JP2000168395A - Running control device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set a release condition of each system so as to prevent both forward/backward and side control from being simultaneously given to a driver, by providing an operation integrated control means performing control in such a manner that a lane keep system can be operated only in the case that an inter-vehicle control type constant speed running system is in operation. SOLUTION: An inter-vehicle control type constant speed running system (ACC) control unit 20 outputs a control command value to a throttle control circuit 21 and a brake control circuit 22 to perform car speed and inter-vehicle control, based on data from a vehicle forward radar 12 and an ACC operating switch 30. A lane keep system (L/K) control unit 50 outputs a command value connecting a motor and a steering system and a control command value to a motor controller 51, in accordance with operation in an L/K operating switch 43. In the case of operating a brake from a condition controlling both ACC and L/K, when ACC control is released, L/K control is also released, and an alarm is output from an alarm display device 60.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an inter-vehicle distance control type constant-speed traveling system which measures an inter-vehicle distance to a preceding vehicle, and controls a throttle or a brake so that the value becomes a target inter-vehicle distance. The present invention belongs to the technical field of a vehicle travel control device combined with a lane keeping system for keeping a vehicle in a lane.

[0002]

2. Description of the Related Art As a conventional example relating to an inter-vehicle control type constant speed traveling system, there is known one as disclosed in Japanese Patent Application Laid-Open No. 7-081453. This measures the inter-vehicle distance to the preceding vehicle, and when there is no preceding vehicle, if the preceding vehicle exists, the inter-vehicle distance becomes the target inter-vehicle distance so that the vehicle travels at the determined target vehicle speed. As described above, the throttle opening of the engine is controlled in each scene, and feedback control is performed.

As a conventional example of the lane keeping system, there is known a system described in Japanese Patent Application Laid-Open No. Hei 7-104850. This is to recognize a lane marker or the like by image recognition, thereby recognizing a lane area where the own vehicle is traveling, and controlling the steering torque so as to stay in the lane.

[0004] Such a conventional inter-vehicle control type constant speed traveling system controls the driver in the front-rear direction (vehicle speed and inter-vehicle distance) by the driver, and the lane keep system controls the lateral direction (steering angle) of the vehicle by the driver. The vehicle travel control device may assist or substitute both front-rear and lateral control by combining these.

[0005]

However, the above-mentioned 2)
There is a problem as described below in the vehicle travel control device combining the two systems.

[0006] These two types of systems use different methods for the sensing method for recognizing the inter-vehicle distance and the lane area, and for the attacker for controlling the throttle and the steering torque. Since these sensors and actuators each have a recognition limit and a control limit, each system defines each controllable area, and if it deviates from the controllable area for any reason, driving assistance,
Alternatively, the substitute is canceled and the operation is shifted to the normal operation by the driver. Further, since the sensors and the actuators are different for each system, the conditions for releasing the sensors and the actuators are different.

[0007] These two types of systems are simply combined, and the control is released for some reason from a state in which the vehicle is running in a situation where both the front and rear and lateral control of the vehicle are assisted / substituted. Let's consider a scene that shifts to driving. At this time, the inter-vehicle control type constant speed traveling system assists or substitutes the forward / backward control by the driver, and the lane keep system assists or substitutes the lateral control by the driver. If the driver has to start two control operations at the same time, the driving load on the driver may increase temporarily.

The present invention has been made in view of such a conventional problem. The lane keeping system is operated only when the inter-vehicle control type constant speed traveling system is in operation, and the system is operated under various release conditions. It is an object of the present invention to solve the above-mentioned problem by setting release conditions of each system so that both front-rear and lateral control are not transferred to the driver at the same time.

[0009]

Means for Solving the Problems The solution of claim 1 is as follows.
An inter-vehicle distance detecting means for detecting an inter-vehicle distance between the host vehicle and a preceding vehicle; an inter-vehicle control system for controlling a throttle or a brake so as to keep the inter-vehicle distance at a predetermined target inter-vehicle distance; An inter-vehicle control type constant speed traveling system having first driver operation input means for starting / stopping / changing the contents of the vehicle, and binarizing the scene in front of the own vehicle imaged using a CCD camera or the like. Own vehicle lateral deviation amount calculating means for calculating the lateral deviation amount of the white vehicle between the driving lane markers detected by performing image processing, and the own vehicle calculated by the own vehicle lateral deviation amount calculating means A lateral deviation control means for calculating a steering torque command value for controlling the lateral deviation to a predetermined value, and an electric motor coupled to a steering column shaft via an electromagnetic clutch, the lateral deviation control means Calculated by Steering torque applying means for adding the steering torque corresponding to the steering torque command value to the steering wheel, starting is operated by a driver of the lateral displacement amount control and
A lane keeping system having a second driver operation input means for performing a stop, and a lane keeping system having a lane keeping system, wherein only when the headway control type constant speed traveling system is operating, the lane keeping system is An integrated system operation control means for controlling the operation is provided.

A second aspect of the present invention is a vehicle travel control device according to the first aspect, wherein the system operation comprehensive control means cancels the lane keeping system when the vehicle speed falls below a first predetermined value. Means for canceling the inter-vehicle control type constant speed traveling system when the vehicle speed is equal to or less than a second predetermined value smaller than the first predetermined value and when a predetermined time has elapsed after the release of the lane keeping system. And

A third aspect of the present invention is the vehicle travel control device according to the first aspect, wherein the system operation comprehensive control means cancels the lane keeping system when the vehicle speed falls below a first predetermined value. After the release of the lane keep system, when the second predetermined time has elapsed after the driver has performed the lane keep system release operation, and the vehicle speed is equal to or less than a second predetermined value smaller than the first predetermined value. In this case, a means for canceling the inter-vehicle control type constant speed traveling system is adopted.

A fourth aspect of the present invention is the vehicle traveling control device according to the first aspect, wherein the system operation comprehensive control means is operated in a state where the inter-vehicle control type constant speed traveling system and the lane keeping system are simultaneously operated. When the driver performs the braking operation, the inter-vehicle control type constant speed traveling system and the lane keeping system are simultaneously released, and the driver is notified of the release of the lane keeping system for a predetermined time.

According to a fifth aspect of the present invention, in the vehicle traveling control apparatus according to the first or fourth aspect, the system operation comprehensive control means is configured to simultaneously operate the inter-vehicle control type constant speed traveling system and the lane keeping system. If the driver performs a braking operation in a situation where the vehicle is running, the inter-vehicle control constant speed traveling system and the lane keep system are simultaneously released, and after the inter-vehicle control constant speed traveling system and the lane keep system are released, the lane by the driver is released. Means for resuming control of both the inter-vehicle control constant speed traveling system and the lane keep system if the control start or control return operation of the inter-vehicle control constant speed traveling system is performed before the keep system release operation is performed And

According to a sixth aspect of the present invention, in the vehicle travel control apparatus according to the first aspect, the system operation comprehensive control means is operated in a state where the inter-vehicle control constant speed traveling system and the lane keeping system are simultaneously operated. When the driver performs a control stop operation of the inter-vehicle control type constant speed traveling system, the inter-vehicle control type constant speed traveling system is released, and the driver is notified that the lane keeping system is released after a predetermined time. Means for releasing the control of the lane keeping system after a predetermined time.

According to a seventh aspect of the present invention, in the vehicle travel control device according to the first or sixth aspect, the system operation comprehensive control means is configured to simultaneously operate the inter-vehicle control type constant speed traveling system and the lane keeping system. When the driver cancels the control of the inter-vehicle control type constant-speed traveling system in a situation where the vehicle is running, the inter-vehicle control type constant-speed traveling system is released. Means for resuming control of both the inter-vehicle control constant speed traveling system and the lane keep system if the control start or control return operation of the inter-vehicle control constant speed traveling system is performed before the keep system release operation is performed And

[0016]

According to the first aspect of the present invention, the lane keeping system can be operated only under the condition that the headway control type constant speed traveling system is operating. Accordingly, when the driver operates each system, the order between the systems is easy to understand, and when the control is released, the order is easy to understand. Therefore, it is possible to smoothly shift to the normal operation by the driver. . Further, since the operating condition of the lane keeping system is limited to the operation of the inter-vehicle control type constant speed traveling system, the vehicle speed change during the operation of the lane keeping system becomes relatively smooth, and the change in steering characteristics due to the vehicle speed fluctuation is reduced. Therefore, the effect of improving the control stability of the lane keeping system can be obtained.

According to the second aspect of the present invention, when the vehicle speed becomes equal to or lower than the first predetermined vehicle speed, the lane keeping is performed first when the inter-vehicle control type constant speed traveling system and the lane keeping system are both operating. By canceling the system, and after a predetermined time, and when the vehicle speed becomes equal to or less than the second predetermined vehicle speed, the inter-vehicle control type constant speed traveling system is released,
It is possible to provide a time difference between the transition of the two controls to the driver, and it is possible to smoothly transition to the normal operation by the driver.

According to the third aspect of the present invention, after the vehicle speed falls below the first predetermined vehicle speed and the lane keeping system is released, a switch operation having the meaning of releasing the lane keeping system is performed by the driver. In this case, the driver of the two controls is released by canceling the inter-vehicle control type constant speed traveling system after a predetermined time and subsequently when the vehicle speed becomes equal to or less than the second predetermined vehicle speed. It is possible to provide a time lag in the transition to, and it is possible to smoothly transition to normal driving by the driver. Further, in addition to the effect of claim 2, after confirming that the lateral control has been transferred to the driver, it is possible to transfer the vertical control to the driver. It can be performed reliably.

According to the fourth aspect of the invention, when the driver performs a braking operation, both the inter-vehicle control type constant speed traveling system and the lane keeping system are immediately released, and the lane keeping system is released. The driver is notified of the release. Thus, following the longitudinal control that has already been transferred to the driver by the braking operation, the lateral control can also be promptly transferred to the driver, and the driver can be notified that the lateral control has been transferred. Become.

According to the fifth aspect of the present invention, after both systems are released by the braking operation, before the driver performs a switch operation having the meaning of releasing the lane keeping system, the inter-vehicle control is performed. When the driver performs a switch operation having a meaning of starting or returning control of the type constant speed traveling system, the control of both systems is returned. This makes it possible to quickly return to the state before the release if the release of both systems by the driver's braking operation is not intended.

According to the sixth aspect of the invention, when the driver performs a switch operation to stop the control of the inter-vehicle control constant speed traveling system, the inter-vehicle control constant speed traveling system is immediately activated. On the other hand, the control is canceled after the control of the lane keeping system is continued for a predetermined time, and the driver is notified that the lane keeping system will be released from now. As a result, first, the longitudinal control can be shifted to the driver by releasing the inter-vehicle control type constant speed traveling system, and subsequently, the lateral control can be shifted to the driver with sufficient time.

According to the present invention, after the inter-vehicle control type constant speed traveling system is released with the switch operation, the driver performs a switch operation having the meaning of releasing the lane keeping system. If the driver has previously performed a switch operation having the meaning of starting or returning control of the inter-vehicle control constant speed traveling system, the control of both systems is returned. This makes it possible to quickly return to the state before the release when the release of the lane keeping system by the driver's switch operation is not intended.

[0023]

DESCRIPTION OF THE PREFERRED EMBODIMENTS (Embodiment 1) Embodiment 1 is a traveling control device for a vehicle corresponding to the first to seventh aspects of the present invention. First, the configuration will be described. FIG. 1 is an overall system diagram showing a vehicle travel control device according to a first embodiment.
The overall system is an inter-vehicle control type constant speed traveling system (Adaptive
Cruise Contro1; hereinafter abbreviated as ACC) 10 and a lane keeping system (hereinafter abbreviated as L / K) 40.

The ACC 10 is configured as follows. The inter-vehicle distance sensor 11 is a distance sensor such as a laser radar for a vehicle, and measures the inter-vehicle distance to a preceding vehicle. The vehicle speed sensor 12 measures the current vehicle speed of the own vehicle. Each of the steering wheel angle sensor 13, the accelerator sensor 14, and the brake sensor 15 measures a driving operation amount of the driver. The output of each of these sensors is input to the ACC control unit 20. In addition to these sensor outputs, the ACC control unit 20 receives an output from an ACC operation switch 30 for starting, releasing, and changing the control content of the headway control type constant speed traveling system. The ACC operation switch 30 includes a main power supply SW31, a SET / COAST
SW32, RESUME / ACCELSW33, CANCELSW34 are attached, and inputs of these SWs are sent to the ACC control unit 20, respectively. SET / COAST SW32 and RESUME / A
The CCELSW 33 outputs a SET signal and a RESUME signal at the beginning of pressing, respectively, and outputs a COAST signal and an ACCEL signal, respectively, when continuously pressed. The ACC
The throttle control command value and the brake control command value from the control unit 20 are output to a throttle control circuit 21 and a brake control circuit 22, respectively. Based on these command values, the throttle and brake fluid pressure of the engine are controlled so that the following distance or vehicle speed becomes the target value.

Subsequently, the L / K 40 is configured as follows. The CCD camera 41 is fixedly installed on an inner mirror stay or the like in the vehicle interior, and captures an image of a situation in front of the vehicle. The captured image data is sent to the image processing unit 42, and a lane marker near the own vehicle is detected by a process such as binarization. Further, the lateral displacement y in the traveling lane and the yaw angle に 対 す る with respect to the lane marker tangent are calculated. The result of the arithmetic processing in the image processing unit is sent to the L / K control unit 50 of the system. The L / K control unit 50 includes, in addition to the image processing data, an L / K
The K operation switch 43 and the turn signal switch 44 are input.
Here, the L / K operation switch 43 is a push-in switch, and the lateral deviation maintaining control is performed only when this switch is pressed. The L / K control unit 50
Outputs a control command value to the motor controller 51. The motor controller 51 controls the rotation speed of the motor 52 based on a control command value from the L / K control unit 50. L /
The control state of the K control unit 50 and an alarm issued as required are output to the alarm / display device 60. alarm·
The display device 60 includes a speaker 61 for generating an alarm sound and a display 62 for displaying a control state and an alarm.

FIG. 2 is a perspective view showing a sensor system and a steering system in the vehicle travel control device according to the first embodiment. A
The CC control unit 20 outputs a control command value to the throttle control circuit 21 and the brake control circuit 22 based on data from the ACC operation switch 30 installed on the vehicle front radar 12 and the steering wheel 71, and controls vehicle speed and headway control. Do. Further, the L / K control unit 50 outputs a command value for connecting the motor 53 and the steering system toward the control clutch 55 in accordance with the operation of the L / K operation switch 43, and simultaneously outputs the command value to the motor controller 51. Outputs the control command value. The torque sensor 57 detects the steering wheel 71
If the steering torque applied by the driver exceeds the predetermined value, the control is immediately interrupted and the output to the control clutch 55 is stopped in order to return to manual steering. The motor controller 51 controls the rotation speed of the motor 53 based on the control command value from the L / K control unit 50 and the torque value detected by the torque sensor 57, and controls the steering wheel 71 via the control clutch 55 and the steering shaft. Is given a control torque.

Next, the operation will be described.

First, an outline of the operation of the entire apparatus will be described. When the driver presses the main power switch SW31 of the ACC operation switch 30, the ACC control unit 20 starts operating and enters the standby state. Furthermore, when the vehicle speed is the minimum vehicle speed V1
In the above state, when the SET signal is input from the ACC operation switch 30, it is turned on. In the ON state, vehicle speed control or inter-vehicle control is performed until a predetermined cancellation condition is satisfied in accordance with each switch signal from the ACC operation switch 30 and the output value of each of the steering wheel angle / accelerator / brake sensors 13 to 15. The vehicle speed control and the inter-vehicle control are performed based on the detected inter-vehicle distance from the inter-vehicle distance sensor 11 and the inter-vehicle speed sensor 12.
The ACC control unit 20 automatically determines each control command value according to the detected vehicle speed value, and outputs each control command value to a throttle control circuit 21 and a brake control circuit 22 that perform various controls.
Based on the control command value, the throttle control circuit 21 controls the throttle so that the throttle opening is further opened, for example, when a command value for increasing the vehicle speed is input. Similarly, the brake control circuit 22 controls to increase the brake fluid pressure when a command value for decreasing the vehicle speed is input. The L / K control unit 50 starts operating while the ACC control unit 20 is operating, and enters the standby state. Further, by operating the L / K operation switch 43 when the image processing unit 42 can recognize the lane well and the vehicle speed is equal to or higher than the minimum vehicle speed V2,
The lateral deviation maintaining control is started.

Subsequently, using the flow chart of FIG.
The processing contents of the ACC control unit 20 will be described in detail.
When the main power supply SW31 is pressed, the ACC control unit 20 starts operating. First, initialization processing is performed in step 101. Here, the set vehicle speed Vset, which is the target vehicle speed during the vehicle speed control, is set to 0, and the variable MODE indicating the control state is set to "STAND BY". Where the control state variable MODE is
If either the vehicle speed control or the headway control is being performed, “ON” is indicated, and if not, the state of the vehicle “STAND BY”, which is the same as the initial state, is indicated. Next, at step 102, the current vehicle speed V is read from the vehicle speed sensor 12. In step 103, the ACC operation switch
From 30, a signal indicating which switch is pressed is read. In step 104, the control state variable MODE is set to "STAND
It is determined whether it is "BY" or "ON".

[When MODE = STANDBY] Step 111-
At 115, it is determined whether or not to start the control.
In step 111, it is determined whether or not the vehicle speed V is higher than the minimum operation vehicle speed V0. If the vehicle speed V is equal to or lower than the minimum vehicle speed V0, the subsequent processing is not performed. In step 112, ACC
The switch operation read from the operation switch 30 is determined. SE
If the T signal has been input, the set vehicle speed Vset is set to the same value as the current vehicle speed V in step 114. On the other hand, when the RESUME signal is input, it is determined in step 113 whether the set vehicle speed Vset is 0 (whether the vehicle is in the initial state). If Vset is 0, no further processing is performed. If Vset is not 0, it means that the set vehicle speed recorded last time remains, so that value is used as it is, and the routine proceeds to step 115. After the set vehicle speed Vset has been set (or after the previous value has been used), in step 115, the control state variable MODE is set to "ON".
To end the current process and proceed to the next process (step 102).

[When MODE = ON] Steps 121 to 142
Now, determine whether to end the control, change the control content,
Switching of vehicle speed / vehicle distance control is being performed. First, step
121, handle angle / accelerator / brake sensor 13 ~
Read the output value from 15. Next, at step 122, L
The L / K control state is read from the / K control unit 50.
Subsequently, in step 123, the detected distance D between the vehicles from the inter-vehicle distance sensor 11 is read. In step 124, it is determined whether or not a cancel condition for determining whether to stop the vehicle speed / inter-vehicle control is satisfied. Here, the cancellation condition is as follows.

Release condition due to decrease in vehicle speed Release condition due to driver's brake operation Release condition due to CANCELSW input If any of the above conditions is satisfied, the process proceeds to step 141, where control stop processing is performed. However, if the condition is not satisfied, the flow proceeds to the control processing of step 125 and subsequent steps.
In step 125, the SW operation read from the ACC operation switch 30 is determined, and the set vehicle speed is changed. If the SW operation input is an ACCEL signal, at step 126 the set vehicle speed V
set is increased by a certain amount (for example, 1 km / h). If the SW operation input is a COAST signal, at step 127 the set vehicle speed Vset is reduced by a fixed amount (for example, 1 km / h). If the SW operation input is a SET signal, the set vehicle speed Vset is set to the same value as the current vehicle speed V in step 128. If the SW operation input is other than the above, or if there is no input,
The set vehicle speed is not changed. Regardless of whether or not there is a change, the process proceeds to step 131 and subsequent steps. In step 131, the vehicle speed control 13
2 or the inter-vehicle control 133 is determined according to the value of the inter-vehicle distance detection value D. The determination formula here is whether the inter-vehicle distance detection value D is larger than the inter-vehicle control start distance Dstart, and the inter-vehicle distance detection value D is set to the inter-vehicle control start distance Dst.
If it is larger than art (D> Dstart), step
At 132, the vehicle speed is controlled. Conversely, when the following distance detection value D is equal to or less than the following distance Dstart (D ≦ Dstart),
In step 133, headway control is performed. Here, the inter-vehicle control start distance Dstart is a function of the relative speed Vr (when approaching, positive) between the own vehicle and the preceding vehicle, which is obtained from a change in the inter-vehicle distance detection value D over time. Also, the target inter-vehicle distance Dse in the inter-vehicle control.
t is a function of the preceding vehicle speed Va (a value obtained by subtracting the relative speed Vr from the own vehicle speed V). For example, a proportional relationship is obtained by the following equation which multiplies the preceding vehicle speed Va by a target inter-vehicle time Tset which is a constant value. Dset = Va × Tset Here, the target inter-vehicle time Tset may be set to, for example, about 2 seconds. The relationship between the inter-vehicle control start distance Dstart and the relative speed Vr may be, for example, a relationship of a quadratic function.
It can be obtained from the following equation. ^{Dstart = Dset + Vr 2 / (} 2 α) where, alpha is a constant value, meaning deceleration target value generated by the control, set to a value smaller than the maximum value that can be generated deceleration brake control circuit 22 I do.

Details of the vehicle speed / inter-vehicle control will be described below.

[Vehicle speed control (step 132)] The vehicle speed control is a control for traveling while maintaining a preset vehicle speed Vset when it is not necessary to control the inter-vehicle distance to the preceding vehicle. The function is the same as that of a conventional constant speed traveling device (auto cruise device). Own vehicle speed V
Control circuit 21 so that the vehicle speed becomes the set vehicle speed Vset.
Feedback control of the command value to keep the constant vehicle speed.

[Inter-vehicle control (step 133)] The vehicle speed control determines the inter-vehicle distance to the preceding vehicle when there is a preceding vehicle traveling at a speed lower than the set vehicle speed Vset.
This is control to keep the vehicle running as set. The command value to the throttle control circuit 21 and the command value to the brake control circuit 22 are feedback controlled so that the inter-vehicle distance detection value D becomes the target inter-vehicle distance Dset determined according to the vehicle speed of the preceding vehicle. keep. The command value to the brake control circuit 22 is output when the degree of approach to the preceding vehicle is large and a relatively large deceleration that cannot be absorbed by the engine brake is required. Thus, the steps
After performing the vehicle speed / vehicle distance control in step 132 or step 133, in step 134, the L / K control unit 50
Outputs the control state of CC. Then, the process returns to step 102 and proceeds to the next process. If the cancel condition described above is satisfied in step 123, the control amounts of the throttle and brake are set to 0 in step 141 as control stop processing, and then the control state variable MODE is set to "ST" in step 142.
AND BY ”and proceed to the next process.

Subsequently, using the flowchart of FIG.
The processing contents of the L / K control unit 50 will be described in detail.
First, in step 201, the image processing result of the road image ahead is input from the image processing unit 42. Next, in step 203, L
A switch operation amount of the / K operation switch 43 is input. Further, at step 205, the ACC control state is read from the ACC control unit 20. Subsequently, in step 207, it is determined whether or not to perform mechanical deviation maintaining control. The determination conditions here are the following conditions.

A. The lane recognition is being detected well. The vehicle speed is equal to or higher than a predetermined value V1. L / K operation switch is on. If all of the above A to D are satisfied during the ACC control or within a predetermined time after operating the ACC cancel switch, step 20 is executed.
The process proceeds to step 9 to perform the lateral deviation maintaining control. If the control is not satisfied, the process proceeds to step 213. Then step 20
In step 9, lateral deviation maintenance control is performed. Here, an electric motor 53 and a steering shaft are connected to the control clutch so that the steering can be controlled by the electric motor 53, and a control command value of a torque to be generated by the electric motor 53 to the motor controller 51. Is output. The control command value is determined so that the lateral deviation amount of the own vehicle in the own lane is constant. Finally, for the ACC control unit 20, L
/ K control state is output, and the current process ends. Steps
If it is determined in 207 that the lateral deviation maintaining control is not performed, an alarm process is performed as needed in step 213, and the current process ends. Here, the ACC cancel condition in step 124 and the L / K controllable condition in step 207 will be described together in detail. The processing content here corresponds to claims 2 to 7 of the present invention.

[・ ACC release condition due to decrease in vehicle speed] AC
C is set to operate only at a predetermined vehicle speed V2 or higher. Here, the set vehicle speed V2 is set lower than the operating vehicle speed V1 of L / K. For example, V2 is 40 km / h, V1 is 50 km / h
Set to. Further, when the vehicle speed becomes lower than the L / K operating vehicle speed V1 from the state in which both the ACC and the L / K are controlled, when the L / K is released, the predetermined time T1 elapses thereafter. ACC is not released even if the vehicle speed falls below the ACC operating vehicle speed V2. Here, the predetermined time T1 is:
After the lateral control is transferred to the driver, the time is set to a time, for example, about 3 seconds, to allow for a response that can be handled even when the vertical control is transferred. FIG. 5 shows a state of release due to a decrease in vehicle speed. Similarly, when the vehicle speed becomes lower than the L / K operating vehicle speed V1 from the state where both the ACC and the L / K are controlled, the L / K is released. L / K meaning release of L / K control by the user
When the operation switch 43 is operated, a predetermined time T
Even after the elapse of the predetermined time T2 from the operation of the L / K operation switch 43, the vehicle speed becomes AC
ACC is released when the vehicle speed is lower than the C operating vehicle speed V2. Here, the predetermined time T2 is set to a value smaller than the predetermined time T1, for example, about 1 second. With this setting, L /
After the lateral control is transferred to the driver following the release of the K control, if the driver performs an operation to confirm the transfer, the ACC is performed without waiting for the predetermined time T1 to elapse.
Can be canceled. FIG. 6 shows a state of cancellation under this condition.

[ACC release condition by driver's brake operation] When the driver's brake operation is performed, the ACC control is immediately released. At this time, since the longitudinal control has already been transferred to the driver by the brake operation, the lateral control may be subsequently transferred.
Therefore, when a driver performs a brake operation from a state in which both ACC and L / K are controlled, A
By releasing the CC control, the L / K control enabling condition D is not satisfied, and the L / K control is also released. However, in this case, the driver may perform the brake operation without thinking that the L / K control will be released. Therefore, in the warning process of step 213, an alarm indicating that the L / K control has been released is issued. Is output from the alarm / display device 60. This alarm is stopped when the driver turns off the L / K operation switch 43 (stops pushing) after releasing ACC and L / K under this condition. Let it. FIG. 7 shows a situation of cancellation under this condition. If the driver operates the ACC operation switch 30 to perform a SET or RESUME input before the driver turns off the L / K operation switch 43, the driver will return to the previous state. , And control of both ACC and L / K is restarted. FIG. 8 shows a state of return from cancellation under this condition.

[ACC Release Condition by CANCELSW Input] When the driver inputs a cancel switch using the ACC operation switch 30, the ACC control is immediately released. At this time, since the longitudinal control of the vehicle is shifted to the driver with the release of the ACC, and the shift of the lateral control is not performed at the same time, the L / K control unit 50 is controlled so that the L / K control is continued for a predetermined time T3. Output data to As a result, of the L / K controllable conditions in step 207, A
Since the condition of D which is a predetermined time after the input of the CC cancel switch is cleared, the L / K control is continued for a predetermined time T3. Here, the predetermined time T3 is set to, for example, about 10 seconds to secure a margin for the driver to accept the shift of the lateral control. During this predetermined time, step
In the alarm process at 213, an alarm notifying that the L / K control is about to be released is output from the alarm / display device 60. As a result, when the driver can respond to the release of the L / K control, an operation of turning off the L / K operation switch 43 is performed, and the L / K control is released. FIG.
Figure 2 shows the situation of cancellation under these conditions. On the other hand, if the L / K control is continued and the SET or RESUME input is performed by operating the ACC operation switch 30, the driver wants the control to return to the previous state. And restarts the control of the ACC, and returns to the state where both the ACC and the L / K are controlled. FIG. 10 shows a state of return from cancellation under this condition.

By performing the above processing, AC
L / K control becomes possible only during the C control, and when the driver operates each system, the order of the system questions can be easily understood, and even when the control is released, the order can be easily understood.
A smooth transition to normal driving by the driver can be achieved.

When the vehicle speed becomes equal to or lower than the predetermined vehicle speed V1 from the situation where ACC and L / K are simultaneously controlled, the lane keeping system is first released and the predetermined time T1
Later, when the vehicle speed becomes equal to or lower than the predetermined vehicle speed V2, by releasing the inter-vehicle control type constant speed traveling system, it is possible to provide a time difference between the transition of the two controls to the driver. It is possible to smoothly shift to normal operation. Further, when the operation of turning off the L / K operation switch is performed after the lane keeping system is released after the vehicle speed becomes equal to or lower than the predetermined vehicle speed V1, the vehicle speed becomes equal to or lower than the predetermined vehicle speed V2 after the predetermined time T2. Then, by canceling the inter-vehicle control type constant speed traveling system, it is possible to transfer the longitudinal control to the driver after confirming that the lateral control has been transferred to the driver. It is possible to more reliably transfer to the driver.

When the driver operates the brake, both the inter-vehicle control type constant speed traveling system and the lane keeping system are immediately released, and the driver is notified that the lane keeping system has been released. Thus, following the longitudinal control already transferred to the driver by the braking operation, the lateral control also promptly transfers to the driver, and the driver can be notified that the lateral control has been transferred. . Further, after both systems are released, before the operation of turning off the L / K operation switch is performed, the SET of ACC is performed.
Alternatively, when the RESUME switch operation is performed by the driver, the two systems are returned to the control, and if the release of both systems by the driver's braking operation is not intended, the state immediately before the release is restored. Can be returned to.

When the driver operates the cancel switch of the inter-vehicle control type constant speed traveling system, the inter-vehicle control type constant speed traveling system is immediately released, while the control of the lane keeping system is continued for a predetermined time T3. After that, the driver releases the lane keeping system and informs the driver that it is about to be released.First, the longitudinal control is transferred to the driver by releasing the inter-vehicle control type constant speed traveling system. It is possible to shift the lateral control to the driver with a margin. Further, after the inter-vehicle control type constant speed traveling system is released, before the operation of turning off the L / K operation switch is performed, the ACC SET or RE is set.
When the SUME switch operation is performed by the driver, by returning the control of both systems, if the release of the lane keeping system by the driver's switch operation is not intended, the system immediately returns to the state before the release. Can be returned to.

[Brief description of the drawings]

FIG. 1 is an overall system diagram showing a vehicle travel control device according to a first embodiment.

FIG. 2 is a perspective view showing a configuration of a sensor system and a steering system of the vehicle travel control device according to the first embodiment.

FIG. 3 is a flowchart showing a flow of processing in an ACC control unit of the vehicle travel control device of the first embodiment.

FIG. 4 is a flowchart showing a flow of processing in an L / K control unit of the vehicle travel control device according to the first embodiment.

FIG. 5 is a diagram illustrating a situation in which the ACC control is canceled due to a decrease in the vehicle speed in the vehicle travel control device of the first embodiment.

FIG. 6 is a diagram showing a ACC control release state (with switch operation) due to a decrease in vehicle speed in the vehicle travel control device of the first embodiment.

FIG. 7 is a diagram showing a situation in which the ACC control is released by a brake operation in the vehicle travel control device of the first embodiment.

FIG. 8 is a diagram showing release and return of ACC control by a brake operation in the vehicle travel control device of the first embodiment.

FIG. 9 is a diagram showing an ACC control release state by operating the ACC cancel switch in the vehicle travel control device of the first embodiment.

FIG. 10 shows an ACC in the vehicle traveling control device according to the first embodiment.
FIG. 9 is a diagram illustrating ACC control release and return by cancel switch operation.

[Explanation of symbols]

 Reference Signs List 10 inter-vehicle control type constant speed traveling system 11 inter-vehicle distance sensor 12 vehicle speed sensor 13 handle angle sensor 14 accelerator sensor 15 brake sensor 20 ACC control unit 21 throttle control circuit 22 brake control circuit 30 ACC operation switch 40 lane keeping system 41 CCD camera 42 image Processing unit 43 L / K operation switch 44 Turn signal switch 50 L / K control unit 51 Motor controller 52 Motor 53 Steering torque sensor 55 Electromagnetic clutch 59 Steering gear box 60 Alarm / display device 61 Speaker 62 Display 71 Steering wheel

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3D032 CC02 CC20 CC50 DA03 DA15 DA22 DA23 DA77 DA84 DA88 DA91 DA92 DA93 DC09 DC33 DC34 DC38 EA01 EB04 EB11 EC22 EC27 FF01 FF07 GG01 3D044 AA11 AA21 AC16 AC24 AC26 AC31 AC39 AC04 AD04 AE21 3G093 AA01 BA23 CB10 CB12 DA06 DB00 DB05 DB16 EA09 EB04 FA04 FB01 FB02 FB05 5H180 AA01 CC04 LL01 LL04 LL07 LL08 LL09

Claims (7)

[Claims] An inter-vehicle distance detecting means for detecting an inter-vehicle distance between a host vehicle and a preceding vehicle; an inter-vehicle control unit for controlling a throttle or a brake so as to maintain the inter-vehicle distance at a predetermined target inter-vehicle distance; An inter-vehicle control type constant-speed traveling system having first driver operation input means for starting, stopping, and changing the content of the inter-vehicle control that is operated, and a scene in front of the own vehicle imaged using a CCD camera or the like. Own vehicle lateral deviation amount calculating means for calculating the lateral deviation amount of the white vehicle between the driving lane markers detected by performing image processing such as binarization; and the own vehicle lateral deviation amount calculating means. A lateral displacement control means for calculating a steering torque command value for controlling the calculated lateral displacement of the host vehicle to a predetermined value; and an electric motor coupled to the steering column shaft via an electromagnetic clutch. Deflection amount control hand A steering torque applying means for adding a steering torque according to the steering torque command value calculated in the above to the steering wheel, and a second driver operation for operating the driver to start / stop the lateral deviation control. And a lane keeping system having an input means, and a lane keeping system having a lane keeping system, only when the headway control type constant speed traveling system is operating,
A vehicle travel control device provided with system operation general control means for controlling the lane keeping system to be operable. 2. The travel control device for a vehicle according to claim 1, wherein the system operation comprehensive control means releases the lane keeping system when the vehicle speed becomes equal to or less than a first predetermined value, and the vehicle speed becomes the first speed. When the predetermined value is equal to or less than a second predetermined value smaller than the predetermined value, and when a predetermined time has elapsed after the release of the lane keeping system, a means for releasing the inter-vehicle control type constant speed traveling system is provided. Running control device for vehicles. 3. The vehicle travel control device according to claim 1, wherein the system operation comprehensive control means releases the lane keeping system when the vehicle speed falls below a first predetermined value, and after the lane keeping system is released. When the second predetermined time has elapsed after the driver has performed the lane keeping system release operation and the vehicle speed has become equal to or less than the second predetermined value smaller than the first predetermined value, A travel control device for a vehicle, characterized in that it is means for releasing the control type constant speed travel system. 4. The vehicle travel control device according to claim 1, wherein the system operation comprehensive control means controls a braking operation by a driver in a situation where the inter-vehicle control constant speed traveling system and the lane keeping system are operating at the same time. A vehicle control system that simultaneously releases the inter-vehicle control type constant speed traveling system and the lane keeping system, and informs the driver that the lane keeping system has been released for a predetermined time. Travel control device. 5. The traveling control device for a vehicle according to claim 1, wherein the system operation comprehensive control means is controlled by the driver in a situation where the inter-vehicle control constant speed traveling system and the lane keeping system are simultaneously operated. When the braking operation is performed by the driver, the inter-vehicle control constant speed traveling system and the lane keeping system are simultaneously released, and after the inter-vehicle control constant speed traveling system and the lane keeping system are released, the lane keeping system releasing operation by the driver is performed. If the control start or control return operation of the headway control type constant speed traveling system is performed before
A travel control device for a vehicle, characterized in that it is means for resuming control of both the inter-vehicle control constant speed travel system and the lane keeping system. 6. The travel control device for a vehicle according to claim 1, wherein the system operation comprehensive control means is controlled by a driver while the constant speed traveling system and the lane keeping system are simultaneously operated. When the control stop operation of the cruise control system is performed, the inter-vehicle control type cruise control system is released, the driver is notified that the lane keeping system is released after a predetermined time, and the lane keeping is performed after a predetermined time. A vehicle travel control device, characterized in that it is means for canceling control of the system. 7. The vehicle travel control device according to claim 1, wherein the system operation comprehensive control means is controlled by the driver while the inter-vehicle control type constant speed traveling system and the lane keeping system are operating at the same time. When the control stop operation of the headway control type constant speed traveling system is performed by the driver, the headway control type constant speed traveling system is released, and after the headway distance control type constant speed traveling system is released, the lane keeping system release operation by the driver is performed. Means for restarting the control of both the inter-vehicle control constant speed traveling system and the lane keeping system if the control start or control return operation of the inter-vehicle control constant speed traveling system is performed before Running control device for vehicles.