. In this case, the accelerator pedal depression guidance control unit 8c performs control for displacing the accelerator pedal 12 by supplying a control signal corresponding to the accelerator pedal depression guidance control to the accelerator pedal actuator 10.

  Next, it progresses to step S5 and ECU8 determines whether the accelerator pedal 12 was depressed by the driver during accelerator pedal depression guidance control. Specifically, the ECU 8 controls the accelerator pedal opening (actual accelerator pedal opening) detected by the accelerator opening sensor 7 and the accelerator when the control for displacing the accelerator pedal 12 in the stepping-back direction is performed. Whether or not the difference from the accelerator pedal opening (control accelerator pedal opening) corresponding to the control signal supplied to the accelerator pedal 12 via the accelerator pedal actuator 10 by the pedal depression guidance control unit 8c is a predetermined value or more. Determine.

  In step S5, when the difference between the actual accelerator pedal opening and the control accelerator pedal opening is equal to or greater than a predetermined value, the ECU 8 determines that the accelerator pedal 12 is depressed by the driver. In this case, the process proceeds to step S6, and the ECU 8 (specifically, the engine control unit 8d) increases the engine output. Specifically, the engine control unit 8d increases the engine output according to the actual accelerator pedal opening when the accelerator pedal 12 is controlled to be displaced in the stepping-back direction (the accelerator pedal 12 is displaced in the stepping-in direction). (The actual accelerator pedal opening at the time of being used is not used for engine output control).

  Next, proceeding to step S7, the ECU 8 determines whether or not the engine output has reached a target value. In this case, the ECU 8 sets the target value of the engine output based on the vehicle speed at which the host vehicle should be set so as not to cause a traffic jam. For example, the ECU 8 should set the own vehicle so as not to cause a traffic jam based on the vehicle speed of the own vehicle, the inter-vehicle distance, the legal speed, the vehicle speed corresponding to the overall vehicle flow on the travel path, and the like. Obtain the vehicle speed and set the target value for engine output.

  If the result of determination in step S7 is that the engine output has not reached the target value, processing returns to step S4. In this case, the ECU 8 repeats the processes after step S4 until the engine output reaches the target value. On the other hand, when the engine output reaches the target value, the process returns to step S1. That is, the ECU 8 ends the control process according to the present embodiment.

  On the other hand, when the difference between the actual accelerator pedal opening and the control accelerator pedal opening is less than a predetermined value in step S5, the ECU 8 determines that the accelerator pedal 12 is not depressed by the driver. In this case, the process proceeds to step S8, and the engine control unit 8d maintains the engine output, that is, does not increase the engine output.

Next, in step S9, the ECU 8 determines whether or not a predetermined time has elapsed since the accelerator pedal depression guidance control was started. If the predetermined time has not elapsed, the process returns to step S4. In this case, the accelerator pedal depression guidance control unit 8c continues the accelerator pedal depression guidance control. Specifically, the accelerator pedal depression guidance control unit 8c continues the accelerator pedal depression guidance control until a predetermined time elapses. On the other hand, if the predetermined time has elapsed, the process returns to step S1. That is, the ECU 8 stops the accelerator pedal depression guidance control as the time-out process.
As described above, the accelerator pedal depressing guidance control is continued for a predetermined time even though the accelerator pedal 12 is not depressed by the driver. This is because the driver is made aware of the induction of the accelerator pedal operation by the control. This is to secure a certain amount of time.

  Next, the effect of this embodiment mentioned above is demonstrated.

  In the present embodiment, when the traveling environment of the host vehicle is an environment where there is a high possibility of occurrence of traffic congestion, the accelerator pedal depression guidance control unit 8c causes the accelerator pedal 12 to be displaced in the depression direction for a predetermined period. Since the control is performed, in such an environment, the driver's accelerator pedal operation can be appropriately guided in the depression direction without causing the driver to feel uncomfortable. As a result, it is possible to suppress the occurrence of traffic congestion due to the decrease in vehicle speed.

Further, in the present embodiment, the engine control unit 8d increases the engine output when the accelerator pedal 12 is depressed by the driver during the accelerator pedal depression guidance control. Therefore, the driver's accelerator pedal 12 by the induction of the accelerator pedal operation. The engine output can be appropriately increased according to the depression of the engine. As a result, it is possible to set a vehicle speed that can suppress the occurrence of traffic congestion.
On the other hand, the engine control unit 8d does not increase the engine output when the accelerator pedal 12 is not depressed by the driver during the accelerator pedal depression guidance control. Therefore, the engine control unit 8d does not increase the engine pedal 12 although the accelerator pedal 12 is not depressed. It is possible to suppress the driver's uncomfortable feeling that the output increases (that is, the vehicle speed increases) and to secure driving initiative by the driver.

  Further, in this embodiment, the accelerator pedal depression guidance control unit 8c does not perform the accelerator pedal depression guidance control when the driving risk around the host vehicle is high, and therefore the depression in the situation where the accelerator pedal 12 should not be depressed. Guidance of accelerator pedal operation in the direction can be appropriately prohibited. Therefore, it is possible to ensure the safety related to the guidance of the accelerator pedal operation in the depression direction.

Here, the present embodiment is compared with the technique described in Patent Document 1 described above. When the accelerator pedal operation is guided in the depressing direction, if the operation reaction force of the accelerator pedal is simply reduced as in the technique described in Patent Document 1, the operation feeling changes suddenly. Sometimes you step in too much. For this reason, the vehicle speed changes abruptly, safety may not be ensured, and fuel consumption may also deteriorate.
On the other hand, in this embodiment, the accelerator pedal 12 is gradually offset in the stepping direction while periodically switching between the displacement in the stepping direction of the accelerator pedal 12 and the displacement in the stepping back direction. A sudden change in operating feeling does not occur. Therefore, excessive depression of the accelerator pedal 12 by the driver can be suppressed. Therefore, since the vehicle speed does not change abruptly, safety can be ensured and deterioration of fuel consumption can be suppressed.

DESCRIPTION OF SYMBOLS 1 Navigation information acquisition part 2 Camera 3 Gradient sensor 4 Millimeter wave radar 5 Vehicle speed sensor 6 External communication device 7 Accelerator opening sensor 8 ECU
8a Traffic jam determination unit 8b Travel risk determination unit 8c Accelerator pedal depression guidance control unit 8d Engine control unit 10 Accelerator pedal actuator 11 Engine 12 Accelerator pedal 20 Vehicle

Claims (8)

A vehicle control device that controls engine output in response to an accelerator pedal operation by a driver,
A traffic jam judging means for judging whether or not the driving environment of the host vehicle is an environment where there is a high possibility of traffic jams;
When it is determined by the traffic jam determination means that the driving environment is an environment where there is a high possibility of traffic jams, the current accelerator pedal operation amount by the driver is determined to guide the driver's accelerator pedal operation in the depression direction. On the other hand, accelerator pedal depression guidance control means for performing control to forcibly displace the accelerator pedal in a depression direction for a predetermined period;
I have a,
While the control for displacing the accelerator pedal in the depression direction is performed by the accelerator pedal depression guidance control means, the engine output is controlled in accordance with the current accelerator pedal operation amount by the driver . Control device.   The engine control means for increasing the engine output when the accelerator pedal is depressed by a driver in the case where the accelerator pedal is controlled to be displaced in the depression direction by the accelerator pedal depression guidance control means. 1 is a control device for a vehicle.   3. The vehicle according to claim 1, wherein the traffic jam judging unit judges that the travel environment is an environment in which a traffic jam is highly likely when the gradient of the travel path of the host vehicle changes by a predetermined amount or more. Control device. The vehicle further includes a travel risk determination means for determining a travel risk around the host vehicle,
The accelerator pedal depression guidance control means does not perform control for displacing the accelerator pedal in the depression direction when the travel risk determination means determines that the travel risk is high. The vehicle control device according to Item.   5. The vehicle risk according to claim 4, wherein the travel risk determination means acquires a distance between the host vehicle and an obstacle ahead thereof and determines that the travel risk is high when the distance is less than a predetermined value. Control device.   The said driving risk determination means acquires the relative speed of the own vehicle with respect to the obstruction ahead of the said own vehicle, and when the relative speed is more than predetermined value, it determines with the said driving risk being high. The vehicle control device described in 1.   The accelerator pedal depressing guidance control means controls the displacement of the accelerator pedal in the depressing direction. When the accelerator pedal is actually depressed by the driver, the accelerator pedal depressing guidance control means The vehicle control device according to any one of claims 1 to 6, wherein control for forcibly displacing the pedal in a depressing direction for a predetermined period is performed.   8. The accelerator pedal depression guidance control unit according to any one of claims 1 to 7, wherein a control for displacing the accelerator pedal in a depressing direction and a control for displacing the accelerator pedal in a depressing direction are alternately switched. The vehicle control device according to Item.

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