Vehicle control device

Abstract

To suppress a driver from feeling discomfort on a start mode when a vehicle starts without accelerator operation by a driver.SOLUTION: A processing circuit 131 of a driving support device functions as an information acquiring part M11 which acquires vehicle start information as information relating to start of a vehicle when the vehicle starts with accelerator operation, and a start mode setting part M17 which sets a start mode of the vehicle when the vehicle starts without the accelerator operation on the basis of the vehicle start information acquired by the information acquiring part M11.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle control device that controls acceleration when a vehicle starts moving. [Background technology]

[0002] Patent Document 1 discloses a vehicle control device that sets the vehicle deceleration when the vehicle's power source is in an idling state according to the driver's preference. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2007-13108 A Summary of the Invention [Problem to be solved by the invention]

[0004] An object of the present invention is to suppress a feeling of discomfort given to a driver when a vehicle starts moving without an accelerator operation by the driver. [Means for solving the problem]

[0005] A vehicle control device for solving the above problem includes an information acquisition unit that acquires vehicle start information, which is information related to the starting of the vehicle when the vehicle starts with an accelerator operation, and a start mode setting unit that sets the start mode of the vehicle when the vehicle is started without an accelerator operation based on the vehicle start information acquired by the information acquisition unit. Effect of the Invention

[0006] The above vehicle control device has an effect of suppressing a feeling of discomfort given to the driver when the vehicle starts moving without the driver operating the accelerator pedal. [Brief description of the drawings]

[0007] [Figure 1] FIG. 1 is a schematic diagram showing a configuration of a vehicle equipped with a vehicle control device according to an embodiment. [Diagram 2] FIG. 2 is a block diagram showing a functional configuration of a driving assistance device included in the vehicle control device shown in FIG. [Diagram 3] FIG. 3 is an example of a timing chart when starting a vehicle according to an acceleration profile. [Figure 4] FIG. 4 is a flowchart showing a series of processes for acquiring vehicle start information when the vehicle starts in response to an accelerator operation. [Diagram 5] FIG. 5 is a flowchart showing a series of processes for setting a learning value and estimating a driving mode preferred by a driver. [Figure 6] FIG. 6 is a flowchart showing a series of processes when starting the vehicle without operating the accelerator. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] Hereinafter, one embodiment of a vehicle control device will be described with reference to Figs. <Overall vehicle configuration> 1 illustrates a vehicle 10 to which the vehicle control device of this embodiment is applied. The vehicle 10 includes a plurality of wheels 11, a braking device 20, a driving device 30, various operating members, a detection system for the vehicle 10, and a control system 100. The operating members are members that are operated by the driver of the vehicle 10 when driving the vehicle 10. The various operating members include, for example, an accelerator pedal 15, a brake pedal, and a steering wheel.

[0009] <Brake device> The braking device 20 includes a plurality of friction brakes 21 provided on the plurality of wheels 11, and a braking actuator 25. Each of the plurality of friction brakes 21 has a wheel cylinder 22. Each of the plurality of friction brakes 21 is configured to generate a braking force on the wheel 11 according to the hydraulic pressure in the wheel cylinder 22.

[0010] The brake actuator 25 adjusts the supply and discharge of brake fluid to the multiple wheel cylinders 22. For example, the brake actuator 25 has a source of hydraulic pressure such as an electric pump or an electric cylinder. The brake actuator 25 is configured to be able to adjust the hydraulic pressure of the multiple wheel cylinders 22 individually.

[0011] <Drive unit> The drive device 30 has at least one of an engine and a motor generator as a power source for the vehicle 10. The drive force output from the drive device 30 is transmitted to the wheels 11, causing the vehicle 10 to run.

[0012] <Vehicle detection system> The detection system of the vehicle 10 includes a plurality of sensors that output signals according to the detection results. The plurality of sensors includes, for example, an accelerator sensor 51, an acceleration sensor 52, and a wheel speed sensor 53. The accelerator sensor 51 detects the amount of operation of the accelerator pedal 15 by the driver. The acceleration sensor 52 detects the longitudinal acceleration of the vehicle 10. The wheel speed sensor 53 is provided for each wheel 11. The plurality of wheel speed sensors 53 detect the rotational speeds of the corresponding wheels.

[0013] The amount of operation of the accelerator pedal 15 based on the detection signal of the accelerator sensor 51 is referred to as the "accelerator operation amount AC." The acceleration based on the detection signal of the acceleration sensor 52 is referred to as the "longitudinal acceleration GX." The rotational speed of the wheels 11 based on the detection signal of the wheel speed sensor 53 is referred to as the "wheel speed VW."

[0014] The detection system of the vehicle 10 includes an exterior monitoring system 55 that acquires information about the outside of the vehicle. The exterior monitoring system 55 includes, for example, a camera 56 that captures images of the surroundings of the vehicle 10. Image data, which is data of images captured by the camera 56, is transmitted to the control system 100.

[0015] The detection system of the vehicle 10 includes a position information acquisition unit 61 that acquires position coordinates that are coordinates indicating the current position of the vehicle 10. One example of the position information acquisition unit 61 is a device that acquires position coordinates by communicating with a satellite for GNSS. "GNSS" is an abbreviation for "Global Navigation Satellite System."

[0016] The detection system of the vehicle 10 includes a navigation device 65. The navigation device 65 displays the current position of the vehicle 10 on a map on a display based on the position coordinates of the vehicle 10 acquired by the position information acquisition unit 61.

[0017] <Control system> The control system 100 includes a plurality of control devices. The plurality of control devices include, for example, a braking control device 110, a drive control device 120, and a driving support device 130. The plurality of control devices 110, 120, and 130 are configured to be able to transmit and receive various information via an in-vehicle network. In this embodiment, the driving support device 130 corresponds to the "vehicle control device."

[0018] <Brake control device> The braking control device 110 operates the braking actuator 25. The braking control device 110 has a processing circuit 111. One example of the processing circuit 111 is an electronic control device. In this case, the processing circuit 111 has a CPU and a memory that stores a control program executed by the CPU. When the CPU executes the control program in the memory, the processing circuit 111 functions as a braking control unit M21 that adjusts the braking force Fb of the vehicle 10 through control of the braking actuator 25 (see FIG. 2).

[0019] <Drive control device> The drive control device 120 operates the drive device 30. The drive control device 120 has a processing circuit 121. One example of the processing circuit 121 is an electronic control device. In this case, the processing circuit 121 has a CPU and a memory that stores a control program executed by the CPU. When the CPU executes the control program in the memory, the processing circuit 121 functions as a drive control unit M31 that adjusts the drive force Fd of the vehicle 10 through control of the drive device 30 (see FIG. 2).

[0020] <Driving assistance device> The driving assistance device 130 has various functions for assisting the driver in driving the vehicle 10. The various functions include, for example, an automatic driving function for automatically adjusting the speed of the vehicle 10.

[0021] The driving support device 130 has a processing circuit 131. One example of the processing circuit 131 is an electronic control device. In this case, the processing circuit 131 has a CPU 132, a first memory 133, and a second memory 134. The first memory 133 stores a control program executed by the CPU 132. The second memory 134 stores the calculation results of the CPU 132, etc. When the automatic driving function as described above is realized, the CPU 132 executes the control program of the first memory 133, whereby the processing circuit 131 transmits a command value for the driving device 30 to the driving control device 120 and transmits a command value for the braking device 20 to the braking control device 110.

[0022] The functional configuration of the processing circuit 131 of the driving support device 130 will be described with reference to FIG. The CPU 132 executes the control program in the first memory 133, and the processing circuit 131 functions as a plurality of functional units for realizing the above-mentioned automatic driving function. The plurality of functional units includes, for example, an information acquisition unit M11, a driving preference acquisition unit M13, a learning value setting unit M15, a starting mode setting unit M17, and a command unit M19.

[0023] <Information acquisition section> The information acquisition unit M11 acquires vehicle start information when the vehicle 10 starts in response to the driver's operation of the accelerator pedal 15. The information acquisition unit M11 acquires the vehicle start information every time the vehicle 10 starts in response to the driver's operation of the accelerator pedal 15. Hereinafter, the operation of the driver's accelerator pedal 15 is referred to as an "accelerator operation." Furthermore, the starting of the vehicle 10 in response to an accelerator operation is sometimes referred to as a "manual start."

[0024] The vehicle start information is information related to the start of the vehicle 10. The information acquisition unit M11 acquires, as the vehicle start information, information related to the accelerator operation when the vehicle 10 is manually started. For example, the information related to the accelerator operation includes an accelerator operation amount AC and an accelerator operation speed dAC which is the increasing rate of the accelerator operation amount AC. The information acquisition unit M11 acquires a value obtained by differentiating the accelerator operation amount AC with respect to time as the accelerator operation speed dAC.

[0025] The information acquisition unit M11 acquires, as vehicle start information, information related to the behavior of the vehicle 10 when the vehicle 10 is manually started. For example, the information related to the behavior of the vehicle 10 includes the longitudinal acceleration GX and the jerk dGX of the vehicle 10. The information acquisition unit M11 acquires, as the jerk dGX, a value obtained by time-differentiating the longitudinal acceleration GX.

[0026] The information acquisition unit M11 acquires, as vehicle start information, outside-vehicle information, which is information about the external situation of the vehicle 10 when the vehicle 10 is manually started. For example, the outside-vehicle information includes position information of the vehicle 10, information about whether or not there is a step in the traveling direction of the vehicle 10, information about the road surface on which the vehicle 10 is traveling, and traffic conditions of the road on which the vehicle 10 is traveling. The "position information of the vehicle 10" here includes not only the simple current position of the vehicle 10, but also information about whether the vehicle 10 is traveling on a road or whether the vehicle 10 is located in a parking lot. The "information about the road surface on which the vehicle 10 is traveling" includes the gradient of the road surface and the μ value of the road surface, etc. The "traffic conditions" include the presence or absence of traffic congestion and the presence or absence of a preceding vehicle, etc.

[0027] In this specification, the "step" refers to something that the wheel 11 may ride over. Examples of such steps include lock plates installed in coin parking lots and the boundary between the roadway and the sidewalk. On the other hand, the "step" in this specification does not include steps that are not suitable for the wheel 11 to ride over, such as steps for car stops installed in parking lots.

[0028] <Driving Preference Acquisition Department> The driving preference acquisition unit M13 acquires the driver's driving preferences based on the vehicle start information acquired by the information acquisition unit M11. For example, the driving preference acquisition unit M13 acquires the driving mode preferred by the driver as the driver's driving preference. The driving modes include, for example, a sporty mode, a comfort mode, and an eco mode. The comfort mode is a standard driving mode. The sporty mode is a driving mode that allows the acceleration of the vehicle 10 to be greater than in the comfort mode and the eco mode. The eco mode is a driving mode for suppressing an increase in the energy consumption of the vehicle 10 by suppressing the acceleration of the vehicle 10 more than in the sporty mode and the comfort mode.

[0029] The driving preference acquisition unit M13 selects one of the above three modes based on information regarding the accelerator operation during manual start of the vehicle 10. For example, when it is determined that the accelerator operation speed dAC during manual start is large, the driving preference acquisition unit M13 estimates that the driver's preferred driving mode is the sporty mode. When it is determined that the accelerator operation speed dAC during manual start is not large but the accelerator operation amount AC is large, the driving preference acquisition unit M13 estimates that the driver's preferred driving mode is the comfort mode. When it is determined that neither the accelerator operation speed dAC nor the accelerator operation amount AC during manual start is large, the driving preference acquisition unit M13 estimates that the driver's preferred driving mode is the eco mode.

[0030] <Learning value setting section> The learning value setting unit M15 sets learning values ​​of a plurality of behavior information indicating the starting behavior of the vehicle 10 when the vehicle 10 is started without accelerator operation, based on the vehicle start information acquired by the information acquisition unit M11. The starting of the vehicle 10 without accelerator operation is also called "automatic starting". The plurality of behavior information includes the maximum longitudinal acceleration GXmax, the jerk dGX, and the starting time ST of the vehicle 10.

[0031] The learning value setting unit M15 sets the learned maximum acceleration GXmaxS, the learned starting time STS, and the learned jerk dGXS of the vehicle 10 as learned values ​​of the behavior information. The learned maximum acceleration GXmaxS is a learned value of the maximum longitudinal acceleration when the vehicle 10 starts. When the period from when the vehicle 10 starts until the longitudinal acceleration reaches the maximum longitudinal acceleration GXmax is defined as the "starting period," the learned starting time STS is a learned value of the length of the starting period. The length of the starting period is the starting time ST. The learned jerk dGXS is a learned value of the jerk of the vehicle 10 within the starting period.

[0032] The learning value setting unit M15 sets a learned maximum acceleration GXmaxS, a learned start time STS, and a learned jerk dGXS based on information about the behavior of the vehicle 10 when the vehicle 10 is manually started. More specifically, the learning value setting unit M15 sets a plurality of learning values ​​GXmaxS, STS, dGXS based on the longitudinal acceleration GX and the jerk dGX when the vehicle 10 is manually started.

[0033] The learning value setting unit M15 may update the multiple learning values ​​GXmaxS, STS, dGXS each time a manual start is performed of the vehicle 10. In this case, the learning value setting unit M15 updates the multiple learning values ​​GXmaxS, STS, dGXS based on the maximum longitudinal acceleration GXmax, the start time ST, and the jerk dGX at the current manual start.

[0034] For example, when updating the learned maximum acceleration GXmaxS, which is one of the learned values, the learning value setting unit M15 increases the learned maximum acceleration GXmaxS when the maximum longitudinal acceleration GXmax at the current manual start is greater than the learned maximum acceleration GXmaxS. Conversely, the learning value setting unit M15 decreases the learned maximum acceleration GXmaxS when the maximum longitudinal acceleration GXmax at the current manual start is smaller than the learned maximum acceleration GXmaxS. For example, the learning value setting unit M15 can correct the learned maximum acceleration GXmaxS using the following relational expression. In the following relational expression (D1), "α" is a weighting coefficient, and a positive value less than 1 is preferably set. Preferably, a positive value less than 0.5 is set as the weighting coefficient α.

[0035] GXmaxS=(1-α)·GXmaxS+α·GXmax ···(D1) It is advisable that the learned value setting section M15 updates the other learned values ​​in the same manner as the learned maximum acceleration GXmaxS.

[0036] The learning value setting unit M15 sets a plurality of learning values ​​GXmaxS, STS, dGXS for each driving scene of the vehicle 10. The driving scenes can be classified according to, for example, the road environment, the position information of the vehicle 10, the traffic state, the shift range of the vehicle 10, and the like.

[0037] The road surface environment includes, for example, whether or not there is a step in the traveling direction of the vehicle 10. The road surface environment may also include whether the road surface is a downhill road, an uphill road, or a level road. The position information of the vehicle 10 includes, for example, whether the vehicle 10 is traveling on a road or in a parking lot.

[0038] Traffic conditions include, for example, whether the vehicle 10 is stuck in traffic. The shift range of the vehicle 10 includes whether the shift range is a forward range or a reverse range.

[0039] That is, the learning value setting unit M15 identifies the driving scene when the vehicle start information is acquired by the information acquiring unit M11 based on the vehicle start information. Then, the learning value setting unit M15 updates the multiple learning values ​​GXmaxS, STS, dGXS for the identified driving scene based on the vehicle start information.

[0040] <Start mode setting section> The start mode setting unit M17 sets a start mode of the vehicle 10 at the time of automatic start based on the vehicle start information acquired by the information acquisition unit M11. Specifically, the start mode setting unit M17 sets an acceleration profile PR indicating a transition of the longitudinal acceleration GX of the vehicle 10 at the time of automatic start as a start mode based on the driver's preference acquired by the driving preference acquisition unit M13, i.e., the driving mode preferred by the driver, and a plurality of learning values ​​GXmaxS, STS, dGXS set by the learning value setting unit M15. At this time, the start mode setting unit M17 sets the acceleration profile PR using a plurality of learning values ​​GXmaxS, STS, dGXS corresponding to the current driving scene.

[0041] An example of the acceleration profile PR is shown in Fig. 3(C) The acceleration profile PR defines the transition of the longitudinal acceleration of the vehicle 10 when the vehicle 10 automatically starts moving.

[0042] For example, the starting mode setting unit M17 reads out a reference acceleration profile, which is a reference for the acceleration profile, based on the driving mode preferred by the driver. The reference acceleration profile for the sporty mode is a profile with a larger maximum acceleration value than the reference acceleration profiles for the other modes. The reference acceleration profile for the eco mode is a profile with a smaller maximum acceleration value than the reference acceleration profile for the sporty mode and a longer starting time than the reference acceleration profile for the comfort mode.

[0043] Next, the starting mode setting unit M17 corrects the read reference acceleration profile based on the multiple learning values ​​GXmaxS, STS, dGXS set by the learning value setting unit M15 to set the current acceleration profile PR. The maximum acceleration value, starting time, and jerk indicated in the reference acceleration profile are called the "target maximum acceleration value," the "target starting time," and the "target jerk," respectively. For example, when there is a deviation between the target maximum acceleration value and the learned maximum acceleration value GXmaxS, the starting mode setting unit M17 corrects the target maximum acceleration value so that the target maximum acceleration value approaches the learned maximum acceleration value GXmaxS. Also, for example, when there is a deviation between the target starting time and the learned starting time STS, the starting mode setting unit M17 corrects the target starting time so that the target starting time approaches the learned starting time STS. Also, for example, when there is a deviation between the target jerk and the learned jerk dGXS, the starting mode setting unit M17 corrects the target jerk so that the target jerk approaches the learned jerk dGXS.

[0044] Here, depending on the situation outside the vehicle when automatic starting is performed, it may not be possible to set the acceleration profile PR based on all of the multiple learning values ​​GXmaxS, STS, dGXS set by the learning value setting unit M15.

[0045] Therefore, the starting mode setting unit M17 sets priorities for the multiple learned values ​​GXmaxS, STS, and dGXS according to the driving mode preferred by the driver. For example, when the driving mode preferred by the driver is a sporty mode, the starting mode setting unit M17 sets the priority of the learned maximum acceleration value GXmaxS to first, the priority of the learned jerk dGXS to second, and the learned starting time STS to third. When the driving mode preferred by the driver is a comfort mode, the starting mode setting unit M17 sets the priority of the starting time ST to first, the priority of the learned maximum acceleration value GXmaxS to second, and the learned jerk dGXS to third. When the driving mode preferred by the driver is an eco mode, the starting mode setting unit M17 sets the priority of the learned starting time STS to first, the priority of the learned jerk dGXS to second, and the learned maximum acceleration value GXmaxS to third.

[0046] Then, the starting mode setting unit M17 sets the acceleration profile PR based on at least the highest priority learning value among the multiple learning values ​​GXmaxS, STS, dGXS. Of course, if it is determined that the safe running of the vehicle 10 can be ensured when the vehicle 10 is automatically started according to the acceleration profile PR set based on all the learning values, the starting mode setting unit M17 sets the acceleration profile PR based on all of the multiple learning values ​​GXmaxS, STS, dGXS. That is, the starting mode setting unit M17 selects at least one behavior information from the multiple behavior information when starting the vehicle 10 based on the driver's preference acquired by the driving preference acquisition unit M13. Then, the starting mode setting unit M17 sets the mode defined to satisfy the selected behavior information as the starting mode.

[0047] <Command Department> When the vehicle 10 is automatically started, the command unit M19 changes the longitudinal acceleration of the vehicle 10 according to the acceleration profile PR set by the start mode setting unit M17. That is, as shown in Fig. 3A and 3B, the command unit M19 calculates a driving force command value FdTr, which is a command value for the driving device 30, and a braking force command value FbTr, which is a command value for the braking device 20, based on the acceleration profile PR. Then, the command unit M19 outputs the driving force command value FdTr to the drive control unit M31. The command unit M19 outputs the braking force command value FbTr to the braking control unit M21.

[0048] Then, the drive control unit M31 operates the drive device 30 based on the drive force command value FdTr. The braking control unit M21 operates the brake actuator 25 based on the braking force command value FbTr. In this respect, in this embodiment, the drive device 30 and the brake actuator 25 constitute an example of an "acceleration adjustment device" that adjusts the acceleration of the vehicle 10. Furthermore, the drive control unit M31 and the braking control unit M21 correspond to the "control unit of the acceleration adjustment device."

[0049] <Vehicle start information acquisition process> 4, a vehicle start information acquisition process, which is a series of processes performed by the processing circuit 131 of the driving support device 130 to acquire vehicle start information during manual start, will be described. The processing circuit 131 executes the vehicle start information acquisition process when the vehicle 10 is manually started.

[0050] In step S11, the processing circuit 131 judges whether or not the accelerator operation is being performed. For example, when the accelerator operation amount AC is equal to or greater than the judgment operation amount ACth, it is determined that the accelerator operation is being performed. On the other hand, when the accelerator operation amount AC is less than the judgment operation amount ACth, it is determined that the accelerator operation is not being performed. In this case, the judgment operation amount ACth is set as a criterion for judging whether or not the accelerator operation is being performed. When the processing circuit 131 judges that the accelerator operation is being performed (S11: YES), it shifts the processing to step S13. On the other hand, when the processing circuit 131 judges that the accelerator operation is not being performed (S11: NO), it temporarily ends the vehicle start information acquisition processing. Then, the processing circuit 131 executes the vehicle start information acquisition processing after a predetermined time has elapsed.

[0051] In step S13, the processing circuit 131 acquires vehicle start information. For example, the processing circuit 131 acquires an accelerator operation amount AC, an accelerator operation speed dAC, a longitudinal acceleration GX, and vehicle exterior information.

[0052] In the next step S15, the processing circuit 131 determines whether the starting period of the vehicle 10 has been completed. When the vehicle 10 starts, the longitudinal acceleration GX gradually increases. Then, when the running speed of the vehicle 10 becomes high to a certain extent, the longitudinal acceleration GX decreases in order to maintain the running speed. Therefore, in this embodiment, the starting period is the period from when the accelerator operation is started to when the longitudinal acceleration GX starts to decrease. Therefore, the processing circuit 131 can determine whether the starting period has ended by monitoring the transition of the longitudinal acceleration GX. Then, when the processing circuit 131 determines that the starting period has not ended (S15: NO), the processing circuit 131 shifts the processing to step S13. On the other hand, when the processing circuit 131 determines that the starting period has ended (S15: YES), the processing circuit 131 shifts the processing to step S17.

[0053] In step S17, the processing circuit 131 acquires the maximum longitudinal acceleration GXmax, the starting time ST, and the jerk dGX at the current manual start of the vehicle 10 based on the vehicle start information acquired during the start period. After that, the processing circuit 131 ends the vehicle start information acquisition process.

[0054] In this embodiment, steps S13, S15, and S17 of the vehicle departure information acquisition process are executed by the processing circuit 131 functioning as the information acquisition unit M11. <Learning process> The learning process, which is a series of processes executed by the processing circuit 131 when updating the learning value and estimating the driving mode preferred by the driver, will be described with reference to Fig. 5. The processing circuit 131 executes the learning process when the longitudinal acceleration GX, the starting time ST, and the jerk dGX are acquired in step S17 of the vehicle start information acquisition process shown in Fig. 4.

[0055] In step S31, the processing circuit 131 determines the driving scene of the vehicle 10 when the longitudinal acceleration GX, the starting time ST, and the jerk dGX are acquired. At this time, the processing circuit 131 may determine the driving scene based on outside-vehicle information.

[0056] In the next step S33, the processing circuit 131 updates the learning value corresponding to the determined traveling scene. The processing circuit 131 updates the learned maximum acceleration GXmaxS based on the maximum longitudinal acceleration GXmax acquired in the above step S17. The processing circuit 131 updates the learned start time STS based on the start time ST acquired in the above step S17. The processing circuit 131 updates the learned jerk dGXS based on the jerk dGX acquired in the above step S17. Then, when the processing circuit 131 completes updating the learning value, it transitions to step S35.

[0057] In step S35, the processing circuit 131 estimates the driving mode preferred by the driver. For example, when the accelerator operation speed dAC is equal to or greater than the judgment accelerator operation speed dACth, the processing circuit 131 determines that the driving mode preferred by the driver is the sporty mode. A criterion for determining whether the accelerator operation speed dAC is large is set as the judgment accelerator operation speed dACth. When the accelerator operation speed dAC is less than the judgment accelerator operation speed dACth and the accelerator operation amount AC is equal to or greater than the judgment accelerator operation amount ACth1, the processing circuit 131 estimates that the driving mode preferred by the driver is the comfort mode. A criterion for determining whether the accelerator operation amount AC is large is set as the judgment accelerator operation amount ACth1. That is, the judgment accelerator operation amount ACth1 is greater than the above judgment operation amount ACth. When the accelerator operation speed dAC is less than the judgment accelerator operation speed dACth and the accelerator operation amount AC is less than the judgment accelerator operation amount ACth1, the processing circuit 131 estimates that the driving mode preferred by the driver is the eco mode. After that, the processing circuit 131 ends the learning process.

[0058] In this embodiment, step S33 of the learning process is executed by the processing circuit 131 functioning as the learning value setting unit M15. Step S35 of the learning process is executed by the processing circuit 131 functioning as the driving preference acquisition unit M13.

[0059] <Automatic start processing> 6, an automatic start process is executed, which is a series of processes executed by the processing circuit 131 when the vehicle 10 automatically starts. The processing circuit 131 executes the automatic start process when starting the vehicle 10 in a case where a function permitting automatic start is activated.

[0060] In step S51, the processing circuit 131 determines whether or not the driver's braking operation has been released. The braking operation refers to the operation of the brake pedal by the driver. If the braking operation has been released, it can be determined that the driver has permitted the automatic start of the vehicle 10. If the processing circuit 131 determines that the braking operation has been released (S51: YES), the processing circuit 131 shifts the processing to step S53. On the other hand, if the processing circuit 131 determines that the braking operation has not been released (S51: NO), the processing circuit 131 temporarily ends the automatic start processing.

[0061] In step S53, the processing circuitry 131 identifies the current driving scene of the vehicle 10. For example, the processing circuitry 131 may identify the current driving scene of the vehicle 10 based on the current outside-vehicle information.

[0062] In the next step S55, the processing circuit 131 obtains a plurality of learned values ​​GXmaxS, STS, dGXS corresponding to the current driving scene. In the next step S57, the processing circuit 131 obtains the driving mode preferred by the driver.

[0063] Then, in step S59, the processing circuit 131 sets the acceleration profile PR based on the driving mode preferred by the driver and the multiple learned values ​​GXmaxS, STS, and dGXS.

[0064] In the following step S61, the processing circuit 131 calculates a driving force command value FdTr and a braking force command value FbTr based on the set acceleration profile PR. In the next step S63, the processing circuit 131 transmits the driving force command value FdTr to the drive control device 120 and transmits the braking force command value FbTr to the brake control device 110.

[0065] When the drive control device 120 receives the driving force command value FdTr, it controls the drive device 30 based on the driving force command value FdTr. When the brake control device 110 receives the braking force command value FbTr, it controls the brake actuator 25 based on the braking force command value FbTr.

[0066] In the next step S65, the processing circuit 131 judges whether or not the starting period in the current automatic start has been completed. If the processing circuit 131 judges that the starting period has not been completed (S65: NO), the processing circuit 131 shifts the processing to step S61. On the other hand, if the processing circuit 131 judges that the starting period has been completed (S65: YES), the automatic start processing is terminated.

[0067] In this embodiment, each process of steps S53 to S59 of the automatic starting process is executed by the processing circuit 131 functioning as the starting mode setting unit M17. Each process of steps S61 to S65 of the automatic starting process is executed by the processing circuit 131 functioning as the command unit M19.

[0068] <Actions and Effects of the Present Embodiment> (1) The driving support device 130 acquires vehicle start information when the vehicle 10 is started manually. Then, the driving support device 130 sets an acceleration profile PR of the vehicle 10 when the vehicle 10 is started automatically based on the vehicle start information. The vehicle start information is information including the driver's preferences. Therefore, the driving support device 130 can start the vehicle 10 in a manner that matches the driver's preferences by transmitting command values ​​according to such an acceleration profile PR to the drive control device 120 and the braking control device 110. In other words, the driving support device 130 can suppress the driver from feeling uncomfortable about the starting manner when the vehicle 10 is started automatically.

[0069] (2) The driving assistance device 130 acquires, as vehicle start information, information related to accelerator operation when the vehicle 10 is manually started and information related to the behavior of the vehicle 10. The information related to accelerator operation includes an accelerator operation amount AC and an accelerator operation speed dAC. The information related to the behavior of the vehicle 10 includes a longitudinal acceleration GX and a jerk dGX. Therefore, the driving assistance device 130 can set an acceleration profile PR that matches the driver's preferences by setting the acceleration profile PR based on such vehicle start information.

[0070] In addition, the driving support device 130 acquires vehicle exterior information at the time of manual start of the vehicle 10 as vehicle start information. This allows the driving support device 130 to set the acceleration profile PR based on the vehicle exterior information acquired as the vehicle start information. As a result, the driving support device 130 can set an acceleration profile PR that matches the driver's preferences while taking into account the vehicle exterior information.

[0071] (3) The driving support device 130 sets multiple learned values ​​GXmaxS, STS, dGXS as learned values ​​of behavior information for determining the acceleration profile PR. At this time, the driving support device 130 sets the multiple learned values ​​GXmaxS, STS, dGXS based on the longitudinal acceleration GX, the starting time ST, and the jerk dGX acquired as the vehicle starting information.

[0072] Here, the longitudinal acceleration GX, the starting time ST, and the jerk dGX that are acquired may vary depending on the driving scene when the vehicle 10 is manually started. Therefore, the driving support device 130 sets multiple learning values ​​GXmaxS, STS, dGXS for each driving scene when the longitudinal acceleration GX, the starting time ST, and the jerk dGX can be acquired. This allows the driving support device 130 to create an acceleration profile PR for each driving scene. When the driving support device 130 automatically starts the vehicle 10, it acquires an acceleration profile PR corresponding to the driving scene at that time, and transmits a command value corresponding to the acceleration profile PR to the drive control device 120 and the braking control device 110. This allows the driving support device 130 to realize an automatic start of the vehicle 10 that takes into account both the driver's preferences and the driving scene.

[0073] (4) The driving assistance device 130 estimates the driving mode preferred by the driver as the driver's driving preference. The driving assistance device 130 sets priorities for the multiple learning values ​​GXmaxS, STS, dGXS according to the driving mode preferred by the driver. Then, the driving assistance device 130 sets the acceleration profile PR based on the learning value with the highest priority among the multiple learning values ​​GXmaxS, STS, dGXS. When the vehicle 10 automatically starts, the acceleration of the vehicle 10 is controlled based on such an acceleration profile PR, so that the driving assistance device 130 can start the vehicle 10 in a manner that matches the driver's preference.

[0074] <Example of change> The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other to the extent that there is no technical contradiction.

[0075] In the above embodiment, the processing circuit 131 sets the acceleration profile PR after the braking operation is released as shown in Fig. 6, but this is not limited to the above. For example, the processing circuit 131 may set the acceleration profile PR before the braking operation is released.

[0076] In the above embodiment, the learning value setting unit M15 uses the above relational expression (D1) when updating the learning value, but is not limited to this. For example, when updating the learned maximum acceleration GXmaxS, the learning value setting unit M15 may update the learned maximum acceleration GXmaxS so that the sum of the learned maximum acceleration GXmaxS and a predetermined value becomes the latest value of the learned maximum acceleration GXmaxS when the learned maximum acceleration GXmax is greater than the learned maximum acceleration GXmaxS. On the other hand, when the learned maximum acceleration GXmax is smaller than the learned maximum acceleration GXmaxS, the learning value setting unit M15 may update the learned maximum acceleration GXmaxS so that the difference between the learned maximum acceleration GXmaxS and the predetermined value becomes the latest value of the learned maximum acceleration GXmaxS.

[0077] The learning value setting unit M15 is required to be able to set at least two of the three learning values ​​GXmaxS, STS, dGXS. For example, if the learning value setting unit M15 sets the maximum learned acceleration value GXmaxS and the learned start time STS among the three learning values ​​GXmaxS, STS, dGXS, it does not have to set the learned jerk dGXS. If the learning value setting unit M15 sets the maximum learned acceleration value GXmaxS and the learned jerk dGXS, it does not have to set the learned start time STS. If the learning value setting unit M15 sets the learned jerk dGXS and the learned start time STS, it does not have to set the maximum learned acceleration value GXmaxS.

[0078] The starting mode setting unit M17 does not have to set the priority order for the three learned values ​​GXmaxS, STS, dGXS according to the driving mode preferred by the driver. For example, the priority order for the three learned values ​​GXmaxS, STS, dGXS may be determined in advance regardless of the driving mode preferred by the driver.

[0079] The driving assistance device 130 does not have to function as the driving preference acquisition unit M13 that acquires the driver's driving preferences. The start mode setting unit M17 may create the acceleration profile PR without using the vehicle exterior information during manual start of the vehicle 10. In this case, the information acquisition unit M11 does not need to acquire the vehicle exterior information.

[0080] The start mode setting unit M17 does not need to take into account information about the behavior of the vehicle 10 when setting the acceleration profile PR, so long as the start mode setting unit M17 sets the acceleration profile PR based on information about the accelerator operation when the vehicle 10 is manually started. In this case, the information acquisition unit M11 does not need to acquire information about the behavior of the vehicle 10 when the vehicle 10 is manually started.

[0081] The start mode setting unit M17 does not need to take into account information about accelerator operation when setting the acceleration profile PR, if the start mode setting unit M17 sets the acceleration profile PR based on information about the behavior of the vehicle 10 when the vehicle 10 is manually started. In this case, the information acquisition unit M11 does not need to acquire information about accelerator operation when the vehicle 10 is manually started.

[0082] The starting behavior setting unit may set a profile indicating a change in the vehicle speed VS of the vehicle 10 as the starting behavior of the vehicle 10. In this case, it is preferable that the information acquiring unit acquires the vehicle speed VS of the vehicle 10 as the vehicle starting information.

[0083] The information acquisition unit may acquire, as the acceleration of the vehicle 10, a value obtained by time-differentiating the vehicle body speed VS, instead of the longitudinal acceleration GX based on the detection signal of the acceleration sensor 52. The vehicle body speed VS is the traveling speed of the vehicle 10 derived based on the wheel speed VW.

[0084] The start mode setting unit may use a method different from the method described in the above embodiment as long as it sets the start mode based on the vehicle start information at the time of manual start of the vehicle 10. For example, the start mode setting unit may set the start mode using a trained model that has been subjected to machine learning.

[0085] The braking control device 110 may function as a vehicle control device. Also, the braking control device 110 may function as a part of the above-mentioned multiple functional units M11 to M19. In this case, the driving support device 130 may function as the remaining functional unit, or the drive control device 120 may function as the remaining functional unit.

[0086] The processing circuits 111, 121, 131 may be configured as circuits including one or more processors operating according to a computer program, one or more dedicated hardware circuits such as dedicated hardware for performing at least some of the various processes, or a combination of these. An example of the dedicated hardware is an application specific integrated circuit (ASIC). The processor includes a CPU and memory such as RAM and ROM, and the memory stores program code or instructions configured to cause the CPU to perform the processes. The memory, i.e., the storage medium, includes any available medium accessible by a general purpose or dedicated computer.

[0087] <Other technical ideas> Next, the technical ideas that can be understood from the above embodiment and modified examples will be described. (a) A driving assistance device that automatically adjusts the longitudinal acceleration of a vehicle, an information acquisition unit that acquires vehicle start information, which is information related to the start of the vehicle when the vehicle starts in response to an accelerator operation; a start mode setting unit that sets a start mode of the vehicle when the vehicle is started without an accelerator operation based on the vehicle start information acquired by the information acquisition unit; A driving assistance device comprising: a command unit that transmits a command value according to the starting manner to a control unit of an acceleration adjustment device that adjusts the acceleration of the vehicle.

[0088] The term "at least one" used herein means "one or more" of the desired options. As an example, the term "at least one" used herein means "only one option" or "both of two options" if the number of options is two. As another example, the term "at least one" used herein means "only one option" or "any combination of two or more options" if the number of options is three or more. [Explanation of symbols]

[0089] 10…Vehicle 25... Brake actuator (constituting an example of an acceleration adjustment device) 30...Drive device (constituting an example of an acceleration adjustment device) 100…Control system 110... Brake control device 120...Drive control device 130...Driving assistance device (an example of a vehicle control device) 131... Processing circuit M11…Information acquisition unit M13…Driving preference acquisition section M15…Learning value setting section M17…Start mode setting section M21: Braking control unit (control unit of acceleration adjustment device) M31: Drive control unit (control unit for acceleration adjustment device)

Claims

1. an information acquisition unit that acquires vehicle start information, which is information related to the start of the vehicle when the vehicle starts in response to an accelerator operation; a start mode setting unit that sets a start mode of the vehicle when the vehicle is started without an accelerator operation based on the vehicle start information acquired by the information acquisition unit. Vehicle control device.

2. The information acquisition unit, as the vehicle start information, At least one of information regarding an accelerator operation when the vehicle starts moving due to an accelerator operation and information regarding a behavior of the vehicle; and acquiring outside information, which is information regarding the external situation of the vehicle when the vehicle starts moving in response to an accelerator operation. The vehicle control device according to claim 1.

3. A driving preference acquisition unit that acquires driving preferences of a driver of the vehicle, The starting behavior setting unit selects at least one of a plurality of behavior information indicating a behavior of the vehicle when starting the vehicle based on the preference acquired by the driving preference acquisition unit, and sets a behavior specified to satisfy the selected behavior information as the starting behavior. The vehicle control device according to claim 1 or 2.

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