JP5156809B2 - Vehicle control device - Google Patents

Description

  The present invention belongs to the technical field of a vehicle control device including a brake control unit that automatically generates a braking force.

  In Patent Document 1, an appropriate turning vehicle speed in a curve ahead of the host vehicle is obtained based on map information from the navigation system, and further, a reduction required until the appropriate turning vehicle speed is obtained from the current vehicle speed and the distance to the curve. A technique relating to an automatic brake that obtains a speed and decelerates the host vehicle before a curve when the deceleration is larger than a preset allowable deceleration is disclosed.

JP-A-6-36187

However, in the above-described prior art, since the deceleration start timing of the automatic brake is determined based only on the vehicle speed at the time of entering the curve, there is a problem that a deviation occurs from the deceleration timing desired by the driver, which gives an uncomfortable feeling. was there.
An object of the present invention is to provide a vehicle control device capable of realizing a deceleration start timing that matches a driver's intention to brake.

In order to achieve the above object, in the vehicle control device of the present invention, the control unit detects the accelerator operation amount by the accelerator state detection unit and detects a curve in the travel route by the travel route state detection unit. It actuates the brake control unit, if the driver acceleration intention of is detected by the acceleration intention detection section, that limits the operation of the brake control unit.

  Therefore, the vehicle control device of the present invention can realize the deceleration start timing that matches the driver's intention to brake.

It is a block diagram of the vehicle control apparatus of Example 1. 3 is a flowchart illustrating a flow of an automatic brake control process executed by the vehicle control device 1 according to the first embodiment. It is a flowchart which shows the flow of an accelerator opening determination logic. It is a figure which shows the relationship between the accelerator opening degree and accelerator opening variation | change_quantity, and an accelerator off timer in an accelerator opening determination logic. It is a time chart which shows the change of the accelerator-off timer when the accelerator is turned on again from the accelerator-off. It is a flowchart which shows the flow of a preceding vehicle judgment logic. It is a figure which shows the setting method of the preceding vehicle distance and preceding vehicle speed in a preceding vehicle judgment logic. It is a flowchart which shows the flow of a curve discrimination | determination logic. It is a figure which shows the setting method of the distance of the curve discrimination logic at the time of curve driving | running | working, and final speed. It is a figure which shows the time of a straight road travel. It is a flowchart which shows the flow of a turning speed calculation logic. It is a flowchart which shows the flow of a deceleration determination logic. It is a figure which shows the setting method of the target deceleration in the deceleration determination logic. It is a time chart which shows the change of the target deceleration when a preceding vehicle exists during curve driving. It is a time chart which shows the change of the target deceleration when the preceding vehicle does not exist during curve driving. It is a time chart which shows the change of the target deceleration when there is no preceding vehicle on a straight road. It is a time chart which shows the change of the target deceleration when the preceding vehicle does not exist during curve driving. It is a time chart which shows the change of the target deceleration when the preceding vehicle does not exist on the straight road immediately before the curve.

  EMBODIMENT OF THE INVENTION Hereinafter, the form for implement | achieving the vehicle control apparatus of this invention is demonstrated based on the Example shown on drawing.

First, the configuration will be described.
FIG. 1 is a configuration diagram of a vehicle control device according to a first embodiment.
The vehicle control device 1 according to the first embodiment includes an accelerator state detection unit 2, a travel route state detection unit 3, a control unit 4, and a brake control unit 5.
The accelerator state detection unit 2 detects an accelerator operation state (accelerator off or the like) during traveling based on the driver's intention based on the accelerator opening input from the accelerator opening sensor (acceleration intention detection unit) 11. The accelerator state detection unit 2 includes an accelerator return speed detection unit 6 that detects a return speed of an accelerator pedal (not shown).
The travel route status detection unit 3 detects the status of the travel route of the host vehicle based on the captured image in front of the host vehicle input from the stereo camera 12, the map information obtained from the navigation system 13, and the host vehicle position.
The travel route state detection unit 3 includes a preceding vehicle detection unit 7 and a curve detection unit 8.
The preceding vehicle detection unit 7 detects whether or not a preceding vehicle exists on the travel path ahead of the host vehicle. If there is a preceding vehicle, the distance to the preceding vehicle (the preceding vehicle distance) and the speed of the preceding vehicle ( The preceding vehicle speed) is detected.
The curve detection unit 8 detects whether or not a curve exists in front of the host vehicle, that is, whether or not the traveling course ahead of the host vehicle is a curve. If the curve is a curve, the distance to the curve and the turning of the curve Detect the radius.
That is, the preceding vehicle detection unit 7 and the curve detection unit 8 function as a deceleration target detection unit that detects whether there is a deceleration target (preceding vehicle, curve) that requires deceleration of the host vehicle in the traveling direction of the host vehicle. .
The control unit 4 performs automatic brake control that activates the brake control unit 5 according to the accelerator operation state from the accelerator state detection unit 2 and the travel route state from the travel route state detection unit 3.
The brake control unit 5 automatically generates a braking force for the host vehicle by increasing the hydraulic pressure of each wheel cylinder W / C in accordance with an operation command from the control unit 4.

[Automatic brake control processing]
FIG. 2 is a flowchart showing a flow of an automatic brake control process executed by the vehicle control device 1 of the first embodiment, and each step will be described below.
In step S1, the accelerator state detection unit 2 executes accelerator opening degree determination logic for detecting the driver's accelerator-off operation, and the process proceeds to step S2. The accelerator opening determination result is output as the value of the accelerator off timer. The accelerator off timer indicates that the driver has performed an accelerator off operation. When the driver performs an accelerator off operation and the accelerator off continues, the value of the accelerator off timer gradually increases. On the other hand, when the driver is not performing the accelerator off operation, the accelerator off timer becomes zero. Here, the accelerator-off operation is not limited to the case where the accelerator opening is changed from a predetermined value to zero, but includes the case where the accelerator opening is decreased for a predetermined time.
Details of the accelerator opening determination logic will be described later.
In step S2, the accelerator state detector 2 determines whether the accelerator off timer is other than zero (> 0). If YES, the process proceeds to step S3. If NO, the process proceeds to step S11.

In step S3, the preceding vehicle detection unit 7 executes a preceding vehicle determination logic for detecting a preceding vehicle existing ahead of the host vehicle, and the process proceeds to step S4. The preceding vehicle determination result is output as a preceding vehicle flag. When the preceding vehicle is detected, the preceding vehicle flag is set (= 1), and when the preceding vehicle is not detected, the preceding vehicle flag is reset (= 0). Further, the preceding vehicle determination logic calculates the preceding vehicle distance and the preceding vehicle speed, respectively, when there is a preceding vehicle. When there are a plurality of preceding vehicles ahead of the host vehicle, the nearest vehicle is set as the preceding vehicle.
Details of the preceding vehicle determination logic will be described later.
In step S4, the preceding vehicle detection unit 7 determines whether the preceding vehicle flag is set. If yes, then continue with S5, otherwise continue with step S6.
In step S5, the preceding vehicle detection unit 7, the preceding vehicle distance distance D, and the preceding vehicle speed to a final speed V _E, the routine proceeds to step S6.
In step S6, the curve detection unit 8 performs a curve determination logic for detecting whether or not the traveling route ahead of the host vehicle is a curve, and the process proceeds to step S7. The curve discrimination result is output as a curve flag. If the curve exists, the curve flag is set (= 1). If the curve does not exist, the curve flag is reset (= 0). Further, in the curve determination logic, when the curve exists, the distance D to the curve and the turning radius R of the curve are calculated.
Details of the curve discrimination logic will be described later.

In step S7, the curve detection unit 8 determines whether or not the curve flag is set (= 1). If YES, the process proceeds to step S8, and if NO, the process proceeds to step S11.
In step S8, the curve detection unit 8 performs a turning speed calculation logic for obtaining a target turning speed (turnable speed) based on the curve state and the set target turning acceleration (hereinafter, turning G), Control goes to step S9.
Details of the turning speed calculation logic will be described later.
In step S9, the curve detection unit 8, the target rotation speed calculated in step S8 to a final speed (target curve approach speed) V _E, the routine proceeds to step S10.
In step S10, the control unit 4, a deceleration decision logic for determining a target deceleration α to obtain the final speed V _E was performed at a distance D, and proceeds to step S11.
Details of the deceleration determination logic will be described later.
In step S11, the control unit 4 sets the target deceleration to zero and proceeds to step S12.
In step S12, the control unit 4 outputs an operation command corresponding to the target deceleration determined in step S10 or step S11 to the brake control unit 5. The brake control unit 5 servo-controls the hydraulic pressure of each wheel cylinder W / C in order to generate a brake pressure according to the operation command, and shifts to return.

[Accelerator position determination logic]
FIG. 3 is a flowchart showing the flow of the accelerator opening determination logic, and each step will be described below.
In step S101, it is determined whether or not the accelerator opening input from the accelerator opening sensor 11 is smaller than a predetermined value θ. If YES, the process proceeds to step S104, and if NO, the process proceeds to step S102. Here, the predetermined value θ is a small accelerator opening near zero.
In step S102, it is determined whether or not the accelerator opening change amount per unit time is smaller than a predetermined amount −δ. If YES, the process proceeds to step S104, and if NO, the process proceeds to step S103. Here, the predetermined amount −δ is an accelerator opening change amount at which it can be determined that the driver is performing the accelerator off operation. The unit time is, for example, one control cycle of the automatic brake control process shown in FIG.
In step S103, the accelerator off timer is set to zero, and this control is terminated.
In step S104, the accelerator off timer is incremented (+1), and this control is terminated.
As described above, in the accelerator opening determination logic, when the accelerator opening is zero (accelerator opening <θ), or the accelerator opening decrease amount per unit time (accelerator operation amount decrease amount) is larger than the predetermined amount δ. If it is larger (the region surrounded by the solid line in FIG. 4), it is determined that the driver is turning off the accelerator and the accelerator on timer is incremented. In other cases (area surrounded by a broken line in FIG. 4), the accelerator off timer is set to zero.
For example, when the driver loosens the accelerator, turns the accelerator off, and depresses the accelerator again, as shown in FIG. 5, the accelerator opening change amount per unit time becomes smaller than −δ, and the accelerator opening The accelerator off timer continues to increase until becomes equal to or greater than θ.

[Leading vehicle judgment logic]
FIG. 6 is a flowchart showing the flow of the preceding vehicle determination logic, and each step will be described below.
In step S301, based on the front image imaged by the stereo camera 12, the two-dimensional mapping of the front three-dimensional object and lane as shown in FIG. 7 is performed, and the process proceeds to step S302. Since the mapping method is known, the description is omitted.
In step S302, it is determined whether or not there is a preceding vehicle based on the planar projection generated by mapping. If YES, the process moves to step S303, and if NO, the process moves to step S306.
In step S303, the distance and speed of the nearest vehicle B among the vehicles existing in the lane (vehicle B and vehicle C in FIG. 7) are calculated, and the process proceeds to step S304.
In step S304, the distance and speed calculated in step S303 are set as the preceding vehicle distance and the preceding vehicle speed, and the process proceeds to step S305.
In step S305, the preceding vehicle flag is set (= 1), and this control is terminated.
In step S306, the preceding vehicle flag is reset (= 0), and this control is terminated.
As described above, in the preceding vehicle determination logic, it is determined whether or not there is a preceding vehicle on the traveling route of the host vehicle using the captured image from the stereo camera 12, and if there is a preceding vehicle, the preceding vehicle flag is determined. Is set and the preceding vehicle flag is reset when there is no preceding vehicle. If there is a preceding vehicle, the preceding vehicle distance and the preceding vehicle speed are calculated.

[Curve discrimination logic]
FIG. 8 is a flowchart showing the flow of the curve discrimination logic, and each step will be described below.
In step S601, the lane of the front image captured by the stereo camera 12 or the mapping of the two-dimensional plane of the lane edge such as a guard rail is performed, and the process proceeds to step S602.
In step S602, based on the plane projection generated by mapping, as shown in FIG. 9, when the intersection of the vehicle center line and the lane edge is A, the distance between the vehicle and point A is D. The process proceeds to step S603. Here, the distance D remains unchanged until the host vehicle reaches point A. That is, when the host vehicle reaches the first set point A, the distance D is set based on the next point A.
In step S603, it is determined whether point A cannot be specified. If YES, the process moves to step S606, and if NO, the process moves to step S604.
In step S604, the corner turning radius R of point A is obtained based on the map information in the vicinity of point A from the navigation system 13 and the vehicle position information, and the process proceeds to step S605.
In step S605, the curve flag is set (= 1), and this control is terminated.
In step S606, the curve flag is reset (= 0), and this control is terminated.
As described above, in the curve determination logic, when the intersection A between the traveling direction center line of the host vehicle and the lane edge can be specified as shown in FIG. 9, there is a curve that needs to be decelerated ahead. It is determined that there is a curve flag. On the other hand, when the intersection A cannot be specified as shown in FIG. 10, it is determined that there is no curve that requires deceleration ahead, and the curve flag is reset. If there is a curve, the distance D to the point A and the turning radius R of the point A are calculated.

以上のように、旋回速度計算ロジックでは、A点の旋回半径Rと目標旋回加速度G_sとに基づいてA点における目標旋回速度を求める。 [Swivel speed calculation logic]
FIG. 11 is a flowchart showing the flow of the turning speed calculation logic. Each step will be described below.
At step S801, the target turning acceleration G _s at the point A swirling G, the process proceeds to step S802. Here, the target turning acceleration G _s may be a predetermined value (for example, about 0.2 G) set in advance, or the driver may be able to set an arbitrary value from the driver's seat. Alternatively, it may be set as a function of the accelerator return speed.
In step S802, the target turning speed is calculated from the turning G and the turning radius R of the point A with reference to the following formula, and this control ends.

As described above, in the swing speed calculation logic calculates the target turning velocity at point A on the basis of the turning radius R and the target turning acceleration G _s of the point A.

[Deceleration decision logic]
FIG. 12 is a flowchart showing the flow of the deceleration determination logic, and each step will be described below.
In step S1101, the current vehicle speed V _S is read from the vehicle speed sensor 14, and α (<0) required to reduce the host vehicle speed from the initial speed V _S to the final speed V _E during the distance D is obtained, and the process proceeds to step S1102. To do.
That is,
V _S ² −V _E ² = 2αD
Therefore, α can be obtained from the following equation.
α = (V _S ² −V _E ² ) / 2D
In step S1102, it is determined whether or not the accelerator-off timer is greater than the predetermined time t _0. If YES, the process moves to step S1103, and if NO, the process moves to step S1106. Here, t ₀ varies according to the accelerator off speed detected by the accelerator return speed detector 6. Specifically, when the accelerator off speed is high, t ₀ is set longer than when it is low. t ₀ may be set in a plurality of stages according to the accelerator-off speed, or may be set to be longer as the accelerator-off speed becomes higher.
In step S1103, it is determined whether or not α is larger than the limiter αmax. If YES, the process moves to step S1105, and if NO, the process moves to step S1104. Here, αmax is an upper limit value for avoiding sudden deceleration.
In step S1104, α obtained in step S1101, step S1105, or step S1106 is set as the target deceleration, and this control is terminated.
In step S1105, the limiter αmax is set to α, and the process proceeds to step S1104.
In step S1106, the predetermined value 0.1G set in advance is set as α, and the process proceeds to step S1104.
As described above, in the deceleration determination logic, the target deceleration α is maintained at 0.1 G until the accelerator off timer reaches the predetermined time t ₀ from the accelerator off, and after the predetermined time t _{0 has} elapsed, As shown in FIG. 13, the target deceleration α required to reduce the initial speed V _S to the final speed V _E is determined during the distance D to the preceding vehicle or the curve. At this time, in order to avoid sudden deceleration due to an excessive setting of | α |, the target deceleration rate α is limited by a limiter αmax. Also, when the accelerator pedal speed is high, lengthening the predetermined time t ₀ than lower.

Next, operation | movement of the vehicle control apparatus 1 of Example 1 is demonstrated according to a driving | running | working scene.
FIG. 14 is a time chart showing a change in the target deceleration when the vehicle is traveling on a curve and there is a preceding vehicle. In the case the target deceleration α in which the acceleration acting on the vehicle front side is positive, but a negative value, the following timing chart, showing the target deceleration α the magnitude (absolute value).
In the interval up to time t1, the accelerator opening is constant (> θ). Therefore, in the flowchart of FIG. 2, the flow proceeds from step S1, step S2, step S11, step S12, and the target deceleration α is zero. is there. That is, even when there is a preceding vehicle on a curve, the automatic brake is not activated if the driver does not perform an accelerator-off operation. That is, when the driver does not intend to decelerate, the driver does not decelerate, so the driver does not feel uncomfortable.
At time t1, the driver starts to return the accelerator.
At time t2, the accelerator opening change amount per unit time is smaller than the predetermined amount −δ, so it is determined that the accelerator is turned off, and step S1, step S2, step S3, step S4, step S5, step S10, step The flow proceeds to S12.
At this time, the accelerator opening determination logic in step S1 starts incrementing the accelerator off timer, the preceding vehicle determination logic in step S3 outputs a preceding vehicle flag = 1, and the deceleration determination logic in step S10 The target deceleration α required to reduce the initial speed (own vehicle speed V _S ) to the preceding vehicle speed V _E during the vehicle distance D is calculated, but the accelerator off timer is less than the predetermined time t ₀ Then, the automatic brake is operated with the target deceleration rate α as a predetermined value (0.1 G), and the vehicle is slowly decelerated.

Here, the time from t2 to time t3, changes the length of the predetermined time t ₀ which is determined in accordance with the accelerator off speed. Then, the predetermined time t _0, when the accelerator-off speed is high is longer than lower. That is, when the driver performs the accelerator off operation immediately before the curve, the target deceleration is 0.1 G for a long time, and thus the turning speed is high. Conversely, when the driver performs an accelerator-off operation before the curve, the time during which the target deceleration is 0.1G is short, and thus the turning speed is low. Therefore, if the driver wants high-speed turning, the turning speed can be increased, and conversely if the driver wants low-speed turning, the turning speed can be lowered, realizing the driver's desired turning behavior. it can.
At time t3, because the accelerator-off timer has exceeded the predetermined time t ₀ operation, the deceleration decision logic in step S10, the distance D, and automatic braking in accordance with the target deceleration α determined from the initial speed V _S and Tsuisoku V _E Let For this reason, it can drive | work a curve, maintaining the distance D with a preceding vehicle.
At time t4, since the driver has started to depress the accelerator, the accelerator opening timer is zeroed in the accelerator opening determination logic in step S1. As a result, the flow proceeds from step S1 to step S2 to step S11 to step S12, and the automatic brake operation is terminated. For this reason, when the driver intends to accelerate, the driver does not decelerate, so that the driver does not feel uncomfortable.

FIG. 15 is a time chart showing a change in the target deceleration when the vehicle is running on a curve and there is no preceding vehicle.
In the interval up to time t1, the accelerator opening is constant (> θ). Therefore, in the flowchart of FIG. 2, the flow proceeds from step S1, step S2, step S11, step S12, and the target deceleration α is zero. is there. That is, even when there is a preceding vehicle (a vehicle that is stopped) while traveling on a curve, the automatic brake is not activated if the driver does not perform an accelerator-off operation. That is, when the driver does not intend to decelerate, the driver does not decelerate, so the driver does not feel uncomfortable.
At time t1, the driver starts to return the accelerator.
At time t2, the accelerator opening change amount per unit time is smaller than the predetermined amount −δ, so it is determined that the accelerator is turned off, and step S1, step S2, step S3, step S4, step S5, step S10, step The flow proceeds to S12.

At this time, the accelerator opening determination logic in step S1 starts incrementing the accelerator off timer, the preceding vehicle determination logic in step S3 outputs a preceding vehicle flag = 1, and the deceleration determination logic in step S10 The target deceleration α required to reduce the initial speed (own vehicle speed V _S ) to the final speed (preceding vehicle speed = 0) during the vehicle distance D is calculated, but the accelerator off timer is less than the predetermined time t _0. The target deceleration α becomes a predetermined value (0.1G), the target deceleration is set to 0.1G, the automatic brake is operated, and the vehicle is slowly decelerated.
Here, the time from t2 to time t3, changes the length of the predetermined time t ₀ which is determined in accordance with the accelerator off speed. Then, the predetermined time t _0, when the accelerator-off speed is high is longer than lower. That is, when the driver performs the accelerator off operation immediately before the curve, the target deceleration is 0.1 G for a long time, and thus the turning speed is high. Conversely, when the driver performs an accelerator-off operation before the curve, the time during which the target deceleration is 0.1G is short, and thus the turning speed is low. Therefore, if the driver wants high-speed turning, the turning speed can be increased, and conversely if the driver wants low-speed turning, the turning speed can be lowered, realizing the driver's desired turning behavior. it can.
At time t3, because the accelerator-off timer has exceeded the predetermined time t _0, the deceleration decision logic in step S10, activating the automatic braking in accordance with the distance D, the target deceleration α determined from the initial speed V _S and Tsuisoku zero . For this reason, at time t4, the host vehicle can be stopped with the effort of the preceding vehicle.

FIG. 16 is a time chart showing a change in the target deceleration when there is no preceding vehicle on a straight road.
In the interval up to time t1, the accelerator opening is constant (> θ). Therefore, in the flowchart of FIG. 2, the flow proceeds from step S1, step S2, step S11, step S12, and the target deceleration α is zero. is there.
At time t1, the driver starts to return the accelerator.
At time t2, since the accelerator opening change amount per unit time is smaller than the predetermined amount −δ, it is determined that the accelerator is turned off. However, since there is no preceding vehicle or curve ahead of the host vehicle, step S1 → step The flow proceeds from S2, step S3, step S4, step S6, step S7, step S11, and step S12, and the target deceleration rate α remains zero.
Even if the driver performs the accelerator-off operation, it is not necessary to operate the automatic brake to decelerate the vehicle when there is no deceleration target ahead of the host vehicle. Furthermore, the driver can decelerate the vehicle at any time by stepping on the brake pedal. Therefore, in a situation where there is no deceleration target, unnecessary deceleration can be avoided by limiting the intervention of automatic braking. In addition, the number of actuations of the automatic brake actuator (hydraulic circuit valve, pump, etc.) can be suppressed, and durability can be improved.

FIG. 17 is a time chart showing a change in the target deceleration when the vehicle is running on a curve and there is no preceding vehicle.
Since the accelerator opening is constant (> θ) in the period up to time t1, in the flowchart of FIG. 2, the flow proceeds from step S1, step S2, step S3, step S11, step S12, and the target deceleration rate α Is zero. That is, even when the vehicle is running on a curve, the automatic brake is not activated if the driver does not perform an accelerator-off operation. That is, when the driver does not intend to decelerate, the driver does not decelerate, so the driver does not feel uncomfortable.
At time t1, the driver starts to return the accelerator.
At time t2, the accelerator opening change amount per unit time is smaller than the predetermined amount −δ, so it is determined that the accelerator is off, and step S1, step S2, step S3, step S4, step S6, step S7, step The flow proceeds from S8 to step S9 to step S10 to step S12.
At this time, the accelerator opening determination logic in step S1 starts incrementing the accelerator off timer, the curve determination logic in step S6 outputs curve flag = 1, and the deceleration determination logic in step S10 advances the vehicle. The target deceleration α required to reduce the initial speed (own vehicle speed V _S ) to the final speed V _E determined by the target turning speed between the distance D to the intersection of the direction center line and the lane edge is calculated. Since the off-timer is equal to or less than the predetermined time t ₀ , the target deceleration α is a predetermined value (0.1G), the target deceleration is 0.1G, the automatic brake is activated, and the vehicle is slowly decelerated.

Here, the time from t2 to time t3, changes the length of the predetermined time t ₀ which is determined in accordance with the accelerator off speed. Then, the predetermined time t _0, when the accelerator-off speed is high is longer than lower. That is, when the driver performs the accelerator off operation immediately before the curve, the target deceleration is 0.1 G for a long time, and thus the turning speed is high. Conversely, when the driver performs an accelerator-off operation before the curve, the time during which the target deceleration is 0.1G is short, and thus the turning speed is low. Therefore, if the driver wants high-speed turning, the turning speed can be increased, and conversely if the driver wants low-speed turning, the turning speed can be lowered, realizing the driver's desired turning behavior. it can.
At time t3, because the accelerator-off timer has exceeded the predetermined time t ₀ operation, the deceleration decision logic in step S10, the distance D, and automatic braking in accordance with the target deceleration α determined from the initial speed V _S and Tsuisoku V _E For this reason, the driver can pass the curve at a desired turning speed.
At time t4, the driver starts stepping on the accelerator, and the accelerator opening determination logic in step S1 sets the accelerator off timer to zero, so the flow proceeds from step S1 to step S2 to step S11 to step S12. Stop brake operation.

FIG. 18 is a time chart showing changes in the target deceleration when there is no preceding vehicle on a straight road immediately before the curve.
Since the accelerator opening is constant in the section up to time t1, in the flowchart of FIG. 2, the flow proceeds from step S1, step S2, step S3, step S11, step S12, and the target deceleration rate α is zero. . That is, even when the vehicle is running on a curve, the automatic brake is not activated if the driver does not perform an accelerator-off operation. That is, when the driver does not intend to decelerate, the driver does not decelerate, so the driver does not feel uncomfortable.
At time t1, the driver starts to return the accelerator.
At time t2, the accelerator opening change amount per unit time is smaller than the predetermined amount −δ, so it is determined that the accelerator is off, and step S1, step S2, step S3, step S4, step S6, step S7, step The flow proceeds from S11 to step S12.
That is, since the host vehicle is traveling on a straight road and the point A that is the intersection of the vehicle traveling direction center line and the lane edge cannot be specified, the curve determination logic in step S6 outputs curve flag = 0. Therefore, the target deceleration rate α remains zero and the automatic brake is not activated.
At time t3, point A can be specified in the curve discrimination logic of step S6, so step S1 → step S2 → step S3 → step S4 → step S6 → step S7 → step S8 → step S9 → step S10 → step S12 In the deceleration determination logic of step S10, the automatic brake is operated according to the target deceleration α obtained from the distance D to point A, the initial speed V _S and the final speed V _E determined by the target turning speed. For this reason, a curve can be passed at a driver's desired turning speed.
At time t4, the driver starts stepping on the accelerator, and the accelerator opening determination logic in step S1 sets the accelerator off timer to zero, so the flow proceeds from step S1 to step S2 to step S11 to step S12. Stop brake operation.

As mentioned above, although the detail of the vehicle control apparatus 1 of Example 1 was demonstrated, the effect of Example 1 is enumerated below.
In the technique described in Patent Document 1, since the automatic brake is operated based only on the vehicle speed at the time of entering the curve, a deviation occurs between the deceleration start timing of the automatic brake and the timing expected by the driver. Was given.
On the other hand, in the control unit 4 of the first embodiment, when the accelerator state detection unit 2 detects that the accelerator operation amount is decreased or the accelerator is off, and the traveling route state detection unit 3 detects a deceleration target on the traveling route. The brake control unit 5 is activated.
That is, the driver's accelerator operation represents the driver's intention to accelerate and decelerate, and the driver's accelerator-off operation represents the driver's intention to decelerate. Therefore, in the first embodiment, the driver operates the automatic brake in accordance with the timing of the accelerator-off operation only when the driver performs the accelerator-off operation and there is a deceleration target on the traveling route. It is possible to realize the deceleration start timing that matches the braking intention.

Further, when the accelerator state detection unit 2 detects that the accelerator is off, the control unit 4 brakes when a preceding vehicle or a curve is detected by the preceding vehicle detection unit 7 and the curve detection unit 8 constituting the deceleration target detection unit. When the controller 5 is activated and no preceding vehicle or curve is detected by the preceding vehicle detector 7 and the curve detector 8, the brake controller 5 is not activated.
That is, even when the driver performs an accelerator-off operation, it is not necessary to activate the automatic brake if there is no deceleration target ahead of the host vehicle. For this reason, in addition to the accelerator-off operation, the presence of the deceleration target is set as a condition for the automatic brake operation, so that unnecessary deceleration of the vehicle accompanying the intervention of the automatic brake can be avoided.
Further, in the first embodiment, after detecting the driver's accelerator-off operation by the accelerator opening determination logic, the preceding vehicle determination logic and the curve determination logic are performed, and when the preceding vehicle or curve exists, the detected preceding vehicle or curve is detected. Based on the above, the target deceleration for automatic brake control is set.
That is, even if there is a preceding vehicle or a curve ahead of the host vehicle, if there is no driver's accelerator-off operation, the preceding vehicle determination logic and the curve determination logic are not executed, so that the preceding vehicle is determined. The number of executions of the logic and curve determination logic can be minimized, and the calculation load can be reduced.

The accelerator state detection unit 2 determines that the accelerator is off when the accelerator opening change amount per unit time is smaller than a predetermined amount −δ.
For example, when it is determined that the accelerator is off only when the accelerator opening is smaller than θ (≈0), if the driver's accelerator off speed is slow, the time from when the driver starts returning the accelerator until it is determined that the accelerator is off increases. A delay occurs in the operation timing of the automatic brake.
On the other hand, in the first embodiment, the accelerator-off operation can be predicted in advance because the accelerator-off operation is determined when the accelerator opening change amount per unit time is smaller than the predetermined amount −δ. Even if it is late, it is possible to realize the deceleration start timing that matches the driver's braking intention.
The travel route state detection unit 3 includes a preceding vehicle detection unit 7 that detects the presence or absence of a preceding vehicle, and a curve detection unit 8 that detects whether or not the travel route ahead of the host vehicle is a curve. 4, when a preceding vehicle is detected by the preceding vehicle detection unit 7, the brake control unit 5 is operated based on the situation of the preceding vehicle after a predetermined time has elapsed, and the preceding vehicle detection unit 7 does not detect the preceding vehicle, When a curve is detected by the curve detection unit 8, the brake control unit 5 is operated based on the curve after a predetermined time has elapsed.
That is, when the vehicle ahead is a curve and there is a preceding vehicle, priority is given to the preceding vehicle, and automatic braking is activated based on the situation of the preceding vehicle, so that a safe distance from the preceding vehicle. Can keep. Also, because the preceding vehicle is already running on a curve and is considered to be running at an appropriate turning speed according to the shape of the curve, the shape of the curve is determined by operating the automatic brake based on the situation of the preceding vehicle. The vehicle can be driven at an appropriate turning speed according to the vehicle.

Control unit 4, when operating the brake control unit 5 based on the preceding vehicle conditions, the preceding vehicle distance D and calculates the preceding vehicle velocity V _E and the target deceleration α from, so that the target deceleration α is obtained The brake control unit 5 is operated. As a result, the driver can appropriately maintain the preceding vehicle distance D only by the accelerator-off operation.
Control unit 4 calculates a final speed V _E is the target curve approach speed from case, the turning G that is set as the turning radius R of the curve to operate the brake control unit 5 on the basis of the curve. Subsequently, the target deceleration rate α is calculated from the distance D to the curve and the final speed _VE, and the brake control unit 5 is operated so as to obtain the target deceleration rate α. As a result, the driver can turn by the appropriate turning G only by the accelerator-off operation.
In the first embodiment, the limiter αmax is set to the target deceleration rate α. In Example 1, since the set target deceleration α based on the distance D and the initial speed V _S and Tsuisoku V _E, when the distance D is very short, or when the initial speed V _S »end speed V _E is Therefore, the target deceleration rate α becomes excessive, and the driver may feel uncomfortable. Therefore, by limiting the target deceleration rate α by the limiter αmax, it is possible to avoid a sense of incongruity associated with excessive deceleration.
In the first embodiment, the turning G can be arbitrarily set by the driver. Therefore, the turning G can be changed according to the preference of the driver, and a turning behavior that matches the driving feeling of the driver can be realized.
The accelerator state detection unit 2 includes an accelerator return speed detection unit 6 that detects an accelerator off speed. When the accelerator off speed detected by the accelerator return speed detection unit 6 is high, the turning G is set higher than when it is low. Set. That is, it can be estimated that the accelerator-off speed is high that the driver is stepping on the accelerator pedal until just before the curve and wants a high-speed turn. On the other hand, if the accelerator-off speed is low, it can be estimated that the driver is performing the accelerator-off operation sufficiently before the curve and wants to turn at a low speed. For this reason, when the accelerator off speed is high, the turning behavior desired by the driver can be realized by making the turning G higher than when the accelerator off speed is low.

The control unit 4 operates the brake control unit 5 so as to obtain the set predetermined deceleration (0.1 G) from the start of the accelerator-off operation until the predetermined time t ₀ elapses. In the first embodiment, when the accelerator off speed is high, the predetermined time t ₀ is lengthened, so that the target deceleration α set after the predetermined time t ₀ elapses may be excessive. Therefore, in the first embodiment, by setting the target deceleration from the start of the accelerator-off operation until the predetermined time t0 elapses to a predetermined 0.1 G, it is possible to prevent an excessive target deceleration α from being set.
In the first embodiment, an accelerator opening sensor 11 is provided as an acceleration intention detection unit that detects the driver's intention to accelerate. When the accelerator opening sensor 11 detects the driver's intention to accelerate, the control unit 4 Limit the operation of 5. That is, when the driver is stepping on the accelerator, it is possible to avoid the vehicle from decelerating against the driver's intention to accelerate by not operating the automatic brake.
In the first embodiment, when the driver's intention to accelerate is not detected, the brake control unit 5 is operated so that the target deceleration rate α calculated from the distance D to the curve and the target turning speed at the curve is obtained. Therefore, when the driver does not intend to accelerate, the vehicle can be decelerated to a speed at which the curve can travel stably.

(Other examples)
The best mode for carrying out the present invention has been described based on the embodiments. However, the specific configuration of the present invention is not limited to the configurations shown in the embodiments, and the gist of the invention is described. Design changes and the like within a range that does not deviate are also included in the present invention.
For example, in the first embodiment, the deceleration target is limited to the preceding vehicle and the curve, but the deceleration target includes an obstacle other than the preceding vehicle existing on the traveling route, a stop line, and the like.
In the first embodiment, the automatic brake is operated by increasing the hydraulic pressure of each wheel cylinder. However, an electric vehicle equipped with a wheel-in motor may use a regenerative brake.
In the first embodiment, an example is shown in which the presence or absence of a preceding vehicle is determined using a stereo camera and the preceding vehicle distance and the preceding vehicle speed are calculated. The presence / absence of a vehicle, the preceding vehicle distance, and the preceding vehicle speed may be calculated.
In the first embodiment, an example is shown in which the driver determines that the accelerator is off immediately after the accelerator operation amount is decreased. However, the driver may determine that the accelerator is off after a predetermined time has elapsed since the driver decreased the accelerator operation amount.

DESCRIPTION OF SYMBOLS 1 Vehicle control apparatus 2 Accelerator state detection part 3 Traveling course condition detection part 4 Control unit 5 Brake control part 6 Accelerator return speed detection part 8 Curve detection part 11 Accelerator opening degree sensor (acceleration intention detection part)
12 Stereo camera 13 Navigation system

Claims (7)

An accelerator state detection unit that detects an accelerator operation state during traveling according to the intention of the driver;
A curve detection unit for detecting whether or not the traveling route ahead of the host vehicle is a curve;
A brake controller that automatically generates a braking force for the host vehicle;
An acceleration intention detector for detecting the driver's acceleration intention;
A control unit that activates the brake control unit when a decrease in the accelerator operation amount is detected by the accelerator state detection unit and a curve is detected in a travel path by the curve detection unit;
Equipped with a,
The control unit is configured to limit the operation of the brake control unit when a driver's intention to accelerate is detected by the acceleration intention detection unit. The vehicle control device according to claim 1,
The vehicle control device according to claim 1, wherein the accelerator state detection unit determines that the accelerator operation amount has decreased after a predetermined time has elapsed since the accelerator operation amount started to decrease. In the vehicle control device according to claim 1 or 2,
The vehicle control apparatus, wherein the control unit calculates a target curve approach speed from a curve radius and a set turning acceleration. The vehicle control device according to any one of claims 1 to 3,
The control unit calculates a target deceleration from a distance to a curve and the target curve approach speed, and operates the brake control unit so as to obtain the target deceleration. In the vehicle control device according to claim 3,
A vehicle control apparatus characterized in that the turning acceleration can be arbitrarily set by a driver. In the vehicle control device according to claim 3,
The accelerator state detection unit includes an accelerator return speed detection unit that detects a return speed of an accelerator pedal,
The turning acceleration is set to a higher value when the accelerator return speed detected by the accelerator return speed detector is higher than when the accelerator return speed is low. The vehicle control device according to claim 6,
The vehicle control device, wherein the control unit operates the brake control unit so as to obtain a predetermined deceleration set until the predetermined time elapses after the accelerator operation amount starts to decrease.

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