JP2000054860A - Automatic traveling control device, pedal reaction regulator and recording medium - Google Patents

Abstract

PROBLEM TO BE SOLVED: To rapidly perform pedal operation and also reduce the burden to the pedal operation even though automatic traveling control is executed. SOLUTION: It is judged whether or not a cruise control switch is switched on (S200). An accelerator pedal reaction regulator is switched on (S210). Based on the signal of an accelerator position sensor, it is judged whether or not an accelerator opening SA exceeds a first reference value SA1 having a large value (S220). When an accelerator pedal is changed from a condition that a foot is placed simply on the accelerator pedal to a condition that the foot is further stepped, an acceleration-intention is discriminated to, control based on override judgment (S230). It is judged whether or not the accelerator opening SA is less than a second reference value SA2 having a small value (S240). When judging a condition that the foot is separated from the accelerator pedal, control based on judgment of speed-down-intention is performed (S250).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an automatic cruise control device applicable to, for example, inter-vehicle distance control and constant speed cruise control, a pedal reaction force adjuster usable for the automatic cruise control device, and this automatic cruise control device. The present invention relates to a recording medium storing a program or the like for realizing the above in a computer system.

[0002]

2. Description of the Related Art Conventionally, as an automatic traveling control device for automatically traveling a vehicle without a driver's operation, for example, based on a positional relationship between a host vehicle and a preceding vehicle traveling ahead, a vehicle with a preceding vehicle is controlled. Distance control (engine cruise control) that adjusts the engine output, etc., to maintain an appropriate vehicle distance between vehicles
A device for performing the above is known.

[0003] Separately, there is known an apparatus for performing a constant-speed traveling control (constant-speed cruise control) for causing a vehicle to travel at a constant speed based on a vehicle speed set by a driver.

[0004]

However, the above-mentioned prior art has the following problems. In the case of a conventional vehicle without an automatic cruise control device, the foot is usually placed on the accelerator pedal when driving, so when braking, it is only necessary to move the foot from the accelerator pedal to the brake pedal, and the pedal position can be grasped. Easy to do. That is, at the time of braking, the foot may be moved to the adjacent pedal, and the pedal operation is easy.

On the other hand, in the conventional automatic cruise control device, the operation of the accelerator pedal and the operation of the brake pedal for acceleration and deceleration are not required while automatically following the preceding vehicle.
There is an advantage that the right foot that operated these can be placed on the floor. However, when a driver's braking operation is required due to sudden deceleration of the preceding vehicle, the foot must be moved from the floor to the brake pedal.

That is, although the conventional automatic cruise control device has the advantage that the right foot is on the floor, when braking,
Since it is necessary to move the right foot from the floor to the brake pedal, great care must be taken to distinguish and depress the accelerator pedal and the brake pedal existing at the same front position.

[0007] Further, since the movement from the floor of the right foot to each pedal slightly increases the time required for the movement of the right foot, it is necessary to set a longer follow-up distance in the case of an inter-vehicle cruise. This limits the driver's selection range. Furthermore, in an ambiguous situation where the driver needs to operate the brake pedal, in consideration of the moving time of the right foot described above, the right foot may be separated from the floor in advance, and may be in a standby state in which the right foot is stopped immediately before depressing the brake pedal. However, in such a case, there is a problem that fatigue of the right foot increases.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to enable the pedal operation to be performed promptly even when automatic driving control is performed, and to reduce the burden on the pedal operation. It is an object of the present invention to provide an automatic cruise control device, a pedal reaction force adjuster, and a recording medium that can reduce the occurrence of a vehicle.

[0009]

According to a first aspect of the present invention, there is provided an automatic cruise control device for performing an automatic cruise control capable of automatically traveling without an operation by a vehicle occupant. Automatic traveling setting means for enabling traveling (for example, various means for adjusting a driving force and a braking force); and when the automatic traveling is executed by the automatic traveling setting means,
The gist of the present invention is an automatic cruise control device comprising: an accelerator pedal reaction force adjusting unit (for example, an accelerator pedal reaction force adjuster) for increasing a reaction force of an accelerator pedal.

In the present invention, when the automatic traveling is performed by the automatic traveling setting means, the reaction force of the accelerator pedal is increased by the accelerator pedal reaction force adjusting means. This allows the accelerator pedal to be held by the reaction force in the state where the foot is merely placed on the accelerator pedal during automatic driving (the state where the foot is rested) so that the vehicle is not accelerated. it can. Therefore, the foot can be put on the accelerator pedal during automatic traveling, so that if a braking operation or an acceleration operation is required for some reason, the pedal operation can be quickly and reliably performed. it can.

Specifically, the braking operation can be started only by moving the foot to the adjacent brake pedal and depressing it. On the other hand, in the case of acceleration, if the foot on the accelerator pedal is directly depressed, the acceleration operation is started. Can be started. Also, during normal driving without automatic driving, the driver puts his foot on the accelerator pedal and adjusts the position of this accelerator pedal, except in the phase where the brake operation is required,
The vehicle is accelerating or decelerating. Therefore, by providing the reaction force adjusting means on the accelerator pedal as in the present invention, the foot is put on the accelerator pedal except in the phase where the brake operation is required, as in the case of the normal driving, and the uncomfortable feeling is obtained. Without the need for automatic driving.

(2) In the invention of claim 2, the accelerator pedal reaction force adjusting means applies a reaction force to the accelerator pedal at a predetermined depression holding position of the accelerator pedal during the automatic running. The gist of the present invention is an automatic cruise control device according to claim 1, wherein the automatic cruise control device is set so that it can be provided.

The present invention exemplifies the operation of the accelerator pedal reaction force adjusting means during automatic running. Here, during automatic traveling, for example, the accelerator pedal stopper of the accelerator pedal reaction force adjuster projects toward the accelerator pedal. Therefore, when the foot is simply placed on the accelerator pedal and the accelerator pedal moves to a predetermined depression holding position, the accelerator pedal receives a reaction force from, for example, an accelerator pedal stopper, and the accelerator pedal is not further depressed. State.

(3) The invention according to claim 3 is characterized in that the accelerator pedal reaction force adjusting means is configured to adjust the accelerator pedal so that the accelerator can be accelerated from the depressed holding position of the accelerator pedal at the time of the automatic running. The gist of the present invention is an automatic cruise control device according to claim 2, wherein a reaction force is set so as to be further depressed.

The present invention exemplifies the operation of the accelerator pedal reaction force adjusting means during automatic running. Here, the reaction force is set such that the driver can further depress the accelerator pedal from a state where the foot is simply placed on the accelerator pedal during automatic traveling.
Therefore, when it is desired to accelerate, the accelerator operation can be started by depressing the accelerator pedal as it is.

(4) In the invention according to claim 4, the depression holding position of the accelerator pedal is within a range where a reaction force for supporting a load when the occupant's foot is put is obtained and the throttle is not opened. The gist is an automatic traveling control device according to claim 2 or 3, wherein the automatic traveling control device is set.

The present invention exemplifies the depression holding position of the accelerator pedal. In the present invention, the accelerator pedal depression holding position is set within a range where a reaction force for supporting a load when the occupant's foot is placed is obtained and the throttle is not opened. The acceleration operation is not started just by placing the camera on the.

(5) According to a fifth aspect of the present invention, a stepped state detecting means for detecting a stepped state of the accelerator pedal, and a control mode of the automatic traveling control according to the stepped state detected by the stepped state detecting means. The automatic driving control device according to any one of claims 1 to 4, further comprising a control mode changing unit that changes the control mode.

In the present invention, the control mode of the automatic traveling control is changed according to the depression state of the accelerator pedal. For example, when the state changes from a state in which the foot is placed on the accelerator pedal to a state in which the foot is released, it is determined that there is a will to decelerate based on the change, and control corresponding thereto (for example, control for inhibiting acceleration) is performed. Etc.) can be performed. Therefore, it is possible to perform more accurate control in accordance with the driver's intention.

Incidentally, the depression state of the accelerator pedal is as follows.
For example, the depression force of the accelerator pedal detected by the depression force sensor, or the depression amount (pedal stroke) of the accelerator pedal detected by the stroke sensor can be adopted. (6) In the invention according to claim 6, the control mode changing means includes:
6. The automatic cruise control according to claim 5, wherein the control mode is changed to a control mode for decreasing the vehicle speed when a value indicating the depression of the accelerator pedal detected by the depression state detecting means becomes close to zero. The device is the gist.

In the present invention, a change state of the control mode is exemplified. Here, when the value indicating the depression of the accelerator pedal (pedal force or pedal stroke) is close to zero, it is determined that there is a will to decelerate, and the control mode is changed to a control mode for decreasing the vehicle speed. (7) In the invention according to claim 7, the control mode changing means includes:
6. The automatic cruise control according to claim 5, wherein the control mode is changed to a control mode in which the vehicle speed is maintained when a value indicating the depression of the accelerator pedal detected by the depression state detection means becomes close to zero. The device is the gist.

The present invention exemplifies a change state of the control mode. Here, when the value indicating the depression of the accelerator pedal (pedal force or pedal stroke) becomes close to zero, it is determined that there is a will to decelerate, and the control mode is changed to a control mode for maintaining the vehicle speed (at least not performing acceleration).

(8) The invention according to claim 8, wherein the control mode changing means stops the automatic traveling when the value indicating the depression of the accelerator pedal detected by the depression state detecting means becomes close to zero. The automatic driving control device according to claim 5, wherein the control mode is changed to the control mode in which the control is performed.

The present invention exemplifies a change state of the control mode. Here, when the value indicating the depression of the accelerator pedal (pedal force or pedal stroke) becomes close to zero, it is determined that there is a will to decelerate, and the control mode is changed to stop the automatic traveling (including at least acceleration). I do.

(9) The invention according to claim 9 is characterized in that the occupant has selection means for selecting whether or not to operate the accelerator pedal reaction force adjusting means.
The gist is the automatic traveling control device according to any one of the first to eighth aspects.

According to the present invention, the occupant can select whether or not to operate the accelerator pedal reaction force adjusting means.
Therefore, a desired pedal operation feeling can be selected and realized. (10) The invention of claim 10 is an automatic cruise control device that performs automatic cruise control capable of automatically traveling without an operation by an occupant of the vehicle. A gist of the present invention is an automatic traveling control device including: a brake pedal reaction force adjusting unit that increases a reaction force of a brake pedal when automatic traveling is being performed by the traveling setting unit.

The brake pedal reaction force adjusting means in the present invention is to apply a reaction force to the pedal during automatic running.
This is basically the same as the accelerator reaction force adjusting means. Accordingly, when the foot is merely placed on the brake pedal during the automatic running, the brake pedal can be held by the reaction force so as not to be in the braking state. In other words, the foot can be put on the brake pedal during automatic traveling, so that if a braking operation or an acceleration operation is required for any reason, the pedal operation can be performed quickly and reliably. it can.

More specifically, the acceleration operation can be started only by moving the foot to the adjacent accelerator pedal and depressing it. On the other hand, in the case of deceleration, the braking operation can be started by depressing the foot on the brake pedal as it is. Can be started. (11) The brake pedal reaction force adjusting means may apply a reaction force to the brake pedal at a predetermined depression holding position of the brake pedal during the automatic running. The gist of the present invention is an automatic cruise control device according to the tenth aspect.

The present invention exemplifies the operation of the brake pedal reaction force adjusting means during automatic running. Here, during automatic traveling, for example, a brake pedal stopper of a brake pedal reaction force adjuster projects toward the brake pedal. Therefore, when the foot is simply placed on the brake pedal and the brake pedal moves to a predetermined depression holding position, the brake pedal receives a reaction force from, for example, a brake pedal stopper, and the brake pedal is not further depressed. State.

(12) The invention according to claim 12 is that the brake pedal reaction force adjusting means is capable of decelerating the brake pedal from the depressed holding position of the brake pedal at the time of the automatic traveling by an occupant's will. The gist of the present invention is an automatic travel control device according to claim 10 or 11, wherein a reaction force is set such that the stepping force can be increased.

The present invention exemplifies the operation of the brake pedal reaction force adjusting means during automatic running. In this case, the reaction force is set so that the driver can further depress the brake pedal from a state where the foot is simply placed on the brake pedal during automatic traveling.
Therefore, when deceleration is desired, braking can be started by depressing the brake pedal as it is.

(13) In the thirteenth aspect of the present invention, the step-holding position of the brake pedal provides a reaction force for supporting a load when the occupant's foot is placed, and the master cylinder pressure is reduced by a predetermined amount. The gist of the invention is an automatic traveling control device according to claim 11 or 12, wherein the pressure is set within a range where the pressure is increased and the vehicle is not decelerated.

The present invention exemplifies the depression holding position of the brake pedal. According to the present invention, the depressed holding position of the brake pedal is set within a range where a reaction force for supporting the load when the occupant's foot is placed is obtained and the braking operation is not started. Just putting on the pedal does not start the braking operation.

(14) The invention according to claim 14, wherein the depressed holding position of the brake pedal is a range in which a reaction force for supporting the load when the occupant's foot is put is obtained and the brake lamp is not lit. The gist of the present invention is an automatic cruise control device according to claim 11 or 12, wherein:

The present invention exemplifies the depression holding position of the brake pedal. According to the present invention, the depression holding position of the brake pedal is set within a range in which a reaction force for supporting the load when the foot of the occupant is placed is obtained and the brake lamp is not turned on, so that the foot is simply braked. Just putting on the pedal does not turn on the brake light.

(15) According to a fifteenth aspect of the present invention, a stepped state detecting means for detecting a stepped state of the brake pedal, and a stepped state detected by the stepped state detecting means,
And a control mode changing means for changing a control mode of the automatic cruise control.
The gist is the automatic traveling control device according to any one of the fourteenth aspects.

According to the present invention, the control mode of the automatic traveling control is changed according to the state of depression of the brake pedal. For example, when the state changes from a state in which the foot is placed on the brake pedal to a state in which the foot is released, it is determined, for example, that there is an intention to accelerate, and control corresponding thereto (for example, control for inhibiting deceleration) is performed. Etc.) can be performed. Therefore, it is possible to perform more accurate control in accordance with the driver's intention.

Incidentally, the depressed state of the brake pedal is as follows.
For example, the depression force of the brake pedal detected by the depression force sensor or the depression amount (pedal stroke) of the brake pedal detected by the stroke sensor can be adopted. (16) The control mode changing means for inhibiting the reduction of the vehicle speed when the value indicating the depression of the brake pedal detected by the depression state detection means becomes close to zero. The gist of the present invention is an automatic traveling control device according to claim 15.

In the present invention, a change state of the control mode is exemplified. Here, when the value (stepping force or pedal stroke) indicating the depression of the brake pedal becomes close to zero, it is determined that there is an intention to accelerate, and the control mode is changed to a control mode in which reduction of the vehicle speed is prohibited. (17) The control mode changing means changes the control mode to the control mode for maintaining the vehicle speed when the value indicating the depression of the brake pedal detected by the depression state detection means becomes close to zero. The gist of the invention is an automatic traveling control device according to claim 15.

In the present invention, a change state of the control mode is exemplified. Here, when the value indicating the depression of the brake pedal (pedal force or pedal stroke) is near zero, it is determined that there is an intention to accelerate, and the control mode is changed to a control mode that maintains the vehicle speed (at least without deceleration).

(18) The invention according to claim 18, wherein the control mode changing means stops the automatic traveling when the value indicating the depression of the brake pedal detected by the depression state detecting means becomes close to zero. The gist of the present invention is an automatic cruise control device according to claim 15, wherein the control mode is changed to a control mode.

In the present invention, a change state of the control mode is exemplified. Here, when the value indicating the depression of the brake pedal (pedal force or pedal stroke) is close to zero, it is determined that there is an intention to accelerate, and the control mode is changed to a mode in which automatic traveling (including at least deceleration) is stopped. I do.

(19) The invention according to claim 19, wherein the occupant has a selection means for selecting whether or not the brake pedal reaction force adjusting means is to be operated. The gist is the automatic traveling control device described in (1).

According to the present invention, the occupant can select whether or not to operate the brake pedal reaction force adjusting means.
Therefore, a desired pedal operation feeling can be selected and realized. (20) According to a twentieth aspect of the present invention, the vehicle travel control device includes an accelerating unit and / or a decelerating unit for controlling the positional relationship to a target value based on the positional relationship between the host vehicle and the preceding vehicle. 20. The method according to claim 1, wherein the adjusting is performed.
The gist is the automatic traveling control device according to any one of the above.

The present invention exemplifies automatic traveling control of a vehicle traveling control device. Here, control for adjusting acceleration means and / or deceleration means, that is, so-called inter-vehicle distance control (inter-vehicle cruise control), for controlling the positional relationship to a target value based on the positional relationship between the host vehicle and the preceding vehicle, is performed. It is shown.

The acceleration means is, for example, a throttle actuator for adjusting the throttle opening (in the opening direction). Also, as a deceleration means, a mechanism for turning on the vacuum booster to increase the brake hydraulic pressure,
For example, a mechanism that increases the wheel cylinder pressure by a hydraulic pump and a solenoid valve of a hydraulic circuit used for traction control, brake assist control, etc., an overdrive cut mechanism that prohibits an overdrive shift in the transmission, and a higher shift in the transmission Shift down mechanism to shift down from the engine, fuel cut mechanism to prevent fuel from being supplied to the internal combustion engine, ignition retard mechanism to delay the ignition timing of the internal combustion engine, lock up mechanism to lock up the torque converter, exhaust Means utilizing one or more of the exhaust brake mechanism and the retarder mechanism to increase the flow resistance may be used.

(21) The invention of claim 21 is characterized in that the vehicle traveling device adjusts an acceleration means and / or a deceleration means in order to control the speed of the own vehicle to a set target value. The gist is an automatic traveling control device according to any one of claims 1 to 19 described above.

The present invention exemplifies automatic traveling control of a vehicle traveling control device. Here, the speed of the vehicle
A control for adjusting the acceleration means and / or the deceleration means for controlling to the set target value, that is, a so-called constant speed traveling control (constant speed cruise control) is shown.

The accelerating means and the decelerating means are the same as in claim 20. (22) The invention according to claim 22, wherein the vehicle that performs the automatic traveling control is a vehicle having a mechanism that mechanically transmits the operation of an accelerator pedal to a throttle. The gist is the automatic travel control device described in (1).

The present invention exemplifies a mechanism for driving a throttle. Here, a mechanism in which the operation of the accelerator pedal is mechanically linked to the throttle is shown. That is, the reaction force adjusting means for adjusting the reaction force of each pedal can be applied to a vehicle having a mechanical throttle.

(23) The invention of claim 23 is characterized in that the vehicle for performing the automatic running control is a vehicle provided with an electronic throttle for driving a throttle by an electric signal corresponding to the operation of an accelerator pedal. The claims 1-2
The gist is the automatic traveling control device according to any one of the first to third aspects.

The present invention exemplifies a mechanism for driving a throttle. Here, a so-called electronic throttle mechanism for extracting the operation of the accelerator pedal as an electric signal and driving the throttle based on this signal is shown. That is, the reaction force adjusting means for adjusting the reaction force of each pedal can be applied to a vehicle having an electronic throttle.

(24) An automatic cruise control device for performing automatic cruise control on a vehicle provided with an electronic throttle for driving a throttle by an electric signal corresponding to the operation of an accelerator pedal. Automatic travel setting means for enabling the automatic travel setting means, and changing means for changing the operation state of the electronic throttle corresponding to the stroke of the accelerator pedal in accordance with the case of executing and stopping the automatic travel by the automatic travel setting means. The gist is an automatic traveling control device characterized by the above.

The present invention does not include an accelerator pedal reaction force adjusting means in the case of an electronic throttle. In other words, when the accelerator pedal reaction force adjusting means is not used,
The operation state of the electronic throttle corresponding to the stroke of the accelerator pedal is changed according to the case of execution and suspension of the automatic traveling, so that the state in which the foot is simply placed on the accelerator pedal as in the first aspect of the present invention. And can be
Quickness and certainty of pedal operation can be realized.

That is, when the foot is placed on the accelerator pedal, the accelerator pedal is slightly depressed by this. In the case of automatic traveling, this slight depressed state is changed to (without acceleration). The acceleration operation is not performed by regarding the stepping holding state (resting the foot). on the other hand,
In the case of normal traveling, even if the accelerator pedal is slightly depressed (however, normal pedal play is excluded), an acceleration operation corresponding to the depressed amount is performed.

(25) According to a twenty-fifth aspect of the present invention, when the automatic running is performed, the operation state of the electronic throttle is controlled in a direction in which the opening operation is suppressed as compared with when the automatic running is stopped. The gist of the invention is an automatic traveling control device according to claim 24.

The present invention exemplifies the invention of claim 24. Here, in the case of execution of automatic driving,
The operation state of the electronic throttle is controlled in a direction in which the opening operation is suppressed as compared with the case where the automatic traveling is stopped. Therefore, the acceleration operation is not performed simply by placing the foot on the accelerator pedal, and the acceleration operation is started only when the accelerator pedal is further depressed.

(26) An invention according to claim 26 is a pedal reaction force adjuster used in the automatic travel control device according to any one of claims 1 to 23, wherein the pedal reaction force adjuster is used when the automatic travel is performed. The gist of the present invention is a pedal reaction force adjuster characterized by comprising a mechanism that protrudes toward the pedal from a direction opposite to the stepping direction and that comes into contact with the pedal when the pedal is depressed to apply a reaction force to the pedal.

The present invention exemplifies a pedal reaction force adjuster. With this configuration, a reaction force can be applied to the accelerator pedal and the brake pedal during automatic traveling. (27) The invention of claim 27 is a gist of a recording medium characterized by recording means for realizing the function of the automatic traveling control device according to any one of claims 1 to 25.

The present invention shows a recording medium on which means (for example, a program) for realizing the function of the automatic traveling control device is recorded. That is, the function of realizing the above-described automatic traveling control device in the computer system can be provided as, for example, a program activated on the computer system side. For such a program,
For example, floppy disk, magneto-optical disk, CD-
It can be used by recording it on a computer-readable recording medium such as a ROM or a hard disk, loading it into a computer system as needed, and starting up. Alternatively, the program may be recorded in a ROM or a backup RAM as a computer-readable recording medium, and the ROM or the backup RAM may be incorporated in a computer system and used.

[0061]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, an embodiment (embodiment) of an automatic traveling control device, a pedal reaction force adjuster, and a recording medium according to the present invention will be described with reference to the drawings. First Embodiment a) First, a description will be given of a hardware configuration of an automatic traveling control device according to a first embodiment and peripheral devices thereof.

The automatic cruise control device according to the first embodiment can perform inter-vehicle control (inter-vehicle cruise control) as the automatic cruise control. Further, a vehicle equipped with this automatic travel control device is provided with a so-called electronic throttle that drives a throttle instead of an operation of an accelerator pedal by an electric signal.

FIG. 1 shows an inter-vehicle control device 2 (hereinafter, referred to as an "inter-vehicle control ECU"), a laser radar sensor 3, a brake electronic control device 4 (hereinafter, referred to as a "brake ECU"), and electronic engine control. FIG. 2 is a block diagram illustrating a schematic configuration of various control circuits mounted on an automobile, mainly showing a device 6 (hereinafter, referred to as an “engine ECU”).

As shown in FIG. 1, an inter-vehicle control ECU 2 is an electronic circuit mainly composed of a microcomputer, and includes a current vehicle speed (Vn) signal, a steering angle signal, a yaw rate signal, a target inter-vehicle time signal, and a wiper switch. Information, control state signals for idle control and brake control, and the like are received from the engine electronic control unit 6. Then, the headway control ECU 2
Performs an inter-vehicle control calculation or the like based on the received data.

The laser radar sensor 3 is an electronic circuit mainly composed of a scanning distance measuring device using a laser and a microcomputer. The laser radar sensor 3 detects the angle and relative speed of the preceding vehicle detected by the scanning distance measuring device, as well as the distance between vehicles. Based on the current vehicle speed (Vn) signal, the curve radius of curvature R, etc., received from the control ECU 2, the own vehicle lane probability of the preceding vehicle is calculated as a part of the inter-vehicle control, and the preceding vehicle information including information such as the relative speed. To the inter-vehicle control ECU 2. Also,
The diagnosis signal of the laser radar sensor 3 itself is also transmitted to the headway control ECU 2.

Further, the inter-vehicle control ECU 2 determines a preceding vehicle to be inter-vehicle controlled on the basis of the own lane probability and the like included in the preceding vehicle information received from the laser radar sensor 3 as described above. In order to appropriately adjust the distance equivalent amount (specifically, the inter-vehicle time, or the inter-vehicle distance itself), the engine ECU 6 sends a target acceleration signal, a fuel cut request signal, an OD cut request signal, and a three-speed downshift to the engine ECU 6. A request signal, an alarm request signal, a diagnosis signal, a display data signal, and the like are transmitted.

The brake ECU 4 is an electronic circuit mainly composed of a microcomputer, and calculates a steering angle and a yaw rate from a steering sensor 8 for detecting a steering angle of the vehicle and a yaw rate sensor 10 for detecting a yaw rate. Is transmitted to the headway control ECU 2 via the engine ECU 6.

Further, the brake ECU 4 controls the engine EC.
The alarm buzzer 14 sounds in response to an alarm request signal from the headway control ECU 2 via U6, and furthermore, the engine ECU 6
The brake actuator 25 is driven in accordance with a brake request signal from the inter-vehicle control ECU 2 and a target acceleration signal from the engine ECU 6 to adjust the braking force.

The brake actuator 25 includes a well-known vacuum booster capable of increasing the wheel cylinder pressure, and a configuration of a hydraulic pump, a pressure increase control valve, and a pressure reduction control valve of a brake hydraulic circuit. Engine ECU 6
Is an electronic circuit mainly composed of a microcomputer, which is a throttle opening sensor 15 for detecting a throttle opening, a vehicle speed sensor 16 for detecting a vehicle speed,
Brake switch 1 for detecting the presence or absence of brake depression
8, a cruise main switch 20 for setting ON / OFF of an inter-vehicle control, a cruise control switch 22 for setting an inter-vehicle distance, an accelerator pedal depression force sensor 23 for detecting a depression force of an accelerator pedal 31, an accelerator pedal depression amount (pedal stroke) ), Detection signals from the accelerator position sensor 27 for detecting the accelerator opening and other sensors and switches, or wiper switch information and tail switch information received via the body LAN 28.

Further, the engine ECU 6 includes a brake EC
The steering angle signal and yaw rate signal from U4, or the target acceleration signal, fuel cut request signal, OD cut request signal, 3rd shift down request signal, warning request signal, brake request signal, diagnosis signal, display from the inter-vehicle control ECU 2 Receiving data signal etc.

The engine ECU 6 adjusts the throttle opening of the internal combustion engine (here, gasoline engine) in accordance with the operating state determined from the received signal, and shifts the transmission (not shown). A drive command is output to a transmission actuator 26 that adjusts the force, and an accelerator pedal reaction force adjuster 30 that adjusts a reaction force of an accelerator pedal 31 described later. These actuators can control the output, the braking force, or the shift shift of the internal combustion engine.

The engine ECU 6 transmits necessary display information to a display device (not shown) such as an LCD provided on the dashboard via the body LAN 28 to display the display information or the current vehicle speed. A (Vn) signal, a steering angle signal, a yaw rate signal, a target inter-vehicle time signal, a wiper switch information signal, and a control state signal for idle control and brake control are transmitted to the inter-vehicle control ECU 2.

B) Next, the inter-vehicle control ECU having the above-described structure.
2, an inter-vehicle control process performed between the laser radar sensor 3, the brake ECU 4, and the engine ECU 6 will be described with reference to the flowchart of FIG. This inter-vehicle control is so-called inter-vehicle cruise control, and is control for following a preceding vehicle while maintaining a target inter-vehicle distance.

First, the engine ECU 6 determines whether the cruise main switch 20 is on (S1).
00). When the cruise main switch 20 is on, an accelerator pedal reaction force adjusting process for controlling the operation of the accelerator pedal reaction force adjuster 30 is performed (S105). On the other hand, when the cruise main switch 20 is not on, the process ends once. The accelerator pedal reaction force adjuster 30 and the accelerator pedal reaction force adjustment processing will be described later in detail.

Next, the cruise control switch 22
Then, the setting state of the target inter-vehicle distance setting switch (not shown) provided in is read, and the target inter-vehicle time Td is set (S110). The target inter-vehicle distance setting switch is set by the driver.

Next, the preceding vehicle is determined by the laser radar sensor 3 based on the estimated curve radius of curvature R given from the following control ECU 2, and the following distance D to the preceding vehicle is measured (S120). Further, the relative speed Vrel with respect to the preceding vehicle is measured by the laser radar sensor 3 (S
130).

Next, based on the pulse signal from the vehicle speed sensor 16, the engine ECU 6 determines the current vehicle speed (own vehicle speed) of the own vehicle.
Vn is calculated (S140). Next, the headway control E
At CU2, the following equation [1] is obtained from the inter-vehicle distance D measured at steps S120 and S140 and the current vehicle speed Vn.
The measured inter-vehicle time Tn (sec) is calculated as in (S1).
45).

Tn ← D (n) × 3.6 / Vn (1) Here, n in D (n) indicates that D (n) is the current inter-vehicle distance D. Next, the headway control ECU 2
In step S15, the target acceleration ATmc is calculated.
0). In this calculation, first, an inter-vehicle time deviation Tde is obtained from the target inter-vehicle time Td obtained in step S110 and the measured inter-vehicle time Tn obtained in step S145 as in the following equation [2]. , Based on Vr_filter (n) obtained by smoothing the relative speed Vrel obtained in step S130.
This is performed by obtaining the target acceleration ATmc from the target acceleration ATmc calculation map shown in FIG.

Tde (n) ← Tn (n) −Td [2] n is as described above. Next, the inter-vehicle control ECU 2 calculates the actual acceleration ATj of the own vehicle from the time change of the current vehicle speed Vn obtained in step S140 (S16).
0).

Next, the inter-vehicle control ECU 2 executes step S1.
50 and the target acceleration ATmc obtained in step S50.
From the actual acceleration ATj obtained at 160, an acceleration deviation ATdelt is obtained as in the following equation [3] (S170). ATdelt <-ATmc-ATj ... [3] Then, the engine ECU 6 calculates the acceleration deviation ATd.
The target throttle opening MA is calculated based on the elt as in the following equation [4] (S175).

MA (n) ← MA (n−1) + G × ATdelt [4] where n is as described above, and MA (n−1) is the target throttle opening MA obtained last time. And G represents a coefficient (gain). In the engine ECU 6, the throttle actuator 24 is driven based on the target throttle opening MA to adjust the output of the gasoline engine.

The following deceleration processing by fuel cut (S180), deceleration processing by OD (overdrive) cut (S190), and deceleration processing by shift down (S195) are executed by the deceleration control ECU2. For example, Japanese Patent Application No. 9-19 / 1990
The processing is similar to that described in the specification of US Pat. No. 5918, and is not a main part of the present processing, so that the description thereof is omitted.

C) Next, the accelerator pedal reaction force adjuster 30 will be described. First, the structure of the accelerator pedal reaction force adjuster 30 is shown in FIG.
It will be described based on. As shown in FIG. 4, the lower end of the accelerator pedal 31 is rotatably attached to a support bracket 32 on the floor, and the upper end thereof is attached to an extension bracket 32 so that the accelerator pedal 31 can be tilted. I have. The extension fitting 32 is rotatably attached to a support fitting 33 on the wall surface. The upper end of the extension fitting 32 is connected to an accelerator wire 34, and the accelerator wire 34 is connected to a shaft 36 to which an accelerator position sensor 27 is attached. ing.

The accelerator pedal reaction force adjuster 30 is mounted on a wall which rises inclining from the floor, and is arranged at a position facing a pressing portion 37 provided at the lower end of the extension fitting 32. The accelerator pedal reaction force adjuster 30 includes a DC motor (not shown), a worm gear 41, a worm wheel 42, a ball screw 43, and a reaction force adjustment unit 44.

The ball screw 43 is disposed at the center of the axis of the worm wheel 42, and can move in the axial direction with the rotation of the worm wheel 42.
Its rotation is regulated. Also, the reaction force adjusting unit 44
A convex accelerator pedal stopper 47 is provided at the tip of the ball screw 43 and is disposed on the cylindrical body 46, and is configured as an air damper.

Therefore, when the accelerator pedal reaction force adjuster 30 is turned on and the reaction force adjustment section 44 projects toward the accelerator pedal 31, when the accelerator pedal stopper 47 is pressed by the pressing section 37, the accelerator is actuated by the air damper. A predetermined reaction force can be generated for the pedal 31.

Next, the basic operation of the accelerator pedal reaction force adjuster 30 will be described with reference to FIG. For example, when the automatic travel control is not performed, the accelerator pedal reaction force adjuster 30 is set to an off state as shown in FIG. That is, the DC motor rotates forward, the worm wheel 41 rotates by the rotation of the worm gear 41, and the ball screw 43 and the reaction force adjusting unit 44 are drawn toward the wall surface.

With this operation, the distance between the accelerator pedal stopper 47 and the pressing portion 37 is increased, so that the displacement of the accelerator pedal 31 required for normal accelerator operation is secured. On the other hand, in the case of the automatic traveling control, the accelerator pedal reaction force adjuster 30 is set to the ON state as shown in FIG. That is, the DC motor rotates reversely and the worm gear 4
1 rotates the worm wheel 42, and the ball screw 43 and the reaction force adjusting unit 44 move outward (the accelerator pedal 3).
1).

With this operation, when the foot is simply put on the accelerator pedal 31, the accelerator pedal 3
In a state in which step 1 is depressed, the pressing portion 37 comes into contact with the accelerator pedal stopper 47. In other words, due to the weight of the right foot,
Although the accelerator pedal 31 is slightly displaced, the accelerator pedal 31 is held by the accelerator pedal stopper 47 (held at the depression holding position) due to the reaction force of the air damper.

When the accelerator pedal 31 is depressed with a strong depressing force exceeding the reaction force of the air damper while the accelerator pedal reaction force adjuster 30 is on, as shown in FIG. The pedal stopper 47 is pushed in, and the acceleration operation is started. The displacement of the accelerator pedal 31 (the amount of depression; the pedal stroke) is measured by the accelerator position sensor 27 via the connected accelerator wire 3, and follows the rotation of the accelerator position sensor 27. ,
The throttle opens and closes electrically.

That is, the accelerator pedal reaction force adjuster 30
Is in the ON state, a dead zone (shaded portion in FIG. 6) is provided electrically for the minute rotation amount of the accelerator position sensor 27 (accordingly, the minute stroke), and the throttle does not open. When the accelerator pedal 31 is further depressed, the throttle is set to open accordingly.

FIG. 6 shows this state. It can be seen that when the brake pedal 31 is depressed during automatic running, the pedal depression force is greatly increased during the dead zone due to the reaction force of the air damper. When the accelerator pedal reaction force adjuster 30 is on, the accelerator pedal 31 returns slightly when the foot is released from the accelerator pedal 31. By detecting this change with the accelerator position sensor 27, the accelerator pedal It is possible to detect a state in which the foot is released from 31.

D) Next, the accelerator pedal reaction force adjusting process in S105 will be described with reference to FIG. This processing is executed when the cruise switch 20 for starting the inter-vehicle cruise control is turned on in S100.

At S200 in FIG. 7, it is determined whether or not cruise control switch 22 is on, that is, whether or not the inter-vehicle distance has been set for performing the inter-vehicle cruise control. If a positive determination is made here, the process proceeds to S210,
On the other hand, if a negative determination is made, the present process is terminated without executing the inter-vehicle cruise control.

In S210, the inter-vehicle cruise control is performed, so that the accelerator pedal reaction force adjuster 30 is turned on. Specifically, the DC motor is rotated in the reverse direction, the worm wheel 41 is rotated by the rotation of the worm gear 41, and the ball screw 43 and the reaction force adjusting unit 44 are set to the outside (the accelerator pedal 31).
Side).

At S220, based on the signal from the accelerator position sensor 27, the accelerator opening degree SA indicating the pedal stroke is increased to a large first reference value S shown in FIG.
It is determined whether or not A1 is exceeded. If the determination is affirmative, the process proceeds to S230. If the determination is negative, the process proceeds to S240.

In step S230, it is determined that the accelerator pedal 31 is in a state in which the accelerator pedal 31 is further depressed from the state where the foot is simply placed on the accelerator pedal 31 (override determination), and control based on the override determination is performed. . For example, in order to prohibit deceleration control such as closing the throttle, a deceleration control flag is set to 0, and the present process is ended once.

On the other hand, at S240, the accelerator opening SA
Is the second reference value SA2 (<SA
It is determined whether the value is lower than 1). If an affirmative determination is made here, the process proceeds to S250, while if a negative determination is made, it is determined that the foot is simply placed on the accelerator pedal 31, and
In order to continue the inter-vehicle cruise control, the present process is temporarily ended.

In S250, it is determined that the foot has been released from the accelerator pedal 31 (decision of willingness to decelerate), and control based on the determination of willingness to decelerate is performed. For example, a deceleration control for decelerating the vehicle, a vehicle speed maintenance control for maintaining the vehicle speed, or an automatic traveling stop control for stopping the automatic traveling of the vehicle is performed, and the present process is ended once.

As described above, in the present embodiment, when performing the inter-vehicle cruise control, the accelerator pedal adjuster 30 is turned on. You can simply keep your feet on. Therefore, the next accelerator operation and brake operation can be performed quickly and reliably as compared with the case where the inter-vehicle cruise is performed with the foot on the floor as in the related art.

Further, by providing the accelerator pedal 31 with the accelerator pedal reaction force adjuster 30, the accelerator pedal 31 can be connected to the accelerator pedal 31 except in the case where the brake operation is required, similarly to the normal operation (without automatic running). Since the foot is put on the vehicle, it is possible to perform the inter-vehicle cruise without a sense of incongruity, and it is possible to smoothly perform the brake operation even when the brake operation is required.

In this embodiment, since the accelerator position sensor 27 indicates how much the accelerator pedal 31 is depressed, the control mode is changed according to the depressed state so that the control in the case of the override determination and the determination of the deceleration intention are performed. The control can be switched to the case. Thus, acceleration, deceleration, and the like can be performed more quickly and reliably.

In this embodiment, when the cruise main switch 20 or the cruise control switch 22 is turned off, the accelerator pedal reaction force adjuster 30 is also turned off. Further, in the present embodiment, a so-called linkless throttle (electronic throttle) in which the operation of the accelerator pedal 31 is not linked to the mechanical structure and transmitted to the throttle but the electric signal is used to operate the throttle is exemplified. However, the control of the present embodiment may be applied to a vehicle having a configuration for transmitting an operation to the throttle by the mechanical configuration. (Embodiment 2) Next, Embodiment 2 will be described, but the description of the same parts as in the above-mentioned embodiment will be omitted or simplified.

The automatic traveling control device of this embodiment changes the control mode based on the signal of the accelerator pedal force sensor, instead of changing the control mode based on the signal of the accelerator position sensor as in the first embodiment. . As the accelerator pedal force sensor, for example, an accelerator pedal stopper 4
7 can be used.

Next, the accelerator pedal reaction force adjusting process, which is a main part of the present embodiment, will be described with reference to the flowchart of FIG. At S300 in FIG. 8, it is determined whether or not cruise control switch 22 is on. If the determination is affirmative here, the process proceeds to S310. On the other hand, if the determination is negative, the present process is terminated without performing the inter-vehicle cruise control.

In S310, the inter-vehicle cruise control is performed, so that the accelerator pedal reaction force adjuster 30 is turned on. In S320, it is determined whether or not the pedal depression force Faccel exceeds the large reference depression force Fref1 shown in FIG. 6 based on the signal of the accelerator pedal depression force sensor 23.
If an affirmative determination is made here, the process proceeds to S330, while if a negative determination is made, the process proceeds to S340.

In S330, it is determined that the accelerator pedal 31 is in a state in which there is a will to accelerate further from the state where the foot is simply placed on the accelerator pedal 31 (override determination), and the deceleration control is prohibited. Then, the deceleration control flag is set to 0, and this processing is once ended.

On the other hand, at S340, the pedal depression force Faccel
Is the second reference pedal effort Fref2 (<
Fref1) is determined. If the determination is affirmative, the process proceeds to S350. On the other hand, if the determination is negative, it is simply determined that the accelerator pedal 31 is mounted on the accelerator pedal 31, and this process is performed once to continue the inter-vehicle cruise control. To end.

In S350, it is determined that the foot is released from the accelerator pedal 31 (decision of deceleration), and control is performed based on the determination of deceleration. For example, a deceleration control for decelerating the vehicle, a vehicle speed maintenance control for maintaining the vehicle speed, or an automatic traveling stop control for stopping the automatic traveling of the vehicle is performed, and the present process is ended once.

This embodiment is the same as the first embodiment except that the signal of the accelerator pedal depression force sensor 23 is used instead of the signal of the accelerator position sensor 27. If you do
The foot can be placed on the accelerator pedal 31, so that the following accelerator operation and braking operation can be performed quickly and reliably. (Embodiment 3) Next, Embodiment 3 will be described, but the description of the same parts as in the above-mentioned embodiment will be omitted or simplified.

The automatic cruise control device of this embodiment is a further simplification of the first and second embodiments, and simply turns on / off the accelerator pedal reaction force adjuster without changing the control mode. Just do. Next, the accelerator pedal reaction force adjusting process, which is a main part of the present embodiment, will be described with reference to the flowchart of FIG.

At S400 in FIG. 9, it is determined whether or not cruise control switch 22 is on. If the determination is affirmative, the process proceeds to S410. On the other hand, if the determination is negative, the process ends once without performing the inter-vehicle cruise control. In step S410, the inter-vehicle cruise control is performed, so that the accelerator pedal reaction force adjuster 30 is turned on, and the present process ends once.

Also in this embodiment, the accelerator pedal reaction force adjuster 30 is turned on when performing inter-vehicle cruise control.
This has a remarkable effect that the accelerator operation and the brake operation can be performed quickly and reliably. (Embodiment 4) Next, Embodiment 4 will be described, but the description of the same parts as in the above embodiment will be omitted or simplified.

The automatic cruise control device of this embodiment is used particularly for a vehicle equipped with an electronic throttle. In this case, the automatic cruise control device is similar to that of the first to third embodiments described above without using an accelerator pedal reaction force adjuster. The effect is obtained. a) First, the basic configuration of the present embodiment will be described.

As shown in FIG. 10A, in this embodiment,
Since the accelerator pedal reaction force adjuster is not provided, the operation of the accelerator pedal 31 is directly detected by the accelerator position sensor 27 via the accelerator wire 34 as a pedal stroke.

In this embodiment, the relationship between the pedal stroke and the pedal depression force is set for both the normal running and the automatic running, as shown in FIG. 10B. The shaded area in the figure is a dead zone. In this band, the throttle is not opened even if the pedal stroke increases.

That is, the dead zone is set in correspondence with the pedal stroke when the foot is simply placed on the accelerator pedal 31. More specifically, during normal driving, the throttle starts to open when the pedal stroke exceeds the second reference value SA2, but during automatic driving, the throttle starts to open after the pedal stroke exceeds the first reference value SA1 (> SA2). It is set as follows.

Therefore, when the foot is merely placed on the accelerator pedal 31, the throttle is not opened, the inter-vehicle cruise control is continued, and the normal acceleration state by depressing the accelerator pedal 31 does not occur. b) Next, a control mode switching process, which is a main part of the present embodiment, will be described with reference to the flowchart of FIG.

At S500 in FIG. 11, it is determined whether or not cruise control switch 22 is on. If the determination is affirmative, the process proceeds to S510, and if the determination is negative, the process is temporarily terminated without performing the inter-vehicle cruise control. In S510, it is determined whether or not the pedal stroke SA exceeds the first reference value SA1 based on the signal of the accelerator position sensor 27. If an affirmative determination is made here, the process proceeds to S520, while if a negative determination is made, the process proceeds to S530.

In S520, it is determined that the accelerator pedal 31 is in a state indicating an acceleration intention further depressed from a state in which the foot is simply placed on the accelerator pedal 31 (override determination), and the deceleration control is prohibited. Then, the deceleration control flag is set to 0, and this processing is once ended.

On the other hand, at S530, the pedal stroke S
It is determined whether or not A is smaller than a second reference value SA2 (<SA1). If an affirmative determination is made here, the process proceeds to S540. On the other hand, if a negative determination is made, it is simply determined that the accelerator pedal 31 is mounted on the accelerator pedal 31, and this processing is once performed in order to continue the inter-vehicle cruise control. To end.

In S540, it is determined that the foot is released from the accelerator pedal 31 (decision of intention to decelerate), and control based on the determination of intention to decelerate is performed. For example, a deceleration control for decelerating the vehicle, a vehicle speed maintenance control for maintaining the vehicle speed, or an automatic traveling stop control for stopping the automatic traveling of the vehicle is performed, and the present process is ended once.

In this embodiment, as in the first embodiment, the foot can be placed on the accelerator pedal 31 when performing inter-vehicle cruise, so that the next accelerator operation or brake operation can be performed quickly and reliably. It has a remarkable effect that it can be performed. Further, since the accelerator pedal reaction force adjuster is not required, there is an advantage that the configuration can be simplified. (Fifth Embodiment) Next, a fifth embodiment will be described.

This embodiment is different from the first to fourth embodiments in that the reaction force of the brake pedal is adjusted during the inter-vehicle cruise control. a) The hardware configuration of this embodiment is the same as that of the first embodiment in which the accelerator pedal is replaced with a brake pedal. In other words, the accelerator pedal reaction force adjuster and the brake pedal reaction force adjuster (not shown) used in the present embodiment differ only in the type of the target pedal, and the structure and operation are the same as those shown in FIGS. 5 and its characteristics are also the same as those in FIG. 6, and a detailed description thereof will be omitted.

In particular, in the dead zone of the brake pedal reaction force adjuster, the master cylinder pressure is set so as not to increase to a pressure at which the brake is applied by simply putting a foot on the brake pedal, and the brake lamp is also turned on. Not set. b) Next, the brake pedal reaction force adjustment processing of this embodiment will be described with reference to the flowchart of FIG.

This processing can be executed, for example, following the accelerator pedal reaction force adjustment processing. S6 in FIG.
At 00, it is determined whether the cruise control switch 22 is on. If an affirmative determination is made here, S61
The process proceeds to 0, and if a negative determination is made, the present process is terminated without executing the inter-vehicle cruise control.

In step S610, the inter-vehicle cruise control is performed, so that the brake pedal reaction force adjuster is turned on, and the reaction force adjustment unit (not shown) at the tip of the adjuster is projected outward (toward the brake pedal). In subsequent S620, it is determined whether or not the pedal stroke SB exceeds a large first reference value SB1 based on a signal from a brake position sensor similar to the accelerator position sensor 27. Here, if a positive determination is made, the process proceeds to S630, while if a negative determination is made, the process proceeds to S640.

In step S630, it is determined that the brake pedal similar to the accelerator pedal 31 is in a state indicating the intention to further depress the brake pedal from a state where the foot is simply placed on the brake pedal (override determination). The braking operation is performed on the basis of, and this process is temporarily ended.

For example, the vacuum booster is turned on, the master cylinder pressure is increased, and the wheel cylinder pressure is increased to perform braking. Alternatively, braking is performed by operating the hydraulic pump and operating the solenoid valve of the hydraulic circuit to increase the wheel cylinder pressure.

On the other hand, at S640, the pedal stroke S
It is determined whether B is smaller than a small second reference value SB2 (<SB1). If an affirmative decision is made here, S650
On the other hand, if a negative determination is made, it is simply determined that the foot is placed on the brake pedal, and this processing is once ended in order to continue the inter-vehicle cruise control.

In S650, it is determined that the foot has been released from the brake pedal 31 (acceleration intention determination), control based on this acceleration intention determination is performed, and this processing is once ended.
For example, deceleration prohibition control for prohibiting deceleration of the vehicle, vehicle speed maintenance control for maintaining the vehicle speed, or automatic traveling stop control for suspending automatic traveling of the vehicle are performed, and the present process is ended once.

As described above, in this embodiment, when performing the inter-vehicle cruise control, since the brake pedal adjuster is turned on, the foot is put on the brake pedal without performing the braking by the reaction force. Can be maintained. Therefore, the next accelerator operation and brake operation can be performed quickly and reliably, compared with the case where the inter-vehicle cruise control is performed with the foot placed on the floor as in the related art.

In this embodiment, since the brake position sensor indicates how much the brake pedal is depressed, the control mode is changed according to the depressed state.
The control can be switched to the control for the override determination or the control for the acceleration intention determination. Thus, control such as acceleration and deceleration can be performed more quickly and reliably.

The present invention is not limited to the above-described embodiments, and it goes without saying that the present invention can be implemented in various modes without departing from the present invention. (1) For example, in the above-described embodiment, in the case of the vehicle-to-vehicle cruise control, the accelerator pedal reaction force adjuster and the brake pedal reaction force adjuster are automatically turned on. Whether or not to do so may be manually selected by the driver instead of automatically.

(2) In the above embodiment, the inter-vehicle cruise control for maintaining the inter-vehicle distance at a predetermined value has been described. However, the present invention can be applied to the constant-speed cruise control for maintaining the speed of the own vehicle at a predetermined value. (3) Further, the vehicle may be equipped with both an accelerator pedal reaction force adjuster and a brake pedal reaction force adjuster.
Either one may be used.

(4) In the above embodiments, the automatic traveling control devices have been described. However, the present invention is not limited to these.
The present invention can also be applied to a recording medium storing means for executing the above-described processing. Examples of the recording medium include various recording media such as an electronic control unit configured as a microcomputer, a microchip, a floppy disk, a hard disk, and an optical disk. That is, there is no particular limitation as long as it stores means such as a program that can execute the processing of the above-described automatic traveling control device.

[Brief description of the drawings]

FIG. 1 is a block diagram illustrating a schematic configuration of an automatic traveling control device according to a first embodiment.

FIG. 2 is a flowchart of an inter-vehicle control process executed by the automatic traveling control device according to the first embodiment.

FIG. 3 is an explanatory diagram of a target acceleration calculation map used in the following distance control process according to the first embodiment.

FIG. 4 is an explanatory diagram illustrating an accelerator pedal reaction force adjuster according to the first embodiment and a peripheral configuration thereof;

FIG. 5 is an explanatory diagram illustrating a relationship between an accelerator pedal and an accelerator pedal reaction force adjuster according to the first embodiment.

FIG. 6 is an explanatory diagram illustrating characteristics of an accelerator pedal reaction force adjuster according to the first embodiment.

FIG. 7 is a flowchart illustrating an accelerator pedal reaction force adjustment process according to the first embodiment.

FIG. 8 is a flowchart illustrating an accelerator pedal reaction force adjustment process according to the second embodiment.

FIG. 9 is a flowchart illustrating an accelerator pedal reaction force adjustment process according to a third embodiment.

10A and 10B are diagrams illustrating a configuration of a fourth embodiment, wherein FIG. 10A is an explanatory diagram illustrating a configuration of an accelerator pedal, and FIG. 10B is an explanatory diagram illustrating characteristics of an accelerator pedal.

FIG. 11 is a flowchart illustrating a control mode switching process according to the fourth embodiment.

FIG. 12 is a flowchart illustrating a brake pedal reaction force adjustment process according to a fifth embodiment.

[Explanation of symbols]

2: Electronic control unit for inter-vehicle control 3: Laser radar sensor 4: Electronic control unit for brake 6: Electronic control unit for engine 15: Throttle opening sensor 16: Vehicle speed sensor 18: Brake switch 20: Cruise main switch 22: Cruise control switch 23 ... Accelerator pedal depression force sensor 24 ... Throttle actuator 25 ... Brake actuator 26 ... Transmission 27 ... Accelerator position sensor 30 ... Accelerator pedal reaction force adjuster 31 ... Accelerator pedal 37 ... Pressing section 44 ... Reaction force adjustment section 47 ... Accelerator pedal stopper

Continued on the front page (72) Inventor Keiji Matsuoka 1-1-1 Showa-cho, Kariya-shi, Aichi F-term in DENSO Corporation (Reference) 3D044 AA21 AA45 AC03 AC16 AC19 AC24 AC26 AC59 AD04 AE03 AE21 3D046 BB18 BB19 EE01 GG02 HH02 HH05 HH18 HH20 LL02 3G065 CA19 CA21 DA04 FA12 GA11 GA29 GA41 GA46 GA50 JA04 JA06 KA02 3G093 BA00 BA23 CB01 CB10 DA06 DB05 DB15 DB16 EA09 EC01 FA12

Claims (27)

[Claims] 1. An automatic travel control device for performing automatic travel control capable of automatically traveling without an operation by an occupant of a vehicle, comprising: an automatic travel setting means enabling the automatic travel; An automatic travel control device comprising: accelerator pedal reaction force adjusting means for increasing a reaction force of an accelerator pedal when automatic travel is being performed. 2. The accelerator pedal reaction force adjusting means is set to be able to apply a reaction force to the accelerator pedal at a predetermined depression holding position of the accelerator pedal during the automatic traveling. The automatic traveling control device according to claim 1, wherein: 3. The accelerator pedal reaction force adjustment means sets a reaction force so that the accelerator pedal can be further depressed so that the accelerator pedal can be accelerated from a depressed holding position of the accelerator pedal during the automatic traveling. The automatic travel control device according to claim 2, wherein 4. The depression holding position of the accelerator pedal is set in a range where a reaction force for supporting a load when the occupant's foot is put is obtained and a throttle is not opened. The automatic travel control device according to claim 2 or 3, wherein 5. A depression state detection means for detecting a depression state of the accelerator pedal, a control mode change means for changing a control mode of the automatic traveling control in accordance with the depression state detected by the depression state detection means, The automatic traveling control device according to any one of claims 1 to 4, further comprising: 6. The control mode changing means changes the control mode to a control mode in which the vehicle speed is reduced when a value indicating the depression of the accelerator pedal detected by the depression state detection means becomes close to zero. The automatic traveling control device according to claim 5, wherein 7. The control mode changing means changes the control mode to the control mode in which the vehicle speed is maintained when a value indicating the depression of the accelerator pedal detected by the depression state detecting means becomes close to zero. The automatic traveling control device according to claim 5, wherein 8. The control mode changing means, wherein when the value indicating the depression of the accelerator pedal detected by the depression state detection means becomes close to zero, the control mode is changed to a control mode for stopping the automatic traveling. The automatic cruise control device according to claim 5, characterized in that: 9. The automatic cruise control device according to claim 1, further comprising a selection unit that allows an occupant to select whether or not to function the accelerator pedal reaction force adjustment unit. 10. An automatic travel control device for performing automatic travel control capable of automatically traveling without an operation by an occupant of a vehicle, wherein: said automatic travel setting means enabling said automatic travel; An automatic traveling control device, comprising: a brake pedal reaction force adjusting unit that increases a reaction force of a brake pedal when automatic traveling is being performed. 11. The brake pedal reaction force adjusting means is set so that a reaction force can be applied to the brake pedal at a predetermined depression holding position of the brake pedal during the automatic traveling. 11. The method according to claim 10, wherein
The automatic travel control device according to claim 1. 12. The brake pedal reaction force adjusting means sets a reaction force so that the brake pedal can be further depressed so that the brake pedal can be decelerated from a depressed holding position of the brake pedal at the time of the automatic running. The automatic travel control device according to claim 10, wherein the automatic travel control device is configured to: 13. The depressed holding position of the brake pedal is a range in which a reaction force for supporting a load when the occupant's foot is put is obtained, and the master cylinder pressure is increased by a predetermined amount and the vehicle is not decelerated. 13. The automatic travel control device according to claim 11, wherein the automatic travel control device is set to: 14. A step-holding position of the brake pedal is set within a range where a reaction force for supporting a load when the occupant's foot is put is obtained and a brake lamp is not lit. The automatic traveling control device according to claim 11 or 12, wherein 15. A stepping state detecting means for detecting a stepping state of the brake pedal, a control mode changing means for changing a control mode of the automatic traveling control according to a stepping state detected by the stepping state detecting means, The automatic travel control device according to any one of claims 10 to 14, further comprising: 16. The control mode change means, wherein when the value indicating the depression of the brake pedal detected by the depression state detection means becomes close to zero, the control mode change means changes the control mode to a control mode for inhibiting reduction of the vehicle speed. The automatic cruise control device according to claim 15, characterized in that: 17. The control mode changing means changes the control mode to a control mode for maintaining the vehicle speed when a value indicating the depression of the brake pedal detected by the depression state detection means becomes close to zero. The automatic traveling control device according to claim 15, wherein 18. The control mode changing means changes to a control mode in which the automatic traveling is stopped when a value indicating the depression of the brake pedal detected by the depression state detection means becomes close to zero. The automatic traveling control device according to claim 15, wherein: 19. The automatic cruise control device according to claim 10, further comprising a selection unit that allows an occupant to select whether to activate the brake pedal reaction force adjustment unit. 20. The vehicle travel control device according to claim 1, further comprising: adjusting an acceleration unit and / or a deceleration unit based on a positional relationship between the host vehicle and the preceding vehicle to control the positional relationship to a target value. 20. The automatic travel control device according to claim 1, wherein: 21. The vehicle travel device according to claim 1, further comprising: controlling a speed of the own vehicle to a set target value.
20. The automatic travel control device according to claim 1, wherein the acceleration means and / or the deceleration means are adjusted. 22. The vehicle according to claim 1, wherein the vehicle that performs the automatic traveling control has a mechanism that mechanically transmits the operation of an accelerator pedal to a throttle.
The automatic traveling control device according to any one of claims 1 to 7. 23. The vehicle according to claim 1, wherein the vehicle performing the automatic traveling control is a vehicle including an electronic throttle that drives a throttle by an electric signal corresponding to an operation of an accelerator pedal. An automatic travel control device according to any one of the claims. 24. An automatic cruise control device for performing automatic cruise control on a vehicle provided with an electronic throttle for driving a throttle by an electric signal corresponding to an operation of an accelerator pedal. Changing means for changing an operation state of an electronic throttle corresponding to a stroke of an accelerator pedal according to execution and cancellation of automatic driving by the automatic driving setting means. apparatus. 25. The electronic vehicle according to claim 25, wherein when the automatic traveling is performed, the operation state of the electronic throttle is controlled in a direction in which the opening operation is suppressed as compared with the case where the automatic traveling is stopped. 25. The automatic traveling control device according to 24. 26. A pedal reaction force adjuster used in the automatic traveling control device according to claim 1, wherein, during the automatic traveling, a pedal is moved from a direction opposite to a pedal depression direction. A pedal reaction force adjuster, characterized in that the pedal reaction force adjuster is provided with a mechanism for projecting the pedal to contact the pedal and applying a reaction force to the pedal when the pedal is depressed. 27. A recording medium on which is recorded means for realizing the function of the automatic traveling control device according to any one of claims 1 to 25.