JP6933452B2 - Vehicle control unit - Google Patents

Description

The present invention relates to a vehicle control device.

In recent years, a vehicle control device has been developed that recognizes a preceding vehicle by using a front recognition sensor such as a camera or a radar and controls acceleration / deceleration so as to maintain an inter-vehicle distance from the preceding vehicle.

When the vehicle approaches the preceding vehicle, the vehicle control device decelerates by reducing the output of the engine or increasing the oil pressure of the friction brake to increase the distance between the vehicle and the preceding vehicle. In addition, when the distance between the vehicle and the preceding vehicle is widened or when the vehicle deviates from the traveling path of the own vehicle, the output of the engine is increased and the vehicle accelerates to a predetermined speed. As a result, the vehicle can travel according to the surrounding vehicles while maintaining the inter-vehicle distance so as not to collide with the preceding vehicle.

Further, there is known a technique for improving fuel efficiency by suppressing acceleration / deceleration during traveling in a vehicle control device. By suppressing acceleration / deceleration, the loss due to friction braking can be reduced, the engine can be operated at a more efficient operating point, and the fuel efficiency of the vehicle can be improved.

The device described in Patent Document 1 is an example thereof, and when the own vehicle is set to the eco mode, the vehicle travels at a lower acceleration than the normal mode. This is intended to improve the fuel efficiency of the vehicle.

Japanese Unexamined Patent Publication No. 2009-113763

However, if acceleration / deceleration is suppressed for the purpose of improving fuel efficiency, when the preceding vehicle stops at a traffic light or the like, the deceleration of the own vehicle is delayed and the vehicle approaches the preceding vehicle excessively, resulting in deterioration of drivability. was there.

The present invention has been made in view of the above points, and an object of the present invention is to improve fuel efficiency and deteriorate drivability in a state where the behavior of the own vehicle is controlled based on the relative relationship with the preceding vehicle. It is to provide a vehicle control device which can prevent.

The vehicle control device of the present invention that solves the above problems is a vehicle control device that controls the behavior of the own vehicle based on the relative relationship with the preceding vehicle, and is determined based on the possibility of vehicle control related to acceleration or deceleration. A specific location information acquisition means for acquiring information on a specific location (location, position, area: location) is provided, and the specific location is characterized in that the followability to the preceding vehicle is improved.

According to the present invention, it is possible to improve fuel efficiency and prevent deterioration of drivability in a state where the behavior of the own vehicle is controlled based on the relative relationship with the preceding vehicle.
Further features relating to the present invention will become apparent from the description herein and the accompanying drawings. In addition, problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

The figure which shows the schematic structure of the vehicle control device in 1st Embodiment. The block diagram of the vehicle control device in the 1st Embodiment. The block diagram of the acceleration / deceleration control device 11 in the 1st Embodiment. The flowchart which shows the operation of the acceleration / deceleration control device 11 in 1st Embodiment. The block diagram of the target driving force calculation unit 21 in the 1st embodiment. The figure explaining the operation of the conventional ACC. The figure explaining the operation of ACC which suppressed the response of acceleration / deceleration. The figure explaining the content of control in a specific place where deceleration frequency is high. The figure explaining the content of control in a specific place where acceleration frequency is high. The figure which shows an example of the specific part with high acceleration frequency. The figure which shows an example of the specific part with high acceleration frequency. The figure which shows an example of the specific part with high acceleration frequency. The figure which shows an example of the specific place where deceleration frequency is high and the specific place where acceleration frequency is high. The figure which shows the schematic structure of the vehicle control device in 2nd Embodiment. The flowchart which shows the operation of the acceleration / deceleration control device 11 in 2nd Embodiment. The block diagram of the target driving force calculation unit 21 in the second embodiment. The figure explaining the content of control in a specific place where deceleration frequency is high.

Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. In the embodiments described below, the present invention is described by taking as an example a case where an engine, which is an internal combustion engine, is applied to an automatic driving device of a vehicle as a sole drive source. However, the present invention describes an engine and an electric motor. It can also be applied to driving support devices for electric vehicles such as hybrid vehicles (passenger vehicles), freight vehicles such as hybrid trucks, and shared vehicles such as hybrid buses.

(First Embodiment)
FIG. 1 is a diagram showing a configuration of a vehicle control device according to the first embodiment. The broken line arrow in FIG. 1 indicates the signal flow.

The vehicle control device controls the behavior of the own vehicle based on the relative relationship with the preceding vehicle. The vehicle includes an engine 1 that drives the vehicle, a brake 2 (braking force source) that brakes the vehicle, a transmission 3 that continuously shifts the driving force generated by the engine 1, a transmission 3, and a drive wheel 4. A clutch 5 that transmits power between the clutch 5, an engine control device 6 that controls the combustion state of the engine 1 to change the power generated by the engine 1, and a braking force generated by the brake 2 by controlling the hydraulic pressure of the brake 2. The brake control device 7 that changes the speed of the vehicle, the transmission control device 8 that controls the rotation speed of the transmission 3 to change the gear ratio, and controls the power transmission of the clutch 5, and the front recognition that detects an object in front of the vehicle. The sensor 9, the vehicle speed sensor 10 that detects the speed of the vehicle, the acceleration / deceleration control device 11 that commands the operation to the engine control device 6, the brake control device 7, and the transmission control device 8, and the GPS that detects the position of the own vehicle. It includes a sensor 12.

The power generated by the engine 1 burning fuel is transmitted to the transmission 3, and after shifting by the belt-type transmission mechanism inside the transmission 3, left and right via the clutch 5 and the differential mechanism 13. It is transmitted to the drive wheel 4 of the vehicle and becomes a driving force for driving the vehicle. A brake 2 for generating a braking force of the vehicle is provided in the vicinity of the drive wheels 4. The brake 2 is provided with a hydraulic booster, and the drive wheels 4 are pressed by the hydraulic operating force generated by the hydraulic booster to generate a frictional force. As a result, kinetic energy can be converted into heat energy to brake the vehicle.

In FIG. 1, the acceleration / deceleration control device 11 is composed of a CPU, a memory, and the like, executes a control program, and calculates command values for the engine control device 6, the brake control device 7, and the transmission control device 8. do. Thereby, the acceleration / deceleration of the vehicle can be controlled.

In FIG. 1, the engine control device 6 is composed of a CPU, a memory, and the like, and executes a control program to calculate a fuel supply amount and an air supply amount of the engine 1. Thereby, the controlling driving force generated by the engine 1 can be controlled.

In FIG. 1, the brake control device 7 is composed of a CPU, a memory, and the like, and executes a control program to calculate the oil pressure of the brake 2. Thereby, the braking force generated by the brake 2 can be controlled.

In FIG. 1, the transmission control device 8 is composed of a CPU, a memory, and the like, and executes a control program to calculate the oil pressures of the transmission 3 and the clutch 5. Thereby, the gear ratio of the transmission 3 and the power transmission of the clutch 5 can be controlled.

As shown in FIG. 1, the acceleration / deceleration control device 11 is connected to a front recognition sensor 9 that detects an object in front of the vehicle, a vehicle speed sensor 10 that detects the speed of the vehicle, a GPS sensor 12 that detects the position of the own vehicle, and the like. Has been done.

The front recognition sensor 9 can detect the inter-vehicle distance and the relative speed of the preceding vehicle traveling in front of the vehicle, and output the detected preceding vehicle detection information as a preceding vehicle detection signal (preceding vehicle detecting means).

The acceleration / deceleration control device 11 calculates using the preceding vehicle detection signal of the front recognition sensor 9 and the speed signal of the vehicle speed sensor 10, and causes the engine control device 6, the brake control device 7, and the transmission control device 8 to perform calculations. Command the control driving force. When the distance between the vehicle and the preceding vehicle detected by the front recognition sensor 9 is shortened, the vehicle is instructed to decelerate. When the distance between the preceding vehicle and the preceding vehicle detected by the front recognition sensor 9 is large, or when the preceding vehicle disappears, the vehicle is instructed to accelerate to a predetermined speed. As a result, it is possible to control the traveling according to the surrounding vehicles without getting too close to the preceding vehicle.

FIG. 2 is a block diagram showing a configuration of a control device according to the first embodiment. The control device includes an acceleration / deceleration control device 11, an engine control device 6, a brake control device 7, a transmission control device 8, an engine 1, a brake 2, a transmission 3, and a clutch 5. Hereinafter, the flow of calculation of the control device according to the first embodiment will be described with reference to FIG.

The acceleration / deceleration control device 11 determines the torque generated by the engine 1 based on the preceding vehicle detection signal output by the front recognition sensor 9, the vehicle speed signal output by the vehicle speed sensor 10, and the position signal output by the GPS sensor 12. The target torque signal, which is a target value, the target rotation speed signal, which is the target value of the rotation speed of the engine 1, and the target braking force signal, which is the target value of the braking force generated by the brake 2, are calculated. This makes it possible to control the acceleration / deceleration of the vehicle.

The engine control device 6 calculates a fuel / air supply amount signal that commands a fuel / air supply amount to the engine 1 based on the target torque signal output by the acceleration / deceleration control device 11. Thereby, the torque generated by the engine 1 can be controlled.

Based on the target rotation speed signal output by the acceleration / deceleration control device 11, the transmission control device 8 has a transmission oil pressure signal that commands the oil supply to the transmission 3 and a clutch oil pressure that commands the oil pressure to be supplied to the clutch 5. Calculate with the signal. Thereby, the gear ratio of the transmission 3, that is, the rotation speed of the engine 1 and the power transmission state of the clutch 5 can be controlled.

The brake control device 7 calculates a brake oil pressure signal that commands the oil pressure to be supplied to the brake 2 based on the target braking force signal output by the acceleration / deceleration control device 11. Thereby, the braking force generated by the brake 2 can be controlled.

FIG. 3 is a block diagram showing the configuration of the acceleration / deceleration control device 11 according to the first embodiment. FIG. 4 is a flowchart showing the operation of the acceleration / deceleration control device 11 according to the first embodiment. Hereinafter, the acceleration / deceleration control operation of the first embodiment will be described with reference to FIGS. 3 and 4. The CPU of the acceleration / deceleration control device 11 constitutes the brake control block shown in FIG. 3 according to the software form of the microcomputer, and while the ignition key switch (not shown) of the vehicle is on, the brake control program shown in FIG. 4 is executed. Execute repeatedly.

The acceleration / deceleration control device 11 is provided with a specific location information acquisition unit 20, a target control driving force calculation unit 21, a target engine torque calculation unit 22, a target brake braking force calculation unit 23, and a target engine speed calculation unit 24. There is. The operation of each part will be described below.

FIG. 5 is a block diagram showing the configuration of the target driving force calculation unit 21 according to the first embodiment. Hereinafter, the acceleration / deceleration control operation of the first embodiment will be described with reference to FIG.

In step S001, the specific location information acquisition unit 20 collates the position signal input from the GPS sensor 12 with the map data provided in the memory of the acceleration / deceleration control device 11, and whether or not the own vehicle exists at the specific location. Is determined, and the determination result is output as a specific location signal (specific location information acquisition means). If YES is determined in step S001, the process proceeds to step S002. On the other hand, if NO is determined in step S001, the mode determination unit 31 transitions to step S004.

The specific location is determined based on the vehicle control potential for acceleration or deceleration. The specific location is a location, position, area (hereinafter, location, etc.) where the frequency of deceleration or acceleration is high as a traffic condition. As traffic conditions, places where deceleration frequency is high include, for example, traffic lights, railroad crossings, stop positions, intersections with heavy traffic, places where road width decreases (road width reduction points), entrances to shopping streets with heavy traffic, etc. Can be mentioned. And, as a place where the acceleration frequency is high as a traffic condition, for example, a place where the road width expands, a point where the speed limit rises, a curve exit, a place ahead of a place where the speed limit is frequently decelerated (for example, an intersection or a signal). The tip of) etc. can be mentioned. In the present embodiment, the acquisition of the specific location information has been described by taking as an example the case where the map data provided in the memory of the acceleration / deceleration control device 11 is collated, but using a technique such as road-to-vehicle communication, from an external database. You may get it.

In step S002, the traffic condition determination unit 30 determines whether or not the inter-vehicle distance satisfies a predetermined condition from the preceding vehicle detection signal input from the front recognition sensor 9. When it is determined in step S001 that the own vehicle exists at a specific location where the deceleration frequency is high, it is determined whether or not the inter-vehicle distance (inter-vehicle time) is within the preset first predetermined value. If it is within the first predetermined value, it is determined that the inter-vehicle distance (inter-vehicle time) satisfies the predetermined condition. Then, when it is determined in step S001 that the own vehicle exists at a specific location where the acceleration frequency is high, it is determined whether or not the inter-vehicle distance (inter-vehicle time) is equal to or greater than a preset second predetermined value. When it is equal to or more than the second predetermined value, it is determined that the inter-vehicle distance (inter-vehicle time) satisfies the predetermined condition.

In a situation where the traffic conditions are congested and the vehicle is likely to stop, the inter-vehicle distance is likely to be shortened (inter-vehicle time is shortened). Therefore, by determining whether or not the inter-vehicle distance (inter-vehicle time) is within the first predetermined value, it is possible to determine whether or not the vehicle is likely to stop. In addition, in a situation where acceleration is likely to occur due to an increase in the speed limit of the traveling route or a change in the driving environment such as a curve exit, the inter-vehicle distance to the preceding vehicle is likely to increase (the inter-vehicle time becomes longer). Therefore, by determining whether or not the inter-vehicle distance (inter-vehicle time) is equal to or greater than the second predetermined value, it is possible to determine whether or not the situation is such that acceleration is likely to occur.

If YES is determined in step S002, the mode determination unit 31 transitions to step S003. On the other hand, if NO is determined in step S002, the mode determination unit 31 transitions to step S004.

In step S003, the target control driving force calculation unit 21 generates a target control driving force signal for the high response mode from the preceding vehicle detection signal input from the front recognition sensor 9 and the vehicle speed signal input from the vehicle speed sensor 10. It is calculated and output as the final target driving force signal. The inter-vehicle deviation calculation unit 32 calculates the difference between the target inter-vehicle distance provided in the memory of the acceleration / deceleration control device 11 and the inter-vehicle distance included in the preceding vehicle detection signal, and outputs it as an inter-vehicle distance deviation signal. The inter-vehicle deviation integration unit 33 integrates the inter-vehicle distance deviation signal input from the inter-vehicle deviation calculation unit 32 and outputs the inter-vehicle distance deviation integration signal.

When the positive / negative switching unit 34 at the time of high response determines that the inter-vehicle distance deviation signal is negative, the proportional control amount obtained by multiplying the inter-vehicle distance deviation signal by a constant with a gain of 35 and the inter-vehicle distance deviation integrated signal are multiplied by a constant with a gain of 36. The integrated control amount is added by the adder 37 and output as a target driving force signal for the high response mode.

When the positive / negative switching unit 34 at the time of high response determines that the inter-vehicle distance deviation signal is positive, the proportional control amount obtained by multiplying the inter-vehicle distance deviation signal by a constant with a gain of 38 and the inter-vehicle distance deviation integrated signal are multiplied by a constant with a gain of 39. The integrated control amount is added by the adder 40 and output as a target driving force signal for the high response mode.

The target driving force signal for the high response mode is a response from the target inter-vehicle distance and the inter-vehicle distance to the negative value decreasing side of the target driving force signal as compared with the target driving force signal for the fuel consumption mode described later. Is a fast setting.

As a result, if the vehicle is present at a specific location and the traffic conditions are congested and the vehicle is likely to stop, the target driving force signal changes quickly during deceleration. You can slow down the car quickly. In addition, when the own vehicle is present at a specific location and acceleration is likely to occur, the target driving force signal changes quickly during acceleration, so the own vehicle is quickly accelerated to follow the accelerating preceding vehicle. Can be made to.

Traffic conditions, such as whether or not the vehicle is congested and likely to stop, change relatively slowly. In step S002, the traffic condition determination unit 30 determines whether or not the inter-vehicle distance is within the first predetermined value from the preceding vehicle detection signal input from the front recognition sensor 9, and the inter-vehicle distance is the moving average. You may use the value smoothed by the above.

In step S004, the target control driving force calculation unit 21 generates a target control driving force signal for the fuel saving mode from the preceding vehicle detection signal input from the front recognition sensor 9 and the vehicle speed signal input from the vehicle speed sensor 10. It is calculated and output as the final target braking force signal.

When the positive / negative switching unit 41 for fuel saving determines that the inter-vehicle distance deviation signal is negative, the proportional control amount obtained by multiplying the inter-vehicle distance deviation signal by a constant with a gain 42 and the inter-vehicle distance deviation integrated signal are multiplied by a constant with a gain 43. The integrated control amount is added by the adder 44 and output as a target driving force signal for the fuel saving mode.

When the positive / negative switching unit 41 for fuel saving determines that the inter-vehicle distance deviation signal is positive, the proportional control amount obtained by multiplying the inter-vehicle distance deviation signal by a constant with a gain of 46 and the inter-vehicle distance deviation integrated signal are multiplied by a constant with a gain of 47. The integrated control amount is added by the adder 45 and output as a target driving force signal for the fuel saving mode.

The target driving force signal for the fuel saving mode has a slower response to the negative value decreasing side of the target driving force signal from the target inter-vehicle distance and the inter-vehicle distance than the target driving force signal for the high response mode. It is set. As a result, when the traffic conditions are not congested, acceleration / deceleration is suppressed, the followability to the preceding vehicle becomes slow, and fuel efficiency can be improved.

In step S005, the target engine torque calculation unit 22 calculates the target torque signal. The target torque signal is obtained by dividing the target driving force signal input from the acceleration / deceleration control device 11 by the engine speed and limiting it to a positive value.

In step S006, the target engine speed calculation unit 24 calculates the target speed signal. The most efficient rotation speed with respect to the target driving force signal input from the acceleration / deceleration control device 11 and the output of the engine 1 obtained by integrating the vehicle speed is set as the target rotation speed signal.

In step S007, the target brake braking force calculation unit 23 calculates the target braking force signal. By limiting the target driving force signal input from the acceleration / deceleration control device 11 to a negative value, it becomes a target braking force signal.

FIG. 6 is a diagram for explaining the operation of the conventional ACC, and shows the preceding vehicle speed, the inter-vehicle time, and the brake control amount (positive at the time of deceleration), respectively. The section I12 is a section from the signal P0 to the front position P1 and is a place where the deceleration frequency is higher than that of the section I11 in terms of traffic conditions. The conventional ACC controls the engine 1 and the brake 2 so as to keep the inter-vehicle time constant. Therefore, as shown in section I11, every time the speed of the preceding vehicle fluctuates, deceleration by the brake 2 occurs, which leads to deterioration of fuel efficiency. In section I12, the braking force is quickly increased in response to the decrease in the vehicle speed of the preceding vehicle, so that the vehicle does not approach the preceding vehicle excessively.

FIG. 7 is a diagram for explaining the operation of the conventional ACC in which the response of acceleration / deceleration is suppressed, and shows the preceding vehicle speed, the inter-vehicle time, and the brake control amount (positive at the time of deceleration), respectively. The section I22 is a section from the signal P0 to the front position P1 and is a place where the deceleration frequency is higher than that of the section I21 in terms of traffic conditions. By suppressing the response of acceleration / deceleration, as shown in section I21, even if the speed of the preceding vehicle fluctuates, the frequency of deceleration by the brake 2 can be suppressed, and fuel efficiency can be improved. On the other hand, as shown in section I22, when the preceding vehicle stops at a traffic light or the like, the deceleration tends to be delayed and the vehicle tends to approach the preceding vehicle, which leads to deterioration of drivability.

FIG. 8 is a diagram for explaining the operation of the vehicle control device according to the present embodiment, and explains the content of control at a specific location where the deceleration frequency is high. The preceding vehicle speed, inter-vehicle time, and brake control amount (positive during deceleration) are shown, respectively. The section I33 is a section from the signal P0 to the front position P1 and is a place (specific location) where the deceleration frequency is higher than that of the section I31 in terms of traffic conditions. In the section I32 and the section I33, the inter-vehicle time (inter-vehicle distance) with the preceding vehicle is within the first predetermined value.

As shown in section I31, the vehicle control device according to the present embodiment normally decelerates by the brake 2 because the response of the target driving force signal to the negative value decreasing side is slow even if the speed of the preceding vehicle fluctuates. It is possible to reduce the frequency and improve fuel efficiency.

On the other hand, as shown in section I32, the inter-vehicle time (inter-vehicle distance) is within the first predetermined value, and further, as shown in section I33, when the vehicle reaches the vicinity of the signal P0 and the own vehicle enters a specific location, the target drive is performed. The response of the force signal to the negative value decreasing side becomes faster, and the responsiveness of the controlling driving force when the braking force of the braking force source is increased can be increased. Therefore, it is possible to decelerate the own vehicle without delay with respect to the preceding vehicle, prevent deterioration of drivability, and improve the followability of the own vehicle.

9 and 10 are diagrams for explaining the operation of the vehicle control device according to the present embodiment, and are diagrams for explaining the content of control at a specific location where the acceleration frequency is high. FIG. 9 shows changes in the preceding vehicle speed, the inter-vehicle time, and the engine driving force. As shown in FIG. 10, the section I52 is a section from the road width expansion position P0 where the road width widens on the way to the predetermined position P2 on the front side in the traveling direction, and is a place where the acceleration frequency is higher than the section I51 as a traffic condition (specific). Place). In the section I52, the road width is wider than that in the section I51, so that the preceding vehicle 1002 is likely to accelerate.

In the vehicle control device of the present embodiment, even if the speed of the preceding vehicle 1002 fluctuates in the section I51, the response of the target driving force signal to the negative value decreasing side is slow, so that the acceleration frequency by the engine 1 of the own vehicle 1001 is slow. Can be suppressed and fuel efficiency can be improved.

On the other hand, when the own vehicle 1001 passes through the road width expansion position P0 and enters the section I52, which is a specific location, the response of the target control driving force signal to the negative value decreasing side becomes faster, and the driving force of the driving force source increases. It is possible to increase the responsiveness of the driving force of time. Therefore, when the preceding vehicle 1002 accelerates in the section I52, as shown by the solid line in FIG. 9, it is possible to accelerate without delay from the preceding vehicle 1002, and it is possible to prevent the inter-vehicle distance from increasing. Therefore, the followability of the own vehicle 1001 can be improved at a specific location, and deterioration of drivability can be prevented.

11 and 12 are diagrams showing an example of a specific location having a high acceleration frequency, and FIG. 13 is a diagram showing an example of a specific location having a high acceleration frequency and a specific location having a high deceleration frequency.
In the example shown in FIG. 11, the speed limit of the traveling route changes from 50 km / h to 60 km / h at a position in the middle of the road. As shown in FIG. 11, if the speed limit changes at a position in the middle of the road, acceleration of the preceding vehicle 1012 is likely to occur. Therefore, the area from the speed limit change position P0 to the predetermined position P2 on the front side in the traveling direction is set as a specific location. As a result, in the section I61, it is possible to suppress the acceleration frequency by the engine 1 of the own vehicle 1011 and improve the fuel efficiency. Then, in the section I62, the followability of the own vehicle 1011 can be improved, and the deterioration of the drivability can be prevented.

FIG. 12 is a diagram showing the exit of the curve. As shown in FIG. 12, acceleration of the preceding vehicle 1022 is likely to occur at the exit of the curve. Therefore, the area from the curve exit P0 to the predetermined position P2 on the front side in the traveling direction is set as a specific location. As a result, in the section I71, the frequency of acceleration by the engine 1 of the own vehicle 1021 can be suppressed, and fuel efficiency can be improved. Then, in the section I72, the followability of the own vehicle 1021 can be improved, and the deterioration of the drivability can be prevented.

FIG. 13 is a diagram showing a T-shaped intersection. As shown in FIG. 13, the section I82 in front of the intersection is likely to be decelerated as a traffic condition (first specific location), and the section I83 immediately after passing the intersection is likely to be accelerated as a traffic condition (1st specific location). Second specific point).
In the section I81, the vehicle control device according to the present embodiment has a slow response to the negative value decreasing side of the target control driving force signal even if the speed of the preceding vehicle fluctuates, so that the deceleration frequency by the brake 2 and the engine 1 are used. Acceleration frequency can be suppressed and fuel efficiency can be improved.

On the other hand, in the section I82, when the inter-vehicle distance is within the first predetermined value, the response of the target driving force signal to the negative value decreasing side becomes faster than in the section I81, and the vehicle can be decelerated without delay. , It is possible to prevent deterioration of drivability. Further, in the section I83, when the inter-vehicle distance is equal to or greater than the second predetermined value, the response of the target driving force signal to the negative value decreasing side becomes faster than in the section I81, and the acceleration of the preceding vehicle is not delayed. It can follow and prevent deterioration of drivability.

(Second Embodiment)
FIG. 14 is a block diagram showing the configuration of the vehicle control device according to the second embodiment. In the second embodiment, a part of the configuration (calculation content of the acceleration / deceleration control device 11) of the first embodiment described above is changed. The same elements as those shown in FIGS. 1 to 13 are designated by the same reference numerals, and the differences will be mainly described below.

The acceleration / deceleration control calculation unit 11 in the second embodiment includes a specific location signal output by the specific location information acquisition unit 20, a speed limit signal acquired by the speed limit acquisition unit 100, and a preceding output from the front recognition sensor 9. The target control driving force signal of the control driving force calculation unit 21 is calculated based on the vehicle detection signal and the vehicle speed signal output by the vehicle speed sensor 10. The speed limit acquisition unit 100 collates the position signal input from the GPS sensor 12 with the map data provided in the memory of the acceleration / deceleration control device 11, acquires the speed limit of the position of the own vehicle, and uses it as the speed limit signal. Output (speed limit acquisition means).

FIG. 15 is a flowchart showing the operation of the acceleration / deceleration control device 11 according to the second embodiment. FIG. 16 is a block diagram showing the configuration of the target driving force calculation unit 21 according to the second embodiment. Hereinafter, the acceleration / deceleration control operation of the second embodiment will be described with reference to FIGS. 15 and 16.

In step S002, the traffic condition determination unit 30 has a preceding vehicle speed lower than the speed limit based on the preceding vehicle detection signal input from the front recognition sensor 9 and the speed limit signal input from the speed limit acquisition unit 100. Moreover, it is determined whether or not the difference between the speed limit and the preceding vehicle speed is equal to or greater than a predetermined value. In a situation where the traffic conditions are congested and the vehicle is likely to stop, the speed tends to decrease with respect to the speed limit. Therefore, by determining whether or not the preceding vehicle speed is lower than the speed limit and the difference between the speed limit and the preceding vehicle speed is equal to or greater than a predetermined value, it is determined whether or not the vehicle is likely to stop. be able to. For example, when the preceding vehicle speed is lower than the speed limit by a predetermined value or more, YES is determined in step S002, and the mode determination unit 31 transitions to step S003. On the other hand, if NO is determined in step S002, the mode determination unit 31 transitions to step S004.

As a result, when the own vehicle is present at a specific location and the traffic conditions are congested and the vehicle is likely to stop, the target driving force signal changes quickly during deceleration, so that the vehicle is quicker than the preceding vehicle. You can decelerate.

Traffic conditions, such as whether or not the vehicle is congested and likely to stop, change relatively slowly. In step S002, the traffic condition determination unit 30 determines the difference between the speed limit and the speed limit of the preceding vehicle from the preceding vehicle detection signal input from the front recognition sensor 9 and the speed limit signal input from the speed limit acquisition unit 100. Whether or not it is equal to or greater than the value is determined, and the difference between the speed limit and the speed of the preceding vehicle may be a value smoothed by a moving average or the like.

FIG. 17 is a diagram illustrating the operation of the vehicle control device according to the present embodiment. The preceding vehicle speed, inter-vehicle time, and brake control amount (positive during deceleration) are shown, respectively. The section I43 is a section from the signal P0 to the front position P1 and is a place (specific location) where the deceleration frequency is higher than that of the section I41 in terms of traffic conditions. The section I42 and the section I43 are sections in which the inter-vehicle time (inter-vehicle distance) with the preceding vehicle is within a predetermined value.

In the vehicle control device of the present embodiment, as shown in section I41, the response of the target driving force signal to the negative value decreasing side is slow even if the speed of the preceding vehicle fluctuates, so that the vehicle is decelerated by the brake 2. It is possible to reduce the frequency and improve fuel efficiency. On the other hand, as shown in section I42, the difference between the speed limit and the preceding vehicle speed is less than or equal to the predetermined value, and as shown in section I43, when the own vehicle exists at a specific location, the negative value of the target driving force signal decreases. The response of the vehicle becomes faster, and it is possible to decelerate without delay in response to a decrease in the speed of the preceding vehicle. As a result, deterioration of drivability can be prevented.

Although the embodiments of the present invention have been described in detail above, the present invention is not limited to the above-described embodiments, and various designs are designed without departing from the spirit of the present invention described in the claims. You can make changes. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace other configurations with respect to a part of the configurations of each embodiment.

1: Engine, 2: Brake, 3: Transmission, 4: Drive wheel, 5: Clutch, 6: Engine control device, 7: Brake control device, 8: Transmission control device, 9: Forward recognition sensor, 10: Vehicle speed Sensor, 11: Acceleration / deceleration control device, 12: GPS sensor, 13: Differential mechanism, 20: Specific location information acquisition unit, 21: Target driving force calculation unit, 22: Target engine torque calculation unit, 23: Target brake control Power calculation unit, 24: Target engine rotation speed calculation unit, 30: Traffic condition judgment unit, 31: Mode judgment unit, 32: Inter-vehicle deviation calculation unit, 33: Inter-vehicle deviation integration unit, 34: Positive / negative switching unit at high response, 41 : Positive / negative switching part for fuel saving,
100: Speed limit acquisition unit

Claims (7)

It is a vehicle control device that controls the behavior of the own vehicle based on the relative relationship with the preceding vehicle.
Specific location information acquisition means for acquiring specific location information determined based on the possibility of vehicle control regarding acceleration or deceleration,
A preceding vehicle detection means that outputs preceding vehicle detection information, and
A speed limit acquisition means for acquiring the speed limit of the traveling route, and
When it is determined whether or not the own vehicle exists at the specific location and the difference between the speed limit and the preceding vehicle speed is equal to or greater than a predetermined value, and the difference between the speed limit and the preceding vehicle speed is equal to or greater than a predetermined value, The target driving force for the high response mode is calculated, and when the difference between the speed limit and the preceding vehicle speed is smaller than a predetermined value, the response to the negative value decreasing side from the target driving force for the high response mode. It is equipped with a target driving force calculation means for calculating a target driving force for a fuel saving mode having a slow setting.
Based on the information of the specific location and the preceding vehicle detection information, the followability of the own vehicle to the preceding vehicle and the responsiveness of the control driving force of the own vehicle are increased.
The preceding vehicle detection information is the preceding vehicle speed, and when the own vehicle exists at the specific location and the difference between the speed limit and the preceding vehicle speed is equal to or more than a predetermined value , the target driving for the high response mode is performed. While the force signal is used to increase the responsiveness of the controlling driving force of the own vehicle, when the own vehicle is present at the specific location and the difference between the speed limit and the preceding vehicle speed is smaller than a predetermined value. , A vehicle control device characterized in that the responsiveness of the control driving force of the own vehicle is slowed down by using the target control driving force signal for the fuel saving mode. Equipped with a braking force source that brakes the own vehicle
The vehicle control device according to claim 1, wherein the responsiveness of the braking force of the braking force source is increased based on the information of the specific location, the preceding vehicle detection information, and the speed limit. The second aspect of claim 2, wherein the responsiveness of the control driving force when the braking force of the braking force source is increased is increased based on the information of the specific location, the preceding vehicle detection information, and the speed limit. Vehicle control device. The preceding vehicle detection information is the inter-vehicle distance or inter-vehicle time with the preceding vehicle, and when the own vehicle exists at the specific location and the inter-vehicle distance or inter-vehicle time satisfies a predetermined condition, the control of the own vehicle is performed. The vehicle control device according to claim 1, wherein the responsiveness of the driving force is increased. The specific location is a location where the frequency of deceleration is high as a traffic condition.
A claim characterized in that when the own vehicle is present at the specific location and the inter-vehicle distance or inter-vehicle time is within the first predetermined value, the responsiveness of the control driving force of the own vehicle is increased. Item 4. The vehicle control device according to item 4. The specific location is a location where the frequency of acceleration is high as a traffic condition.
A claim characterized in that when the own vehicle is present at the specific location and the inter-vehicle distance or inter-vehicle time is equal to or greater than a second predetermined value, the responsiveness of the control driving force of the own vehicle is increased. Item 4. The vehicle control device according to item 4. The specific location includes any one of a signal, a railroad crossing, a stop position, an intersection, a road width reduction location, and an entrance of a shopping district, according to any one of claims 1 to 6. The vehicle control device described.

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