JP2008247188A - Traveling control device and traveling control method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling control device and a traveling control method for performing the smooth traveling control of a vehicle even when a corner is continued. <P>SOLUTION: A navigation unit 2 which performs traveling control at a corner cooperatively with a speed change ECU and a brake control device loaded on a vehicle is provided with a route circumstance decision part 20 for deciding whether or not there exists a composite corner in front of the traveling direction; a geographical data storage part 14 for storing map plotting data 16; a recommended speed change level decision part 22 for, when the composite corner is detected, selecting a speed change level when the vehicle passes through a corner part which is the closest to the exit of the composite corner based on the map plotting data 16, and for setting the speed change level as a recommended speed change level for the whole composite corner, and for controlling the speed change ECU; and a braking auxiliary quantity calculation part 23 for calculating the auxiliary quantity of a braking force when the vehicle enters the corner part which is the closest to the entrance of the composite corner based on the necessary deceleration and the recommended speed change level when the vehicle enters the corner part, and for controlling a braking control device. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a travel control device and a travel control method.

Conventionally, a navigation device mounted on a vehicle has a self-vehicle position calculation function using autonomous navigation or the like, searches a recommended route to a destination using map data, and guides the vehicle to the destination according to the recommended route. The search function is the main function. However, recently, ITS (Intelligent Transport Systems) has been developed, and as the map data of the navigation device becomes highly accurate, the function of the navigation device tends to be advanced. For example, various systems for assisting driving according to road conditions in cooperation with navigation devices and electronic control devices of vehicles are becoming widespread.

Patent Document 1 describes a system that performs driving assistance according to a corner (curved road) to generate a desired feeling of deceleration. When this system detects a curved road ahead of the traveling direction of the vehicle based on the map information, it determines whether or not the accelerator pedal is turned off, and if it is turned off, calculates the radius of curvature of the curved road. Further, a passing speed suitable for traveling on a curved road is calculated based on the radius of curvature, and a target deceleration is calculated based on the passing speed, the current vehicle speed, and the distance to the curved road entrance. Further, based on this target deceleration, a gear stage of the automatic transmission is selected which can obtain an engine brake having a deceleration closest to the target deceleration within a range not exceeding the target deceleration.
JP-A-11-63211

  The above-described device solves the problem of generating deceleration that meets the driver's expectation when reaching the curve road entrance, but does not consider the optimum gear position for the corner exit.

  In the corner section, the gear position is not changed from the viewpoint of safety. Therefore, when there are a plurality of corners that continue in front of the traveling direction of the vehicle, the gear position set for each corner is different. May be different. As a result, the driver may feel uncomfortable when traveling at the corner exit.

  The present invention has been made in view of the above problems, and an object thereof is to provide a travel control device and a travel control method that can perform smooth travel control of a vehicle even when corners are continuous. .

In order to solve the above problem, the invention according to claim 1 is a travel control device that performs travel control at a corner in cooperation with an automatic transmission control device and a braking control device mounted on a vehicle. Composite corner detection means for determining whether or not there is a composite corner having a plurality of continuous corners ahead of the traveling direction of the vehicle, attribute information storage means for storing road attribute information related to the shape of each corner, and the composite When a corner is detected, based on the road attribute information, a gear position for the corner closest to the composite corner exit is selected, and the gear position is selected as a recommended gear position for the entire composite corner. Means, a shift speed command means for controlling the automatic shift control device based on the recommended shift speed, and a necessary deceleration for a predetermined point of the composite corner A braking amount for calculating an auxiliary amount of a braking force when entering the predetermined point based on the required deceleration calculating means, the recommended shift speed and the required deceleration, and controlling the braking control device based on the auxiliary amount The gist of the invention is that it has auxiliary means.

  According to a second aspect of the present invention, in the travel control device according to the first aspect, an angle calculating means for calculating a turning angle of the corner closest to the exit of the composite corner, and a gradient of the corner from the road attribute information The recommended gear stage selecting means further includes a shift speed map that correlates each corner with the corner turning angle and the slope, and the corner turning angle and the slope based on the corner turning angle and the slope. The gist is to select the recommended shift speed for the corner.

  According to a third aspect of the present invention, in the travel control device according to the second aspect, the recommended gear stage selecting means includes an accelerator operation detecting means for detecting the driver's accelerator operation, and a brake operation for detecting the driver's brake operation. Based on the detection means, an off state of the accelerator operation and an on state of the brake operation are detected, and the recommended shift step is selected according to the shift map and the off state of the accelerator operation and the on state of the brake operation. Is the gist.

  According to a fourth aspect of the present invention, in the travel control device according to the second or third aspect, the node of each node constituting one corner of the composite corner based on the node coordinates stored in the road attribute information. And a recommended speed calculating means for calculating a recommended speed of the corner based on a speed map in which a radius is associated with the recommended speed, and the required deceleration calculating means includes the recommended speed of the corner and the recommended speed. The gist is to calculate the necessary deceleration based on the current speed and the distance to the corner.

  According to a fifth aspect of the present invention, in a travel control method for performing travel control at a corner in cooperation with an automatic transmission control device and a brake control device mounted on a vehicle, the vehicle continues in front of the traveling direction of the vehicle. It is determined whether or not there is a composite corner having a plurality of corners, and when the composite corner is detected, based on the road attribute information regarding the shape of each corner, the gear position for the corner closest to the exit of the composite corner And selecting the shift speed as a recommended shift speed for the entire composite corner, controlling the automatic shift control device, calculating a required deceleration for a predetermined point of the composite corner, and calculating the recommended shift speed and the required speed. The gist is to calculate an auxiliary amount of braking force when entering the predetermined point based on the deceleration, and to control the braking control device based on the auxiliary amount. .

  According to the first aspect of the present invention, the travel control device selects a recommended shift speed based on the corner closest to the exit of the composite corner when a composite corner including a plurality of corners is detected forward. For this reason, when driving | running | working this corner, it can avoid giving a discomfort to a passenger | crew. Since the braking force is assisted according to the deceleration required when entering the predetermined point of the composite corner, it is possible to enter and travel to the composite corner safely and smoothly.

  According to the second aspect of the present invention, the recommended shift speed is calculated based on the slope of the corner on the outlet side and the recommended speed at the corner. For this reason, it is possible to select a recommended shift speed in consideration of the road shape, and thus it is possible to perform optimal shift control.

  According to the third aspect of the present invention, the recommended shift stage can be selected according to the accelerator off state and the brake operation on state, so that a deceleration desired by the driver can be generated.

According to the fourth aspect of the present invention, the necessary deceleration corresponding to each corner can be calculated based on a map in which each node radius is associated with each recommended speed.
According to the fifth aspect of the present invention, when a composite corner composed of a plurality of corners is detected forward, the recommended shift speed is selected based on the corner closest to the exit of the composite corner. For this reason, when driving | running | working this corner, it can avoid giving a discomfort to a passenger | crew. Since the braking force is assisted according to the deceleration required when entering the predetermined point of the composite corner, it is possible to enter and travel to the composite corner safely and smoothly.

  Hereinafter, an embodiment embodying the present invention will be described with reference to FIGS. FIG. 1 is a block diagram of a navigation cooperative shift control system (hereinafter simply referred to as a shift control system 1) mounted on the host vehicle. The shift control system 1 includes a navigation unit 2 as a travel control device, a gateway ECU 3, an engine control device (hereinafter referred to as engine ECU 4), an automatic transmission control device (hereinafter referred to as shift ECU 5), and a brake control device 8 as a braking control device. It has. The navigation unit 2 and the ECUs 3 to 5 are connected to each other by CAN communication or the like. The gateway ECU 3 determines to which ECU the signal input from the navigation unit 2 is a signal, transmits the signal to the corresponding ECU as a destination, and transmits signals from the ECUs 4 and 5 and the brake control device 8 to the navigation unit. Output to 2.

  First, the navigation unit 2 will be described with reference to FIG. The navigation unit 2 detects the position of the vehicle and searches for a route to the destination, and performs traveling control at a corner in cooperation with the transmission ECU 5 and the brake control device 8. This navigation unit 2 includes a vehicle position calculation unit 11, a GPS reception unit 12, a route search unit 13, a geographic data storage unit 14 as attribute information storage means, an image processor 17, a user input I / F 18, and a vehicle side I / F 19 It has.

  The own vehicle position calculation unit 11 inputs a position detection signal indicating coordinates such as latitude and longitude received by the GPS receiving unit 12, and calculates the absolute position of the own vehicle C1 (see FIG. 3) by radio wave navigation. In addition, the vehicle position calculation unit 11 inputs a vehicle speed pulse and an angular velocity from the vehicle speed sensor PS and the gyro GY provided in the vehicle through the vehicle side I / F 19. Further, the vehicle position calculation unit 11 calculates the relative position from the reference position by autonomous navigation using vehicle speed pulses and angular velocities, and identifies the vehicle position in combination with the absolute position calculated by radio wave navigation.

  The geographic data storage unit 14 is an external storage medium such as an internal hard disk or an optical disk. The geographic data storage unit 14 outputs the map screen S to each route network data (hereinafter referred to as route data 15) for searching for a route to the destination and a touch panel display (hereinafter simply referred to as display D). The map drawing data 16 as road attribute information is stored.

  The route data 15 is data related to roads in meshes that divide the whole country, and includes mesh IDs that are identifiers of meshes, link data related to links in the meshes, and node data related to nodes. A node is an element indicating an intersection, an interchange, an end point of a road, and the like, and a link is an element connecting the nodes. The link data has a road type, a link cost, and the like. The link cost is a value obtained by weighting each link according to the length of the link, ease of travel, and the like.

  When the route search unit 13 obtains a destination according to the user's input operation, the route search unit 13 temporarily stores it in a memory built therein. Alternatively, the destination may be designated by operating a switch SW provided adjacent to the display D or by voice recognition using a voice recognition unit (not shown). For example, when the route search unit 13 acquires the coordinates of the current position and the coordinates of the destination input by the user's operation, the route search unit 13 searches for a route to the destination under a plurality of conditions using the link cost.

Further, the map drawing data 16 stored in the geographic data storage unit 14 is stored for each mesh obtained by dividing a map of the whole country, and is divided for each layer from a wide area map to a narrow area map. The map drawing data 16 has a mesh ID, background data, road data, and the like. The background data is drawing data for drawing roads, urban areas, rivers, and the like. The road data stores node coordinates, coordinates of shape interpolation points, gradients, widths, corner curvature radii, road types such as uphill roads, downhill roads, and national roads. The shape interpolation point is an element for representing the curve shape of the road. The shape interpolation point is arranged between the nodes, and the shape of the road can be represented by connecting each shape interpolation point with a straight line.

  The image processor 17 reads the map drawing data 16 corresponding to the vicinity of the current position of the host vehicle C1, converts it into RGB video output signals, etc., and outputs the map screen S to the display D. The display D is a touch panel that detects the contact position of the user's finger. When the user performs a predetermined touch panel operation for designating a destination, a controller (not shown) of the display D causes a user input I / F 18 to be displayed. The contact position is output to.

  The image processor 17 displays each route searched by the route search unit 13 on the map screen S when the destination is set by the user. When there are a plurality of routes displayed on the map screen S, the user selects one of the routes by a touch panel operation or the like. When a route is selected, the route search unit 13 recognizes the route as a guide route, and stores a link ID or the like indicating the guide route in a memory.

  Further, the navigation unit 2 includes a composite corner detection unit for assisting shift control (shift control), a route status determination unit 20 as an angle calculation unit, and a recommended speed calculation unit 21 as a recommended speed calculation unit. . Furthermore, it has a recommended shift speed selection means, a shift speed command means, a recommended shift speed determination section 22 as a gradient acquisition means, a necessary deceleration calculation means, and a braking assistance amount calculation section 23 as a braking assistance means. Based on the map drawing data 16, the route status determination unit 20 determines whether there is a composite corner ahead of the traveling direction of the host vehicle C1. For example, as shown in FIG. 3, the composite corner Cm is a road in which a plurality of corner portions CR are arranged at intervals within a predetermined distance (for example, 50 m). In the composite corner Cm shown in FIG. It has a first corner portion CR1 as a corner and a predetermined point, and a second corner portion CR2 that is the corner closest to the exit of the composite corner Cm.

Further, the composite corner Cm may be configured by combining the straight line part ST and the relaxation curve part CL. The corner portion CR is a curve having a constant curvature radius, and the straight portion ST is a straight section. The relaxation curve portion CL is a curve based on a clothoid curve, and is disposed between the straight portion ST and the corner portion CR, and exhibits a rapid change in acceleration applied to the vehicle when entering the corner portion CR from the straight portion ST. It is provided so that the vehicle can turn smoothly while being suppressed. Whether or not the curve is the relaxation curve CL1 is obtained by acquiring the coordinates of nodes and shape interpolation points included in the road data of the map drawing data 16, and the road shape that can be drawn from these points indicates a clothoid curve. It is possible to determine whether or not the formula “R · L = A ² ” is satisfied. R is the radius of curvature of the curve, L is the length of the curve, and A is a constant.

  In the composite corner Cm shown in FIG. 3, the first relaxation curve portion CL1 is sandwiched between the first straight line portion ST1 and the first corner portion CR1, and the first corner portion CR1 and the first relaxation curve portion CL1 are the first. A corner CV1 is formed. Moreover, although there exists 2nd straight line part ST2 between 1st corner part CR1 and 2nd corner part CR2, other relaxation curve part CL may be sufficient. The second relaxation curve portion CL2 continues to the second corner portion CR2, and the third straight line portion ST3 follows the second relaxation curve portion CL2. The second corner portion CR2 and the second relaxation curve portion CL2 constitute a second corner CV2. The composite corner Cm may of course have other road shapes.

When the route situation determination unit 20 detects the composite corner Cm within a predetermined distance ahead of the traveling direction,
The route state determination unit 20 calculates the turning angle θ of the second corner CV2 closest to the exit among the composite corners Cm by using a map or an arithmetic expression stored in advance. For example, as shown in FIG. 4, the coordinates of the node N and the shape interpolation point of the second corner CV 2 are acquired from the map drawing data 16. Here, the shape interpolation point and the node are collectively described as a node N. At this time, the turning angle θ of the corner effective distance (for example, 35 m) around the second corner portion CR2 may be calculated, or the turning angle θ of the section of the corner effective distance from the center point of the second corner CV2 in the front-rear direction. May be calculated. The node radius may be used instead of the turning angle θ.

In addition, the route status determination unit 20 calculates each maximum deceleration point as a predetermined point of the first and second corners CV1, CV2. When the path status determination unit 20 acquires the coordinates of each node N configuring the first and second corners CV1 and CV2, the path status determination unit 20 obtains a curvature radius (hereinafter referred to as a node radius) of each node N. For example, as shown in FIG. 4, connected to the node _{N k,} and the segment Sg1 connecting the nodes _{N k + 1} adjacent to the node _{N k,} the node _{N k + 1,} and a node _{N k + 2} adjacent to the node _{N k + 1} You may make it calculate from the crossing angle with segment Sg2 to perform. Further, the node radius of each node N may be stored in the map drawing data 16 in advance.

  When the node radius of each node N is obtained, in the present embodiment, the amount of change in the node radius of successive nodes N is obtained, and the point (maximum point) having the largest amount of change is set as the maximum deceleration points PD1 and PD2. It should be noted that the maximum deceleration points PD1 and PD2 may be any point where the deceleration should be the most, and may be simply taken between the entrance and exit of the corner portion CR, or between the corner portion CR and the relaxation curve portion CL. It may be taken in between, or may be determined by the length from the corner entrance to the exit or the vehicle weight. When the maximum deceleration points PD1 and PD2 are calculated for the plurality of corners CV1 and CV2 (or the relaxation curve portion CL) constituting the composite corner Cm, respectively, the route situation determination unit 20 determines the coordinates of the maximum deceleration points PD1 and PD2. The node radii of the maximum deceleration points PD1 and PD2 are output to the recommended speed calculation unit 21.

  The recommended speed calculation unit 21 acquires coordinates and node radii from the route status determination unit 20 and calculates recommended speeds suitable for traveling at the maximum deceleration points PD1 and PD2. In the present embodiment, the recommended speed is calculated using the speed calculation map M1 as the speed map shown in FIG. The speed calculation map M1 is a map in which a node radius and a recommended speed are associated with each other, and each recommended speed stored in the speed calculation map M1 is turned when the host vehicle C1 travels a corner of each node radius. It is calculated in advance so that the lateral G becomes a predetermined value (for example, 0.2 G). For example, when the node radius is “60”, the recommended speed calculation unit 21 determines that the recommended speed is “40 km / h”. The recommended speed calculation unit 21 refers to the speed calculation map based on the node radius of each maximum deceleration point PD1, PD2, and obtains the recommended speed for each maximum deceleration point PD1, PD2.

  The recommended shift speed determination unit 22 calculates an ideal shift speed when traveling in the composite corner Cm based on the shift speed map MT. As shown in FIGS. 6A to 6C, the shift speed map MT includes a downshift map MT1, an upshift map MT2, and a shift speed determination map MT3, and is stored in a memory of the recommended shift speed determination unit 22 or the like. Has been. The downshift map MT1 is a map created based on a shift point when the vehicle speed is lowered, and shows a shift stage determination pattern for obtaining a recommended shift stage two-dimensionally based on the gradient and the corner turning angle θ. .

The gear position determination pattern shown in the downshift map MT1 is divided into a first angle range G1 to a fourth angle range G4 according to the magnitude of the turning angle θ. The 1st angle range G1 is an angle range applicable to a hairpin corner, Comprising: The turning angle (theta) shows the range which is 95 degrees or more. The second angle range G2 is an angle range corresponding to a middle corner having a relatively large radius of curvature, and indicates a range where the turning angle θ is not less than 40 ° and less than 95 °. The third angle range G3 is an angle range corresponding to a slow corner having a relatively small curvature radius, and indicates a range where the turning angle θ is 20 ° or more and less than 40 °. The fourth angle range G4 indicates a corner (or curve) angle range in which the turning angle θ is less than 20 °.

  When the recommended shift speed determination unit 22 obtains a shift speed determination pattern from the downshift map MT1, the recommended shift speed determination unit 22 refers to the shift speed determination map MT3 to obtain an optimal shift speed corresponding to the shift speed determination pattern. As shown in FIG. 6C, the shift speed determination map MT3 sets the shift speed determination pattern obtained from the downshift map MT1 and the recommended shift speed according to the accelerator-off and brake-on events. .

  The upshift map MT2 is a map used when the host vehicle C1 shifts up, and shows a gear position determination pattern using the gradient and speed as parameters, like the downshift map MT1. The shift speed determination pattern of the upshift map MT2 is different from the determination pattern of the downshift map MT1.

  When the recommended shift speed determination unit 22 determines that there is a composite corner Cm subject to shift control ahead of the traveling direction based on the route situation determination unit 20, the recommended corner Cm out of the corners CV1 and CV2 constituting the composite corner Cm. The corner CV2 closest to the exit is detected. Further, the downshift map MT1 stored in its own memory is read, and an ideal gear position for the corner CV2 is calculated.

  Further, the recommended gear position determination unit 22 is configured to determine the accelerator opening and the brake pedal from an accelerator sensor A as an accelerator operation detection unit and a brake sensor B (see FIG. 1) as a brake operation detection unit provided in the host vehicle C1. Get on / off of stepping on. Further, the gradient of the second corner CV2 is acquired from the road data of the map drawing data 16, and the turning angle θ of the second corner CV2 is acquired from the route situation determination unit 20.

  Further, with reference to the downshift map MT1, a gear position determination pattern is determined from the acquired gradient and turning angle θ. At this time, for example, if it is determined that the shift speed determination pattern is “C” based on the downshift map MT1, the shift speed determination pattern MT3 is further referred to, the shift determination pattern is “C”, and “brake on” is set. The condition gear stage (“4th speed” in FIG. 6C) is determined. And this gear stage "4th speed" is made into the recommended gear stage at the time of travel of compound corner Cm. That is, among the corners CV1 and CV2 constituting the composite corner Cm, when the recommended gear position for the first corner CV1 on the inlet side is not calculated, but when passing through the second corner CV2 closest to the exit of the composite corner Cm Are selected as the recommended gears for the entire composite corner Cm. For this reason, it can set to the gear stage for accelerating rapidly in the 2nd corner CV2 by the side of an exit, and escaping from the composite corner Cm.

  Further, when exiting the composite corner Cm and shifting up, the recommended shift stage determination unit 22 calculates the optimum shift stage as described above using the upshift map MT2 shown in FIG. 6B. May be. At this time, the coordinates of a predetermined point set in the vicinity of the exit of the composite corner Cm are acquired, the turning angle of the predetermined point is acquired, and the gradient and turning angle of the predetermined point and the upshift map MT2 are used for acceleration. May be calculated.

The braking assistance amount calculation unit 23 assists the braking force of the host vehicle C1 so that the vehicle speed reaches the recommended speed for the corners CV1, CV2. In particular, since the recommended shift speed is calculated based on the corner CV2 on the exit side, the braking assistance amount for safely traveling the corner CV1 as a predetermined point on the entrance side is calculated. For example, the recommended shift speed for the entrance side of the composite corner Cm, that is, the foremost first corner CV1 is acquired from the recommended shift speed determination unit 22, and the reduction obtained by engine braking generated by downshifting to the recommended shift speed is obtained. The speed is calculated using a previously stored map or the like. In addition, the necessary deceleration for reaching the recommended speed at the maximum deceleration point PD1 is calculated from the relative distance between the current position and the maximum deceleration point PD1, the current vehicle speed, and the recommended speed at the maximum deceleration point. Further, the former deceleration calculated based on the recommended shift speed is compared with the latter required deceleration. If the absolute value of the former deceleration is smaller than the absolute value of the latter required deceleration, the shift speed is Since it is not possible to decelerate only by changing this, the braking assistance amount is calculated from the difference between the decelerations. Or the present deceleration calculated | required based on G sensor (illustration omitted) etc. which were mounted in the own vehicle C1 may be compared with required deceleration, and the amount of braking assistance may be determined based on the difference.

  After calculating the recommended shift speed, the navigation unit 2 outputs the recommended shift speed to the shift ECU 5. As shown in FIG. 1, the transmission ECU 5 inputs a throttle opening degree and a vehicle speed pulse from a throttle position sensor TH and a vehicle speed sensor PS. Further, when the recommended shift speed is not input from the navigation unit 2 such as when traveling on a straight road, a shift map (not shown) in which the throttle opening and the vehicle speed are two-dimensionally associated, and the throttle opening and the vehicle speed. The gear position is selected based on the above and the actuator of the automatic transmission (A / T) 6 is driven. Further, when the shift ECU 5 obtains the recommended shift speed from the navigation unit 2, the shift ECU 5 drives the actuator of the automatic transmission (A / T) 6 based on the recommended shift speed.

  The engine ECU 4 inputs the throttle opening from the throttle position sensor TH, and inputs the engine speed from the output shaft speed sensor RS. Further, the engine 7 is controlled based on the input throttle opening, engine speed, and detection signals from various sensors.

  A brake control device 8 shown in FIG. 1 controls a hydraulic brake attached to a wheel of the host vehicle C1 on which the engine 7 is mounted, and each hydraulic system that supplies hydraulic pressure to the brake. The first hydraulic system includes a brake pedal, a reserve tank in which brake fluid is stored, a brake master cylinder that generates hydraulic pressure, a hydraulic valve (all not shown) controlled by the brake control device 8, and the like. In this hydraulic system, when the brake pedal is depressed, hydraulic pressure is generated in the brake master cylinder. When the hydraulic valve is open, the hydraulic pressure generated in the brake master cylinder is supplied to the hydraulic cylinder of the brake, thereby stopping the rotation of the wheels.

  The second hydraulic system is controlled by the brake control device 8 and is controlled by the hydraulic pump connected to the reserve tank, the pressure accumulating tank for holding the hydraulic pressure generated by the hydraulic pump, and the brake control device 8. It is comprised from the valve etc. which are made. In the second hydraulic system, when the hydraulic pump is driven by the brake control device 8, the hydraulic pressure generated by the hydraulic pump is stored in the pressure accumulation tank. Further, when the valve is opened by the brake control device 8, the hydraulic pressure stored in the pressure accumulation tank is supplied to the hydraulic cylinder of the brake, thereby stopping the rotation of the wheel. That is, the second hydraulic system is a hydraulic system that can operate the brake even when the brake pedal is not operated. The brake control device 8 assists an insufficient braking force by controlling a valve or the like based on the braking assistance amount input from the navigation unit 2.

  Hereinafter, the processing procedure of the navigation unit 2 of the present embodiment will be described with reference to FIG. First, the route status determination unit 20 of the navigation unit 2 acquires the vehicle position from the vehicle position calculation unit 11 (step S1). Furthermore, the route status determination unit 20 acquires road shape information (step S2). For example, the route status determination unit 20 detects the coordinates of the node N that is ahead of the traveling direction and within a predetermined distance L1 (for example, 150 m) based on the road data of the map drawing data 16. Further, from this node radius, it is determined whether or not the node N is a constituent point of the corner portion CR or the relaxation curve portion CL.

  Further, the route status determination unit 20 determines whether or not there is a corner start point within a predetermined distance L1 from the vehicle position based on the acquired road shape information (step S3). When the node radius of the node N ahead of the predetermined distance L1 from the host vehicle C1 acquired in step S2 is a value indicating that the node radius is a constituent point of the corner CR or the relaxation curve CL. The node N is set as a corner start point (YES in step S3). If node N ahead of predetermined distance L1 of host vehicle C1 is not the corner start point (NO in step S3), the process proceeds to step S12.

  If it is determined that there is a corner start point within a predetermined distance L1 from the host vehicle C1 (YES in step S3), the route situation determination unit 20 calculates a corner end point PE1 of the corner CV1 closest to the host vehicle C1 (step S4). ). At this time, the route status determination unit 20 calculates the node radius of each node N by using the node radius of each node N ahead of the corner start point detected in step S3 as an inspection target. Furthermore, the corner end point PE1 is specified from the change in the node radius. As shown in FIG. 3, when the second straight line portion ST2 is continuous with the first corner portion CR1, the end of the first corner portion CR1 is set as a corner end point PE1. When the relaxation curve portion CL exists between the first corner portion CR1 and the second corner portion CR2, the end of the relaxation curve portion CL is set as a corner end point PE1. As described above, the route state determination unit 20 determines the road shape based on the map drawing data 16, and acquires the accurate length, coordinates and accurate shape of the first corner CV1 in the foreground, thereby improving stability and riding comfort. Shift control can be performed at an appropriate timing to improve.

  Subsequently, the route situation determination unit 20 determines whether the corner start point PS2 of the next corner CV2 is located within a predetermined distance L2 (for example, 50 m) from the corner end point PE1 of the preceding corner CV1 detected in step S4. It is determined whether or not (step S5).

  When the distance between the corner end point PE1 and the corner start point PS2 is larger than the predetermined distance L2 (NO in step S5), for example, a normal recommended shift speed calculation process is performed (step S6). At this time, the recommended shift speed determination unit 22 may determine the recommended shift speed of the corner closest to the host vehicle C1 from the downshift map MT1, or the shift ECU 5 may determine when the host vehicle C1 travels the straight portion ST. As such, the gear position may be selected.

  If the distance between corner end point PE1 and corner start point PS2 is within predetermined distance L2 (YES in step S5), it is determined that composite corner Cm composed of corners CV1 and CV2 has been detected forward in the traveling direction. Then, the process for the composite corner Cm is performed. First, the recommended shift speed determination unit 22 calculates a recommended shift speed at the second corner CV2 on the exit side (step S7). Specifically, the route situation determination unit 20 reads the coordinates of each node N constituting the second corner CV2, and calculates the turning angle θ of the second corner CV2 based on each coordinate as described above.

  Further, the recommended shift speed determination unit 22 acquires the gradient of the second corner CV2 from the map drawing data 16. The recommended shift speed determination unit 22 selects a shift speed determination pattern corresponding to the second corner CV2 with reference to the downshift map MT1 shown in FIG. 6A based on the gradient of the second corner CV2 and the turning angle θ. To do. For example, when the second corner portion CR2 is “uphill”, the gradient is large, and the turning angle θ is included in the first angle range G1, the gear position determination pattern is “A” based on the downshift map MT1. Is determined.

Furthermore, if it is determined that the accelerator is off and the brake is off based on the detection signals input from the accelerator sensor A and the brake sensor B, the shift speed determination pattern is “A” with reference to the shift speed determination map MT3. "3" corresponding to the condition "Acceleration off"
"Speed" is the recommended gear. Thus, for example, even if the first corner CV1 is a sharp curve having a turning angle θ larger than that of the second corner CV2, and the recommended gear position for the first corner CV1 is “second gear”, The recommended speed “3rd speed” is given priority for the second corner CV2. In other words, the shift speed considering the shape of the corner on the exit side of the composite corner Cm is set as the recommended shift speed of the entire composite corner Cm.

  When the recommended shift speed is calculated, the braking assist amount calculation unit 23 calculates the necessary deceleration for the first corner CV1 closest to the entrance of the composite corner Cm (step S8). When calculating the maximum deceleration point PD1 as described above for the first corner CV1, the braking assistance amount calculation unit 23 acquires the node radius of the maximum deceleration point PD1. Further, the recommended speed is calculated according to the speed calculation map M1 shown in FIG. 5 stored in advance. When the recommended speed at the maximum deceleration point PD1 is acquired, the recommended speed calculation unit 21 calculates a deceleration distance from the current position to the maximum deceleration point PD1. Further, the current vehicle speed is acquired based on the vehicle speed pulse output from the vehicle speed sensor PS, and the difference between the current vehicle speed and the recommended speed is calculated. Further, based on this difference and the deceleration distance, a necessary deceleration for reaching the recommended speed at the maximum deceleration point PD1 is calculated.

  Further, the recommended shift speed determination unit 22 outputs a command indicating the recommended shift speed calculated in step S8 to the shift ECU 5, and controls the automatic transmission 6 in accordance with the recommended shift speed (step S9). The shift ECU 5 shifts down from the current shift stage to the recommended shift stage at a predetermined timing.

  When the host vehicle C1 enters the first corner CV1, the braking assistance amount calculation unit 23 determines whether or not the deceleration is insufficient with respect to the maximum deceleration point PD1 of the first corner CV1 ( Step S10). At this time, as described above, the auxiliary braking amount calculation unit 23 is based on the deceleration generated when shifting, the current vehicle speed, the recommended speed at the maximum deceleration point PD1, the current position, and the relative distance between the maximum deceleration point PD1. Compare the calculated required deceleration.

  If the absolute value of the deceleration generated when shifting is greater than the absolute value of the required deceleration (NO in step S10), the process proceeds to step S12 because no further deceleration is required. If the absolute value of the deceleration generated at the time of shifting is smaller than the absolute value of the required deceleration (YES in step S10), the engine cannot be decelerated by only the engine brake, so the braking force is assisted (step S11). ). At this time, the braking assistance amount calculation unit 23 obtains a difference between the deceleration generated at the time of shifting and the necessary deceleration, and calculates the control amount of the actuator of the second hydraulic system from a previously stored map or the like. To do. Furthermore, based on the control amount, the hydraulic system valve is opened and closed to control the hydraulic pressure and assist the braking force.

  In step S12, the navigation unit 2 determines whether or not the shift control based on the navigation unit 2 is finished (step S12). When the host vehicle C1 passes the corner end point PE2 and escapes from the composite corner Cm (YES in step S12), the process returns to step S1 and the above-described processing is repeated. If the composite corner Cm has not escaped (NO in step S12), the process returns to step S10 to determine the necessity of assisting the braking force. If the assist is necessary, the brake hydraulic system is controlled. . For example, when the host vehicle C1 exits the first corner CV1 and reaches the second corner CV2, the coordinates of the maximum deceleration point PD2 of the second corner CV2 are acquired, the recommended speed of the maximum deceleration point PD2, the current vehicle speed The necessary deceleration at the second corner CV2 is calculated from the relative distance from the current position to the maximum deceleration point. Further, the required deceleration is compared with the deceleration obtained by the current vehicle speed and the recommended shift speed, and when the former required deceleration is larger than the latter deceleration, the braking force is assisted.

According to the above embodiment, the following effects can be obtained.
(1) In the above embodiment, a plurality of continuous corners CV ahead of the traveling direction of the host vehicle C1.
Is detected based on the map drawing data 16, the corner CV2 closest to the exit of the composite corner Cm is determined, and the downshift map MT1 is used as the gear position when passing through the corner CV2. To choose. Further, the selected shift speed is set as a recommended shift speed for the entire composite corner Cm, and the recommended shift speed is output to the shift ECU 5 as a command. For this reason, when driving the composite corner Cm, it is possible to prevent the driver from feeling uncomfortable. Further, it is possible to smoothly escape from the composite corner Cm, and to improve stability and ride comfort. Further, the necessary deceleration for entering the corner CV1 closest to the entrance of the composite corner Cm is calculated, and the braking force for entering the corner CV1 is calculated based on the deceleration obtained at the recommended shift speed and the necessary deceleration. The auxiliary amount is calculated, and the brake control device 8 is controlled based on the auxiliary amount. For this reason, it is possible to enter the composite corner Cm safely and smoothly.

  (2) In the above embodiment, the turning angle θ of the corner CV2 on the exit side is calculated when calculating the recommended shift speed. Further, the gradient of the second corner CV2 is obtained from the map drawing data 16. Further, the recommended shift stage for the corner CV2 on the exit side is obtained based on the downshift map MT1 in which the acquired gradient, the turning angle θ, and each shift stage are associated with each other. For this reason, it is possible to select the optimum shift control according to the three-dimensional shape of the corner CV.

  (3) In the above embodiment, on / off of the accelerator pedal and on / off of the brake pedal are determined based on the accelerator sensor A and the brake sensor B. Furthermore, the recommended shift speed is selected based on the downshift map MT1 and the accelerator-off or brake-on conditions. For this reason, a relatively large deceleration desired by the driver can be generated by setting the gear position when the brake is turned on to a lower gear position. Further, the gear position when the accelerator is turned off and the brake is also turned off can be a gear stage that generates a deceleration as large as the driver desires.

  (4) In the above embodiment, the recommended speeds of the maximum deceleration points PD1 and PD2 are obtained based on the speed calculation map M1 in which the node radius of the node N is associated with the recommended speed. Further, the necessary deceleration is calculated based on the recommended speed, and the necessary braking assistance amount is calculated at each corner CV. For this reason, even when the recommended shift speed of the entire composite corner Cm is set with reference to the exit-side corner CV2, the speed can be reduced to a speed that is safe for traveling through the composite corner Cm.

In addition, you may change the said embodiment as follows.
The section having a plurality of corner portions CR having a constant curvature radius is defined as the composite corner Cm. However, the composite corner Cm may simply be a section having a plurality of corners (or curves) having different curvature radii.

  In the above embodiment, the method for calculating the recommended shift speed when the composite corner Cm having two corner portions CR is in front of the vehicle has been described. However, when the composite corner Cm has three or more corner portions CR, The recommended gear position for the corner portion closest to the exit of the composite corner Cm may be calculated.

  In the above embodiment, when the recommended shift speed and braking assist amount for the composite corner Cm are calculated, the calculated recommended shift speed and braking assist amount are stored in a history data storage unit (not shown) that constitutes the driving learning means. You may make it do. Then, when passing the composite corner once subjected to the calculation processing for the second time and thereafter, the recommended shift speed and the auxiliary braking amount for the composite corner are read from the history data storage unit, and the recommended shift speed and the auxiliary braking amount are read out. Shift control and brake control may be performed based on the above.

Schematic of the shift control system of this embodiment. The block diagram of a navigation unit. A schematic diagram of a composite corner. The conceptual diagram of the node which comprises a composite corner. Explanatory drawing of a speed calculation map. (A) is a downshift map, (b) is an upshift map, (c) is an explanatory diagram of a variable speed determination map. The flowchart explaining the process sequence of this embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Shift control system, 2 ... Navigation unit as driving control device, 5 ... Shift ECU as automatic transmission control device, 8 ... Brake control device as braking control device, 14 ... Geographic data storage part as attribute information storage means , 16 ... map drawing data as road attribute information, 20 ... composite corner detection means, route status determination means as angle calculation means, 21 ... recommended speed calculation section as recommended speed calculation means, 22 ... gear position command means, gradient Recommended gear stage determination unit as acquisition means, 23... Necessary deceleration calculation means, Braking assist amount calculation section as braking assist means, A... Accelerator sensor as accelerator operation detection means, B... Brake sensor as brake operation detection means , Cm ... composite corner, CR1 ... first corner as an entrance corner, CR2 ... second corner, CV, CV1 CV2 ... Corner, L1, L2 ... _{distance, N, N k, N k} + 1, N k + 2 ... node, the speed calculation map as M1 ... speed map, MT ... shift speed map, downshift map constituting the MT1 ... shift speed map , MT3: shift speed determination map constituting the shift speed map, θ: turning angle.

Claims (5)

In a traveling control device that performs traveling control at a corner in cooperation with an automatic transmission control device and a braking control device mounted on a vehicle,
Compound corner detection means for determining whether or not there is a compound corner having a plurality of continuous corners in front of the traveling direction of the vehicle;
Attribute information storage means for storing road attribute information related to the shape of each corner;
When the composite corner is detected, based on the road attribute information, a shift speed for the corner closest to the exit of the composite corner is selected, and the shift speed is set as a recommended shift speed for the entire composite corner. Stage selection means;
A shift speed command means for controlling the automatic shift control device based on the recommended shift speed;
A required deceleration calculating means for calculating a required deceleration for a predetermined point of the composite corner;
A brake assisting means for calculating an auxiliary amount of a braking force when entering the predetermined point based on the recommended shift speed and the required deceleration, and for controlling the brake control device based on the auxiliary amount; A travel control device. The travel control device according to claim 1,
Angle calculating means for calculating a turning angle of the corner closest to the exit of the composite corner;
A slope acquisition means for acquiring the slope of the corner from the road attribute information;
The recommended gear selection means is:
A travel control device that selects a recommended shift speed for a corner based on a shift speed map that associates a corner turning angle and gradient with each shift speed, and the corner turning angle and gradient. In the travel control device according to claim 2,
The recommended gear selection means detects an accelerator operation OFF state and a brake operation ON state based on an accelerator operation detection means for detecting the driver's accelerator operation and a brake operation detection means for detecting the driver's brake operation. With
The travel control device, wherein the recommended shift speed is selected according to the shift speed map, an accelerator operation OFF state, and a brake operation ON state. In the traveling control device according to claim 2 or 3,
Based on the node coordinates stored in the road attribute information, the node radius of each node constituting one corner of the composite corner is calculated, and based on the speed map that associates the node radius with the recommended speed, It further includes a recommended speed calculation means for calculating the recommended speed,
The required deceleration calculating means calculates a required deceleration based on the recommended speed of the corner, the current speed, and the distance to the corner. In a traveling control method for performing traveling control at a corner in cooperation with an automatic transmission control device and a braking control device mounted on a vehicle,
It is determined whether or not there is a composite corner having a plurality of continuous corners in front of the traveling direction of the vehicle, and when the composite corner is detected, based on the road attribute information regarding the shape of each corner, the composite Selecting the gear position for the corner closest to the corner exit, and controlling the automatic gear shift control device as the recommended gear position for the entire composite corner,
A required deceleration for the predetermined point of the composite corner is calculated, an auxiliary amount of braking force when entering the predetermined point is calculated based on the recommended shift speed and the required deceleration, and the braking is calculated based on the auxiliary amount A travel control method characterized by controlling a control device.

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