JP2002123898A - Vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure both of a control over the speed of a vehicle according to a curve and a control over the speed in relation to a preceding vehicle, without making the driver feel incongruous. SOLUTION: The appropriate speed of the vehicle, at a curve, a toll gate or an intersection in front of one's own vehicle, is calculated on the basis of a road database and the position of the vehicle on a road stored in the road database. With the speed of the vehicle controlled to be kept below a calculated appropriate speed, the appropriate speed is changed according to the relationship between the position of the vehicle and the position of the preceding vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to speed control during vehicle running, and more particularly to deceleration control.

[0002]

2. Description of the Related Art Conventionally, when a vehicle is running, it is necessary to measure the inter-vehicle distance and the relative speed between the preceding vehicle running ahead of the own vehicle and the own vehicle, and it is necessary to decelerate from the inter-vehicle distance and relative speed. It is known that the speed is automatically decelerated when it is determined (Japanese Patent Laid-Open No. 6-96396). As a method of decelerating, there is a method of operating a brake or shifting down an automatic transmission. On the other hand, there is known a vehicle which automatically performs deceleration control in advance so as to approach an appropriate approach speed according to the shape of the curve when there is a curve ahead of the vehicle, for example, when there is a curve ahead of the vehicle (Japanese Patent Application Laid-Open No. HEI 9-163556). 9-280353). In the above-mentioned known example, the speed control according to the preceding vehicle and the speed control according to the shape of the curve are disclosed as independent controls.

When entering a curve, if there is a preceding vehicle ahead of the own vehicle, the preceding vehicle approaches the curve and enters the curve earlier than the own vehicle, so that the preceding vehicle decelerates before the own vehicle. Becomes Therefore, the inter-vehicle distance is rapidly reduced due to the speed difference between the preceding vehicle and the own vehicle, and therefore, the driver of the own vehicle needs to decelerate according to the inter-vehicle distance. On the other hand, if the speed estimated by the driver of the own vehicle to be appropriate when entering the same curve is smaller than the speed estimated by the driver of the preceding vehicle to be appropriate when entering the curve, the vehicle with the preceding vehicle Even if the relative distance is not reduced, the driver of the own vehicle needs to decelerate to reduce the approach speed to the curve. That is, when entering a curve, it is necessary to consider both deceleration control according to the shape of the curve and deceleration control according to the following distance or relative speed with the preceding vehicle.

Japanese Unexamined Patent Application Publication No. 11-82731 discloses a vehicle control device that combines deceleration control according to the shape of a curve with deceleration control according to the inter-vehicle distance to a preceding vehicle or relative speed. Further, Japanese Patent Application Laid-Open No. H11-20511 discloses a device for determining whether to continue or stop the control according to the situation of the vehicle around the host vehicle while the control based on the curvature of the curve is being performed. .

[0005]

However, considering a situation in which the vehicle control according to the relative distance or the relative speed with respect to the preceding vehicle is operated alone, the temporary decrease in the inter-vehicle distance, that is, the own vehicle decelerates It is not always the right situation to do so. When the driver does not want the vehicle to decelerate, the automatic deceleration control of the own vehicle gives the driver a very uncomfortable feeling. For example, even if the preceding vehicle decelerates by operating the brakes for some reason, it may re-accelerate immediately after that. Further, when the preceding vehicle changes the course to the adjacent lane, the preceding vehicle may change lanes while decelerating to match the flow of the vehicle running in the adjacent lane. In such a case, even if the inter-vehicle distance is temporarily reduced, it is expected that the preceding vehicle will soon leave the lane of the own vehicle, and thus there is often no need to decelerate the own vehicle.

Further, Japanese Patent Application Laid-Open No. 11-82731 discloses an apparatus for controlling deceleration of a host vehicle after detecting a driver's intention to decelerate after the inter-vehicle distance is reduced. As a means for detecting a driver's intention to decelerate, a method for detecting a state of an accelerator pedal operation or a brake pedal operation is disclosed. However, accelerator pedal operation and brake pedal operation are often performed in order to finely adjust the speed, and even if the driver operates the accelerator pedal or the brake pedal, the driver wants to decelerate more than usual. Cannot be determined. Therefore, there is a risk that speed control based on the inter-vehicle distance is performed in an inappropriate situation.

On the other hand, a vehicle traveling on a straight road usually requires deceleration just before a curve.
As described in JP-A-358-358 and JP-A-11-20511, it is effective to automatically decelerate just before a curve. However, as described above, if there is a preceding vehicle before the curve, the preceding vehicle decelerates first, so that deceleration control according to the situation of the curve alone is not sufficient. That is, it is effective to perform control in accordance with a road condition such as a curve, but in an actual traveling environment, the control content should be determined by simultaneously considering the relationship between the road condition and the preceding vehicle.

Japanese Patent Application Laid-Open No. 11-82731 discloses a device that combines speed control according to the condition of a curve and speed control according to the inter-vehicle distance with a preceding vehicle. The operation of the corresponding speed control alone is the same as the conventional inter-vehicle distance control, and does not reduce the possibility that the above-described inappropriate control is performed. JP-A-11-20511 discloses an example in which the inter-vehicle distance from a preceding vehicle is taken into consideration for control before a curve, but only information on the inter-vehicle distance is used to select whether to continue or cancel curve control. However, it does not realize control according to the following distance.

The above situation is not limited to the case where there is a curve ahead of the vehicle, but also applies to the case where deceleration is always required, for example, at a tollgate or at an intersection, especially at a T-junction. The existence of curves, toll booths and intersections does not involve the driver's discretion,
This is a so-called static road condition, and the traveling of not only the own vehicle but also the preceding vehicle is affected by the condition. Therefore, it is effective to control the own vehicle according to the static road condition, but the preceding vehicle also decelerates in the same road condition. You will be forced to slow down in response.

On the other hand, the behavior of the preceding vehicle itself may be arbitrarily determined by the driver of the preceding vehicle. For example, when changing lanes as described above. That is, there is a problem that the control is performed even in a situation where it is not appropriate to control the speed of the own vehicle depending only on the inter-vehicle distance from the preceding vehicle.

That is, when actually controlling the speed of the vehicle,
It is necessary to consider simultaneously the above-mentioned static situation and the so-called dynamic situation such as the movement of the preceding vehicle.
JP-A-230322 discloses an apparatus that includes an environment recognition unit that detects a traveling environment, a driving state, or a road condition of a vehicle, and that effectively controls an engine brake of the vehicle based on information of the unit. . However, the above-mentioned publication does not mention how a static situation and a dynamic situation should be associated with each other and controlled.

[0012] The present invention has been made in view of the above problems, and has as its object the object of making a curve, a tollgate, an intersection, or the like.
A vehicle control device suitable for an actual driving condition, which appropriately adjusts speed control required from a static road condition in relation to a preceding vehicle in a situation where deceleration is required by a so-called static road condition. It is to provide. In other words, by limiting only to situations where deceleration control is necessary in consideration of static road conditions, it is possible to prevent speed control according to the preceding vehicle from being performed in inappropriate situations. To provide a possible vehicle control device.

[0013]

In order to solve the above-mentioned object, the invention according to claim 1 comprises a road database, and a vehicle position specifying means for specifying a vehicle position on a road stored in the road database. An appropriate speed setting means for setting a specific point or section on the road ahead of the own vehicle and an appropriate speed at the point or section based on the road database and the own vehicle position; Road condition adaptive speed control means for controlling the speed of the own vehicle so as not to exceed the set appropriate speed; and a distance between the own vehicle and a preceding vehicle ahead of the own vehicle, or a relative distance between the own vehicle and the preceding vehicle. Preceding vehicle detecting means for detecting at least one of the speeds; and preceding vehicle adaptive speed control adjusting means for changing the value of the appropriate speed based on the detection result of the preceding vehicle detecting means. This is a characteristic vehicle control device.

According to a second aspect of the present invention, there is provided a road database, a vehicle position specifying means for specifying a vehicle position on a road stored in the road database, and a vehicle database based on the road database and the vehicle position. An appropriate speed setting means for setting a specific point or section on the road ahead of the vehicle, and an appropriate speed at the point or section; and the own vehicle so as not to exceed the appropriate speed set by the appropriate speed setting means. Road condition adaptive speed control means for controlling the speed of
Preceding vehicle detecting means for detecting at least one of an inter-vehicle distance between the own vehicle and a preceding vehicle ahead of the own vehicle, or a relative speed between the own vehicle and the preceding vehicle; and an inter-vehicle distance or relative distance detected by the preceding vehicle detecting means. Preceding vehicle adaptive speed control means for setting an appropriate inter-vehicle distance based on at least one of the speeds and controlling the speed of the own vehicle so as not to exceed the appropriate inter-vehicle distance; A control amount of the speed control of the own vehicle by the preceding vehicle adaptive type speed control means when the speed of the own vehicle is controlled or expected to be controlled by the control means; Control of the speed control of the own vehicle by the preceding vehicle adaptive speed control means when the speed of the own vehicle is not controlled or is not expected to be controlled by the speed control means If a vehicle control apparatus, characterized in that the different control amount.

The invention according to claim 3 is the invention according to claim 1 or 2.
Wherein the appropriate speed setting means sets an appropriate speed for a curve ahead of the host vehicle.

The invention according to claim 4 is the invention according to claim 1 or 2.
Wherein the appropriate speed setting means sets an appropriate speed for a tollgate located in front of the host vehicle.

According to a fifth aspect of the present invention, there is provided the first or second aspect.
Wherein the appropriate speed setting means sets an appropriate speed for an intersection in front of the host vehicle.

According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, at least one of the road condition adaptive speed control means and the preceding vehicle adaptive speed control means has a speed control means. The control is permitted when at least one of the released state of the accelerator pedal and the depressed state of the brake pedal is detected.

According to a seventh aspect of the present invention, in the vehicle control apparatus according to any one of the first to sixth aspects, at least one of the road condition adaptive speed control means and the preceding vehicle adaptive speed control means has a speed control means. In this case, the brake of the own vehicle is controlled.

According to an eighth aspect of the present invention, in the vehicle control device according to any one of the first to sixth aspects, at least one of the road condition adaptive speed control means and the preceding vehicle adaptive speed control means is provided with a speed control means. The present invention is characterized in that the shift speed or the gear ratio of the automatic transmission of the own vehicle is controlled.

According to a ninth aspect of the present invention, there is provided a communication-type appropriate speed setting means for setting an appropriate speed at a specific point or section ahead of the vehicle based on information obtained by communication from outside the vehicle.
Road condition adaptive speed control means for controlling the speed of the own vehicle so as not to exceed the appropriate speed set by the communication appropriate speed setting means, and an inter-vehicle distance between the own vehicle and a preceding vehicle ahead of the own vehicle, or Preceding vehicle detecting means for detecting at least one of the relative speeds of the own vehicle and the preceding vehicle; preceding vehicle adaptive speed control adjusting means for changing the value of the appropriate speed based on the detection result of the preceding vehicle detecting means; And a vehicle control device comprising:

[0022]

According to the first aspect of the present invention, a place where it is desired to run or stop at a lower speed than usual, such as a curve or a tollgate, ahead of the own vehicle based on the road database and the own vehicle position. When the vehicle is in front of the vehicle, set an appropriate speed to pass that point or section, and when controlling the speed of the vehicle so as not to exceed the appropriate speed, if there is a preceding vehicle, Since the appropriate speed is changed depending on the inter-vehicle distance or the relative speed with the preceding vehicle, the control based on the road conditions such as a curve and a tollgate and the relative relationship with the preceding vehicle at the same time, and more realistic control. Becomes possible. Furthermore, according to the first aspect of the present invention, speed control according to the relative speed with respect to the preceding vehicle is not performed in a place where there is no need to decelerate in a road condition such as a straight road.
For example, when the preceding vehicle changes lanes while decelerating, for example, it is possible to avoid an erroneous operation in a place where the inter-vehicle distance is reduced but the vehicle does not need to decelerate.

According to the second aspect of the present invention, when the preceding vehicle adaptive speed control is carried out alone, it is set so that only a small control effect can be obtained. Even if the corresponding control is performed, the influence of the malfunction on the driver can be reduced. On the other hand, when the preceding vehicle adaptive speed control is performed together with the road condition adaptive speed control or is expected to be performed, the control amount may be set so as to obtain a greater effect. It becomes possible. In this case, it is certain that there is a state to be decelerated in front of the own vehicle due to the road condition, so that a decrease in the distance from the preceding vehicle means that the own vehicle also needs to decelerate. In such a case, it is possible to perform control so as to obtain a great effect. In other words, when the own vehicle needs to decelerate, it is ensured that the inter-vehicle distance with the preceding vehicle is reduced. When it is not certain whether the own vehicle needs deceleration, it is possible to perform control with a small effect.

According to the third aspect of the present invention, when the vehicle is in front of a curve, the effect according to the first or second aspect of the present invention can be obtained.

Further, according to the invention of claim 4, when the host vehicle is in front of the tollgate, the effect according to the invention of claim 1 or 2 can be obtained.

According to the fifth aspect of the present invention, when the vehicle is in front of the intersection, the effect according to the first or second aspect of the present invention can be obtained.

According to the sixth aspect of the present invention, in the above-described vehicle control device, the state of the accelerator pedal or the brake pedal is detected and the above-described control is performed, so that the control reflecting the driver's intention to decelerate is performed. Can be.

According to the seventh aspect of the present invention, the above-described vehicle control device can be realized by using a brake of the own vehicle as a specific means for reducing the speed of the own vehicle.

According to the invention of claim 8, as the specific means for reducing the speed of the own vehicle in the above vehicle control, the present invention is realized by controlling the gear position or the gear ratio of the automatic transmission of the own vehicle. Becomes possible.

According to the ninth aspect of the present invention, it is possible to set an appropriate speed at a specific point or section ahead of the own vehicle based on information from outside the vehicle, so that the vehicle control device does not have a road database. In both cases, it is possible to realize a vehicle control device that achieves the same effect as that of claim 1 or claim 2.

[0031]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will be described below in detail. In this embodiment, a case where there is a curve as a road condition ahead of the vehicle to be considered will be described. FIG. 1 is a block diagram showing the configuration of the vehicle control device of the present invention. The vehicle control device includes a target speed calculation unit 11, an operation unit 12, a display unit 13, and a navigation system 1.
5, an inter-vehicle distance measuring means 16, a vehicle speed sensor 17, an accelerator sensor 141, a brake sensor 142, and an actuator 18. Accelerator sensor 141
Is a sensor that detects how much the driver depresses the accelerator pedal, and the detected depression amount is
It is supplied to the target speed calculating means 11. Note that, instead of the accelerator sensor, a throttle opening sensor that detects the opening of the throttle valve of the engine may be used. The brake sensor 142 is a sensor that detects how much the driver depresses the brake pedal, and the detected depression amount is supplied to the target speed unit 11. The brake sensor 142 detects whether the brake is depressed or not (ON / OFF).
Off sensor).

The navigation system 15 includes a navigation processing section, a data storage section, and a sensor for detecting the current position of the vehicle.

The data storage section has a map data file, a road data file, and the like as a so-called road database. Among the information stored in these files, a road data file is used for route search and map matching in normal navigation. This file contains the shape of the road, width, slope, road surface condition, number of lanes, whether or not it is a toll road, road number as a national or prefectural road, intersection, presence or absence of a traffic light, expressway entrance / exit, tollgate, etc Road information is stored.
Here, in the road data, the shape of the road is expressed as a set of points called nodes (node data) and a set of line segments connecting two adjacent nodes (link data). Each node has data of east longitude and north latitude, which can specify the position of the road on the map. The data storage unit is, for example, a DVD, C
Various media such as a D-ROM, an optical disk, a hard disk, and a memory card are used. Further, such information may be obtained from outside the vehicle via communication.

The sensor for detecting the current position of the vehicle in the navigation system 15 includes a sensor such as a GPS receiver, a vehicle speed sensor, a gyro sensor, and a direction sensor. The position of the vehicle on the data is specified (corresponding to the vehicle position specifying means).

The navigation system 15 as described above
Detects a curve ahead of the vehicle based on the road data. In addition, the curvature of the curve is calculated from information on the nodes and links constituting the curve. Further, as will be described later, the target speed calculating means 11 calculates an appropriate passing speed (appropriate speed) when traveling on the curve from the curvature of the curve, so that in this embodiment, the navigation system 15 and the target speed calculating means 11 This corresponds to an appropriate speed setting means. Also,
When detecting the curve, the navigation system 15 calculates the distance to the detected curve based on the vehicle position detected by the vehicle position detecting means.

The inter-vehicle distance measuring means 16 measures the inter-vehicle distance and the relative speed with the preceding vehicle running ahead of the own vehicle. As a device for measuring the inter-vehicle distance, for example, a configuration in which laser light is reflected to a vehicle ahead is adopted, and a transmitting device for transmitting laser light and a receiving device for receiving reflected laser light are provided. In addition, as a device for detecting the distance to the vehicle in front, a device that measures the arrival time of a reflected wave from an obstacle and a phase difference of a radio wave using an electric wave, an ultrasonic wave, or the like, and a so-called so-called using two CCD cameras. Measurement can also be based on stereoscopic vision. Further, the relative speed with respect to the preceding vehicle can be measured by measuring a temporal change in the inter-vehicle distance or by measuring a frequency change due to the Doppler effect (corresponding to a preceding vehicle detecting means). .

The target speed calculation means 11 includes information indicating whether or not there is a curve ahead of the vehicle detected by the navigation system 15.
In addition, the curvature of the curve and the distance to the curve are supplied, the following distance measuring means 16 supplies the following distance and the relative speed to the preceding vehicle, and the vehicle speed sensor 17 supplies the vehicle speed of the own vehicle. The target speed calculating means 11 calculates a target speed of the vehicle based on the supplied value. Then, a command value is output to the actuator 18 that actually controls the speed such that the actual speed of the own vehicle matches the target speed obtained in this manner. The actuator 18 includes, for example, a brake device, a gear position control device of an automatic transmission, and the like. The target speed calculation means 11 includes a road condition adaptive target speed calculation block 101 for calculating a target value for speed control in accordance with road conditions, and a speed control in accordance with an inter-vehicle distance to a preceding vehicle and a relative speed. The target speed calculation block 102 for the preceding vehicle for calculating the target value of the preceding vehicle is provided. That is, in this embodiment, the curvature of the curve in front of the vehicle is
Means for performing speed control according to the distance to the curve corresponds to road condition adaptive speed control means.

Accelerator sensor 141 and brake sensor 1
Reference numeral 42 is used to detect the state of the operation of the accelerator pedal or the brake pedal by the driver. When the accelerator pedal is operated, it can be determined that the driver wants to accelerate, so the driver wants to accelerate or decelerate the vehicle depending on the state of the accelerator pedal and brake pedal, such as not performing deceleration control. It is used to determine the driver's intention, such as whether or not.

The operating means 12 is a switch for selecting whether or not to perform the road condition adaptive speed control and the preceding vehicle adaptive speed control. Preferably, a switch for adjusting the strength of the control effect is also provided. The display means 13 is a means for displaying whether or not the deceleration calculating means 11 is operable, whether or not deceleration control is being executed, and notifying the driver. The notification method includes a method of visually displaying the information on a screen or a lamp, and a method of giving an audible notification by sound.

Next, a specific example of calculating the curvature of a curve from the road link information in the navigation system 15 will be described. In the road database in the navigation system 15, a road is represented as a set of points called nodes (node data) and a set of line segments connecting two adjacent nodes (link data). For example, in FIG. 2, the road links l1, l2, l3 connect the nodes N1, N2, N3, N4, respectively, and the node N1
The road is defined by a continuous form from to the node N4. Now, a perpendicular bisector of the road link is drawn from each of the adjacent road links l1 and l2, and the intersection P
Is calculated. Distance L from intersection P to road link l1
1. As the distance L2 to the road link l2, the average value of the lengths of the distance L1 and the distance L2 can be defined as the radius of curvature of the road at the node N2 connecting the road links l1 and l2. By such a calculation, the curve curvature at each node can be calculated. The method of calculating the curve curvature is not limited to the above-described means, and for example, a curve approximation formula passing through a node point sequence may be calculated, and the curvature may be calculated from the curve approximation formula. The above calculation is performed for each node. The appropriate passing speed at the node is determined, for example, by storing the appropriate passing speed corresponding to the magnitude of the curvature radius of curvature at each node in the road condition adaptive target speed calculation block or the navigation system 15 as a table. To obtain the appropriate passing speed.

The appropriate passing speed based on the curvature of the curve is set to be lower as the curvature is larger.
As a criterion for setting an appropriate passing speed, for example, it is conceivable to refer to a relationship between an assumed speed in road design and a curve curvature. Further, the appropriate passing speed can be calculated using the relational expression from the curve curvature obtained from the node data by deriving a relational expression that approximates the relation between the assumed speed in the road design and the curve curvature. . The above calculation is performed for all nodes of the road link in the traveling direction of the own vehicle. In consideration of the proper passing speed at each node thus obtained, the distance to each node, and the current vehicle speed, it is determined whether or not to perform the road condition adaptive speed control.

Next, referring to FIG. 3, the curve adaptive speed control (road condition adaptive speed control) and the preceding vehicle adaptive speed control (or the preceding vehicle adaptive speed control adjusting means) in this embodiment.
The concept of the operation will be described. Point O indicates a point on an actual road corresponding to a certain node point on the road data. The following operation is performed for each node, but only the point O will be described for simplicity. According to the above-described calculation example, the appropriate passing speed at the point O is calculated in the navigation. In the curve adaptive speed control, when it is detected that the accelerator pedal is released while the vehicle is traveling toward the point O, the vehicle speed at that time and the traveling characteristics of the vehicle at that time ( The deceleration control is performed when it is expected that the vehicle speed at the time when the own vehicle reaches the point O will exceed the calculated appropriate passing speed due to natural deceleration due to aerodynamic resistance or inertial resistance of the engine. Also, the section in which such control is performed is limited to a range of 100 m to 200 m before and after each node. The reason for limiting the control section is that deceleration after approaching within a certain distance from the curve is closer to the driving feeling of a normal driver than slowing down gradually from a place considerably away from the curve.

The above calculation is performed simultaneously for all nodes ahead of the vehicle. At this time, the largest deceleration calculated from each node point may be adopted as a target value for vehicle control.

The range indicated by S1 in FIG. 3 corresponds to the control section. The reason why the control section is specified up to the side beyond the node point in the traveling direction of the own vehicle is to prevent the control from being released until passing through this section. Now, when the vehicle A is located at the position shown in FIG. 3 and it is detected that the accelerator pedal is released, when the vehicle A reaches the point O by natural deceleration, it is expected that the calculated appropriate passing speed will be exceeded. However, it is assumed that the control section has not yet reached the control section. That is, it is assumed that the curve adaptive speed control is expected to be performed when the vehicle A reaches the section S1. At this time, it is assumed that the preceding vehicle B is running ahead of the own vehicle A. Since the preceding vehicle B naturally enters the curve earlier, the vehicle starts decelerating before the own vehicle A. As a result, the distance between the own vehicle A and the preceding vehicle B decreases, and the driver of the own vehicle A also feels the need to decelerate. In such a case, by performing the preceding vehicle adaptive speed control according to the relative distance or the relative speed with respect to the preceding vehicle, a safer driving state can be provided to the driver.

In the above example, in the case of the curve adaptive speed control alone, the automatic deceleration control should have been performed only after the vehicle A reached the control section S1. This will be performed before the section S1.
That is, the preceding vehicle adaptive speed control operates so as to adjust the curve adaptive speed control, so that control more suitable for the actual traveling environment can be realized.

The control operation in this embodiment will be described below with reference to the flowchart shown in FIG. First, the above-described curve curvature is calculated for the node ahead of the own vehicle by the navigation system 15 using the road data corresponding to the road on which the own vehicle runs. If the calculated curvature is larger than a predetermined size, the node is determined to be a node that may be subjected to deceleration control (step S101). Next, an appropriate passing speed is calculated for a node to be subjected to deceleration control (step S103). Next, it is detected whether the accelerator pedal is released, that is, whether the driver has depressed the accelerator pedal (step 105). Since the accelerator is not depressed, it can be determined that the driver does not intend to accelerate the vehicle to at least the current speed. If the accelerator is depressed, it can be determined that the driver has no intention of decelerating at least,
Return is made (no deceleration control is performed).

Next, when the vehicle reaches the position of the node with the current vehicle speed and the natural deceleration in the current vehicle state, it is determined whether or not the speed exceeds the appropriate passing speed calculated in step S103 (step S103). S107). Step S
If it is predicted that the speed exceeds the appropriate passing speed in step 107 (step S107: Y), it is determined whether or not the vehicle is located in the curve adaptive control section set for the node (step S109). For example, deceleration control is performed so that the appropriate passing speed is reached when the vehicle reaches the node point (step
S111). The target speed commanded to the actuator is appropriately calculated in consideration of the appropriate passing speed at the node point, the distance to the node point, and the speed of the vehicle. In the execution of the deceleration control, it is not always necessary to perform control so as to exactly coincide with the appropriate passing speed at the node passing point. For example, when an actuator for deceleration control controls a shift speed by an automatic transmission, it is difficult to perform control so that an actual speed matches a target speed. In such a case, downshifting may be performed as deceleration control. By performing the downshift, it is possible to make the speed close to the speed at which the driver easily passes through the curve even if the engine brake exerts more effect than the case where there is no control. When the actuator for the deceleration control is a brake device, the responsiveness is set to such an extent that the driver does not suddenly brake so as to give an uncomfortable feeling to the driver. This is realized, for example, by setting the time constant of the target value tracking control in the actuator control system to be longer.

In step S109, when the vehicle has not yet reached the curve adaptive speed control section (step S1).
09: N), naturally, the curve adaptive speed control is not performed. At this time, if the vehicle continues to travel, it is expected that the vehicle will soon reach the curve adaptive speed control section (that is, the curve adaptive speed control will be performed). . In such a case, if there is a preceding vehicle (step S113: Y), control is performed in accordance with the detected relationship with the preceding vehicle (step S115). The specific method of the preceding vehicle adaptive type speed control may be the same as that of the prior art, and thus the description is omitted.

Further, even when the vehicle is located within the curve adaptive speed control section (step S109: Y) and the curve adaptive speed control is being executed (step S111), the preceding vehicle still exists (step S113). : Y), the preceding vehicle adaptive speed control is performed (step S115). When the curve adaptive speed control and the preceding vehicle adaptive speed control are simultaneously performed, the current target speed calculated from the appropriate passing speed according to the curvature of the curve and the distance to the curve, and the position of the preceding vehicle. The smaller one of the target speeds calculated from the relationship may be set as the command speed to the actuator.

In this embodiment, the actuator for performing the deceleration control may be either the gear position control of the automatic transmission or the control of the brake device, or may be a combination of both. In this embodiment,
Although the deceleration control start condition is that the accelerator pedal is released, the brake-on state may be the deceleration control start condition. Alternatively, both the brake-on state and the accelerator release state may be monitored, and the deceleration may be varied by depressing the brake-on state and the accelerator release state, or deceleration control for changing the control content may be performed. As an example of changing the deceleration, the deceleration in the brake-on state and the accelerator release state can be set to be larger than the deceleration in the accelerator release state only. Also, as an example of changing the control content, the preceding vehicle adaptive speed control is executed on condition that the accelerator is released,
Next, it is also possible to adopt a configuration in which curve adaptive speed control is executed on condition that the brake is on.

Next, a second embodiment of the present invention will be described. In the second embodiment, a first preceding vehicle adaptive speed control means that operates when road condition adaptive speed control is performed or is expected to be performed, and road condition adaptive speed control Has not been implemented or is not expected to be implemented. The first preceding vehicle adaptive speed control means is the same as that of the first embodiment, and the second preceding vehicle adaptive speed control means does not give a very uncomfortable feeling even if the driver operates when the driver does not want to decelerate. As described above, the control amount is set to a control amount that suppresses the control effect. The control flow of the second embodiment will be described with reference to FIG. In FIG.
Steps S101 to S115 are the same as in the first embodiment.

In the second embodiment, when there is no target node for deceleration control ahead of the own vehicle (step S10).
1: N), it is detected whether or not the accelerator pedal is released (step S120). If the accelerator pedal is released (step S120: Y), the presence of the preceding vehicle is detected (step S122), If a vehicle is present, a second preceding vehicle adaptive speed control is performed. In addition, even if there is a node to be subjected to deceleration control in front of the vehicle (step S101: Y), it is not expected that the vehicle will exceed the proper passing speed when passing through the node point (step S107: N).
In the same manner as described above, the presence of the preceding vehicle is detected (step
S122) If there is a preceding vehicle, the second preceding vehicle adaptive speed control is performed. As described above, the control amount by the second preceding vehicle type speed control is set to a value smaller than the control amount by the first preceding vehicle type speed control.

In the first embodiment and the second embodiment, the curve in front of the vehicle is taken as an example of the speed control corresponding to the road condition. It may be an intersection like a road. These toll gates and intersections can be detected by the navigation system mounted on the vehicle as shown in the first embodiment. In this case, the appropriate speed is set to 0, and the road condition-responsive speed control is performed. The same effect can be obtained by providing a communication means with the outside of the vehicle and obtaining the road conditions ahead of the vehicle from outside through the communication means.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a configuration of a vehicle control device of the present invention.

FIG. 2 is an explanatory diagram of an example of calculating a curvature from road node data.

FIG. 3 is a diagram illustrating the concept of a control operation according to the present invention.

FIG. 4 is a flowchart showing control contents according to the first embodiment of the present invention.

FIG. 5 is a flowchart showing control contents according to a second embodiment of the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 11 Target speed calculating means 12 Operating means 13 Display means 15 Navigation system 16 Inter-vehicle distance measuring means 17 Vehicle speed sensor 18 Actuator 101 Road condition adaptive target speed calculating block 102 Leading vehicle adaptive target speed calculating block 141 Accelerator sensor 142 Brake sensor

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification code FI Theme coat ゛ (Reference) B60R 21/00 624 B60R 21/00 624G 624B 628 628C F16H 61/02 F16H 61/02 // G01C 21/00 G01C 21/00 A F16H 59:18 F16H 59:18 59:44 59:44 59:54 59:54 59:60 59:60 59:66 59:66 63:12 63:12 (72) Inventor Hideki Ariga Inside Aisin City, Aichi Pref., Takane 10 Takane, Aisin AW Co., Ltd. (72) Inventor Hisanori Shirai, 10 Aichi Pref., Aki Pref., Fujii Machi Takane, Aisin A. AW Co., Ltd. 2-19-19 Sotokanda, Chiyoda-ku, Tokyo F-term in Equos Research Inc. (reference) 2F029 AA02 AB01 AB07 AB09 AC01 AC02 AC04 AD01 3D044 AA04 AA12 AA27 AA41 A B01 AC16 AC24 AC26 AC59 AD04 AD21 AE03 AE11 AE14 3J552 MA01 NA01 NB01 PA51 PB10 RB21 RB28 SA01 VA01Z VB01W VB12W VB16W VC03Z VD02W VD11W VE03W VE08W 5H180 AA01 BB13 CC03 CC04 CC11 CC12 LL FF LL FF LL LL

Claims (9)

[Claims] 1. A road database, a vehicle position specifying means for specifying a vehicle position on a road stored in the road database, and a road on a road ahead of the vehicle based on the road database and the vehicle position. Specific points or sections,
Proper speed setting means for setting an appropriate speed at the point or section, and road condition adaptive speed control means for controlling the speed of the own vehicle so as not to exceed the appropriate speed set by the appropriate speed setting means. A preceding vehicle detecting means for detecting at least one of an inter-vehicle distance between the own vehicle and a preceding vehicle ahead of the own vehicle, or a relative speed between the own vehicle and the preceding vehicle; and A vehicle control device comprising: a preceding vehicle adaptive speed control adjusting means for changing a value of an appropriate speed. 2. A road database, a vehicle position specifying means for specifying a vehicle position on a road stored in the road database, and a road on a road ahead of the vehicle based on the road database and the vehicle position. Specific points or sections,
Proper speed setting means for setting an appropriate speed at the point or section, and road condition adaptive speed control means for controlling the speed of the own vehicle so as not to exceed the appropriate speed set by the appropriate speed setting means. A preceding vehicle detecting means for detecting at least one of an inter-vehicle distance between the own vehicle and a preceding vehicle ahead of the own vehicle, or a relative speed between the own vehicle and the preceding vehicle; and an inter-vehicle distance detected by the preceding vehicle detecting means or A preceding vehicle adaptive speed control means for setting an appropriate inter-vehicle distance based on at least one of the relative speed information and controlling the speed of the own vehicle so as not to exceed the appropriate inter-vehicle distance; A control amount of the speed control of the own vehicle by the preceding vehicle adaptive speed control means when the speed of the own vehicle is controlled or expected to be controlled by the speed control means The control amount of the speed control of the own vehicle by the preceding vehicle adaptive speed control means when the speed of the own vehicle is not controlled by the road condition adaptive speed control means or when it is not expected to be controlled; , Are different control amounts. 3. The vehicle control device according to claim 1, wherein the appropriate speed setting means sets an appropriate speed for a curve ahead of the host vehicle. 4. The vehicle control device according to claim 1, wherein the appropriate speed setting means sets an appropriate speed for a tollgate located in front of the own vehicle. 5. The vehicle control device according to claim 1, wherein the appropriate speed setting means sets an appropriate speed for an intersection in front of the vehicle. 6. The speed control means of at least one of the road condition adaptive speed control means and the preceding vehicle adaptive speed control means, wherein the accelerator pedal of the own vehicle is released or the brake pedal is depressed. 6. The vehicle control device according to claim 1, wherein control is permitted when at least one of the states is detected. 7. The vehicle according to claim 1, wherein at least one of the road condition adaptive speed control means and the preceding vehicle adaptive speed control means controls a brake of the own vehicle. The vehicle control device according to any one of the preceding claims. 8. The speed control means of at least one of the road condition adaptive speed control means and the preceding vehicle adaptive speed control means controls a gear position or a gear ratio of an automatic transmission of the own vehicle. The vehicle control device according to claim 1, wherein 9. A communication-type appropriate speed setting means for setting an appropriate speed at a specific point or section ahead of the vehicle based on information obtained by communication from outside the vehicle, and a communication-type appropriate speed setting means. Road condition adaptive speed control means for controlling the speed of the vehicle so as not to exceed the appropriate speed;
Preceding vehicle detecting means for detecting at least one of an inter-vehicle distance between the own vehicle and a preceding vehicle ahead of the own vehicle or a relative speed between the own vehicle and the preceding vehicle; A vehicle control device comprising: a preceding vehicle adaptive speed control adjusting means for changing a speed value.