JP2005170310A - Vehicle travel controller and its operation input device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To solve a problem that safety is low because a set/coast switch must be necessarily pushed in travel when automatic follow-up control is started and a switch position must be recognized during travel when the position of the set/coast switch is not memorized. <P>SOLUTION: The vehicle travel controller starts the automatic follow-up control when the turning-on of a cancel switch, an inter-vehicle distance varying switch, the set/coast switch, or a resume/accelerator switch from a main-off state is recognized. The vehicle travel controller starts the automatic follow-up control when the turning-on of the cancel switch, the inter-vehicle distance varying switch, the set/coast switch, or the resume/accelerator switch from the main-on state is recognized. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle travel control device and an operation input device thereof.

Conventionally, constant speed running control (CC: control that keeps the speed of a car at a preset speed)
Cruise control), and automatic follow-up control (inter-vehicle distance control, or ACC :) that keeps the distance between the vehicle and the vehicle ahead of the vehicle (preceding vehicle) at a preset distance.
Vehicle traveling control devices such as Adaptive Cruise Control are also known.

  As an operation input device for such a vehicle travel control device, for example, an operation switch as shown in Japanese Patent Laid-Open No. 7-81498 is known.

  The operation switch includes a main switch for supplying power to the vehicle travel control device, a set / coast switch for instructing a target vehicle speed setting and a deceleration operation, an automatic return to the target vehicle speed, and an instruction for an acceleration operation. It consists of a number of switches such as a resume / accelerator switch, a cancel switch for instructing release of control, and an inter-vehicle distance adjustment switch. To start vehicle running control, first turn on the main switch and supply power. Next, the set / coast switch needs to be turned from on to off.

JP-A-7-81498

  In the above prior art, when automatic tracking control is started, it is necessary to select and press a set / coast switch accurately from a plurality of adjacent switches, and the location of the set / coast switch is accurately determined. If you do not remember, there is a problem that it may induce to check the location of the switch by groping or visual observation during driving, and may reduce the concentration of driving operation.

  An object of the present invention is to provide a vehicle travel control device capable of starting automatic follow-up control even when the location of a set / coast switch is unknown.

  A vehicle travel control device including an operation input unit including a plurality of switches, wherein automatic tracking control is performed when any one of the plurality of switches is operated in an inoperative state of the vehicle travel control device. To start.

  According to the present invention, even when the location of the set / coast switch is not known when the automatic tracking control is started, the automatic tracking control can be started without confirming the switch location during driving, and the automatic tracking without safety problem. There is an effect that control can be started. In addition, according to the present invention, the automatic tracking control can be started by a simple operation because the automatic tracking control can be started no matter which button is pressed when the automatic tracking control is started.

  Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows an example of the configuration of a vehicle equipped with the vehicle travel control device of the present invention.

The power train of the vehicle shown in FIG. 1 includes a prime mover 11, a transmission 12, a brake 13c, and drive wheels 14. The prime mover 11 and the transmission 12 are drivingly connected, and the transmission 12 changes the reduction ratio and transmits the optimum driving force to the drive wheels 14. Further, the brake 13 c is connected to the drive wheel 14.

  The prime mover 11 is an engine that generates the driving force of the vehicle, and may be a gasoline engine or a diesel engine, but may be an electric motor or a combination thereof.

  The prime mover control device 21 is a means for controlling the output of the prime mover 11 as described above, and controls the output of the prime mover based on the driver's accelerator pedal operation during normal traveling by the driver's driving operation. When the control device 26 is operating, the output of the prime mover 11 can be controlled based on a command from the vehicle travel control device 26 even when there is no driver's operation.

  The transmission 12 is a liquid transmission, a continuously variable transmission such as a belt type or a toroidal type, or a stepped transmission that switches a plurality of gears, and the reduction ratio can be adjusted steplessly or in several steps.

  The transmission control device 22 includes a microcomputer and its peripheral components, and controls an actuator (not shown) of the transmission 12 based on the vehicle speed, engine speed, and the like during normal driving by a driver's driving operation. Change the reduction ratio. For example, when the vehicle is accelerated by stepping on the accelerator from a stopped state, the reduction ratio is gradually reduced according to a predetermined map of vehicle speed and reduction ratio. When the transmission 12 is a stepped transmission, when the transmission line exceeds the shift line defined on the above map, the transmission stage is switched to change the reduction ratio.

  The booster 13a uses the negative pressure generated by the prime mover 11 or the like to amplify the driver's brake operation force and transmit it to the master cylinder 13b. The brake 13c provided in each wheel generates a braking force by pressing a friction member against a rotating body (brake disc or brake drum) that rotates with each wheel. Here, a hydraulic pipe is connected from the master cylinder 13b to the brake 13c of each wheel, and when the master cylinder 13b is pushed, the hydraulic pressure in the hydraulic pipe rises to operate the piston provided in the brake 13c of each wheel. The friction member is pressed against the rotating body.

  Here, the booster 13a has a built-in solenoid (not shown). By driving the solenoid, a brake is provided in the master cylinder 13b in the same manner as when the driver operates a brake pedal (not shown). It is possible to generate a hydraulic pressure and actuate the brake 13c to generate a braking force.

  The brake control device 23 includes a microcomputer and its peripheral components. When the vehicle travel control device 26 is operating, the brake control device 23 is based on a command from the vehicle travel control device 26 even when there is no brake operation by the driver. The above solenoid can be driven to generate a braking force.

  The radar 15 is of a laser type or a radio type, and sends a laser beam or a radio wave forward to receive a reflected wave from a preceding vehicle.

  The radar control device 25 includes a microcomputer and its peripheral components, drives the radar 15, calculates the inter-vehicle distance from the preceding vehicle and the relative speed from the radar signal, and transmits it to the in-vehicle communication 27.

  The vehicle travel control device 26 includes a microcomputer and its peripheral components, and the inter-vehicle distance and relative speed acquired by the radar 15 and the radar control device 25, and the set inter-vehicle distance (or set inter-vehicle time and setting) set by the driver. The target drive torque is calculated based on the speed), and the output torque of the prime mover 11, the reduction ratio of the transmission 12, the braking force of the brake 13c, and the like are controlled so as to realize the calculated target drive torque. At this time, commands to the prime mover 11, the transmission 12, and the brake 13c are given through the in-vehicle communication 27.

  The vehicle travel control device 26 is connected to devices as shown in FIG.

  An operation input unit 30 operated by the driver is provided in the vicinity of the driver's seat (for example, a steering wheel, etc.), an automatic tracking control main switch button, an automatic tracking control cancel switch button, an inter-vehicle distance change switch button, a set / coast switch button. , And a resume / accelerator switch button.

  The operation SW unit 31 includes switches such as a main switch (MAIN), a cancel switch (CAN), an inter-vehicle distance adjustment switch (DIST), a set / coast switch (SET), and a resume / accelerator switch (RES). It is turned on / off according to the driver's operation on the operation input unit 30. The operation of detecting the on state of each switch will be described later.

  The operation SW unit 31 may be configured by an electronic circuit using a relay or a holding circuit, but may be realized by software by taking the output of the operation input unit 30 into the vehicle travel control device 26.

  The wiper SW 32 detects a state in which the driver has activated a wiper (not shown) in the rain or the like (at this time, the wiper switch is on). Since the detection performance of the radar 15 may deteriorate depending on weather conditions such as rainfall, if the automatic tracking control is interrupted by turning on the wiper switch, a safer system configuration can be obtained.

  The brake SW NO33 detects a depression state (switch-on at this time) of a brake pedal (not shown) and is used for failure diagnosis of the brake relay 42.

  The brake SW NC34 detects the depression state of the brake pedal (not shown) (at this time, the switch is off), and is used for failure diagnosis of the brake relay 42.

  Release SW NO35 detects the brake operation state of the driver (switch on at this time), and automatic tracking control is interrupted when release SW NO is on.

  The release SW NC 36 detects the brake operation state (switch off at this time) of the driver, and interrupts the automatic tracking control when the release SW NC is off.

The snow mode SW 37 detects a state where the driver presses a snow mode switch button (not shown) on the slippery road surface (switched on at this time), and interrupts the automatic tracking control when the snow mode SW is turned on.

  The D range SW 38 detects that the range position of the shift lever (not shown) is in the D range state (switch on at this time), and interrupts the automatic tracking control when the D range SW is off.

  The meter display unit 41 includes a set vehicle speed 41a, a target inter-vehicle time 41b, a preceding vehicle recognition mark 41c, a follow-up control state lamp 41d, and a warning light 41e of the vehicle travel control device, and displays them in the meter.

  The brake relay 42 lights a brake lamp when the vehicle travel control device applies a brake in the follow-up control state.

  The buzzer 43 sounds a warning sound at the time of failure and a collision warning.

  Next, FIG. 3 of the present invention shows a state transition diagram showing an operation state of the vehicle travel control device 26.

  The gist of the present embodiment is in the transition from the main-off state 51 or the main-on state 52 to the follow-up control state 53. In other words, automatic tracking control starts when the main switch is turned off and the cancel switch, inter-vehicle distance change switch, set / coast switch, resume / accelerator switch is turned on, and the cancel switch or inter-vehicle distance changes from the main-on state. The automatic tracking control is started when the switch, the set / coast switch, or the resume / accelerator switch is turned on. Hereinafter, the transition between each state in a present Example is demonstrated.

  First, the main-off state 51 is immediately after the ignition is turned on. In this state, the meter display unit 41 is not lit up, and automatic tracking control is not performed.

  If it is detected in less than 1 second after the MAIN switch is turned on by operating the operation SW unit 31 in the main-off state 51, the set inter-vehicle time is lengthened and displayed in the set inter-vehicle time 41b, and the follow-up control state lamp 41d is turned on. To the main on state 52 (61).

  When it is detected that the MAIN switch is turned on by the operation of the operation SW unit 31 in the main-on state 52, the set inter-vehicle time 41b is turned off, the follow-up control state lamp 41d is turned off, and a transition to the main-off state 51 is made (62). .

  When it is detected that the SET switch is turned on, the DIS switch is turned on, or the CAN switch is turned on by operating the operation SW unit 31 in the main-on state 52, the current vehicle speed is displayed as the set vehicle speed on the set vehicle speed 41a, and the preceding vehicle Is reflected in the preceding vehicle recognition mark 41c, automatic follow-up control is started, and a transition is made to the follow-up control state 53 (63).

  When it is detected that the RES switch is turned on by operating the operation SW unit 31 in the main-on state 52, the previous set vehicle speed is displayed as the set vehicle speed on the set vehicle speed 41a, and the presence or absence of the preceding vehicle is reflected in the preceding vehicle recognition mark 41c. Then, the automatic follow-up control is started and a transition is made to the follow-up control state 53 (63).

  When the switch SW 31 is turned on, the RES switch is turned on, the DIS switch is turned on, or the CAN switch is turned on when the operation SW unit 31 is operated in the main off state 51, or the MAIN switch is turned on. Is continued for one second or longer, the current vehicle speed is displayed as the set vehicle speed on the set vehicle speed 41a, the set inter-vehicle time is lengthened and displayed on the set inter-vehicle time 41b, the automatic follow-up control is started, and a transition is made to the follow-up control state 53 ( 65).

  When it is detected that the CAN switch is turned on by operating the operation SW unit 31 in the follow-up control state 53, the set vehicle speed 41a and the preceding vehicle recognition mark 41c are turned off, the automatic follow-up control is interrupted, and a transition to the main-on state 52 is made (64). ). Further, as described above, even when there is a driver operation (wiper operation or brake operation), a snow mode operation, or a shift lever operation, the automatic follow-up control is interrupted and the state is changed to the main-on state.

  When the MAIN switch is detected by operating the operation SW unit 31 in the follow-up control state 53, the set vehicle speed 41a, the set inter-vehicle time 41b, the preceding vehicle recognition mark 41c, and the follow-up control state lamp 41d are turned off, and the automatic follow-up control is stopped. Then, the state transitions to the main-off state 51 (66).

  If an abnormality of the vehicle travel control device is detected in the follow-up control state 53, the set vehicle speed 41a, the set inter-vehicle time 41b, and the preceding vehicle recognition mark 41c are turned off, the warning light 41e is turned on, a warning sound is emitted from the buzzer 43, and the abnormality is displayed. (67).

  When it is detected that the SET switch is turned on by operating the operation SW unit 31 in the follow-up control state 53, the set vehicle speed is subtracted by a certain amount and displayed on the set vehicle speed 41a (68).

  When it is detected that the RES switch is turned on by operating the operation SW unit 31 in the follow-up control state 53, the set vehicle speed is added by a certain amount and displayed on the set vehicle speed 41a (68).

  When the switch on the DIS is detected by operating the operation SW unit 31 in the follow-up control state 53, each time the switch is turned off → turned on, it is cyclically set. The inter-vehicle distance is changed from long to medium to short. Displayed in the inter-vehicle time 41b (68).

  If an abnormality of the vehicle travel control device is detected in the main-on state 52, the set inter-vehicle time 41b is turned off, the warning light 41e is turned on, a warning sound is emitted from the buzzer 43, and the state is changed to an abnormal display state (69).

  If it is detected that the MAIN switch is turned on by operating the operation SW unit 31 in the abnormal display state 54, the follow-up control state lamp 41d and the warning lamp 41e are turned off, and the state is changed to the main off 51 state (70).

  As can be seen from the above, in the vehicle travel control device of the present embodiment, in the main-on state 52, the switch to the follow-up travel state 53 occurs when any switch other than the main switch (Main) is pressed. Further, in the main-off state 51, a transition to the follow-up control state occurs when any switch including the main switch is pressed. However, in the case of the main switch (Main), it is an operation that continues to be pressed for a predetermined time or longer (so-called long press), and is distinguished from an operation that makes a transition from the main on state 51 to the main off state 52 (short press).

  Here, the vehicle travel control device is a system for the purpose of assisting the driver in driving operation and reducing the burden, and is not intended for automatic operation. Therefore, the vehicle travel control device is operated during constant speed travel control or automatic follow-up control. When there is a driver's operation, the driver's operation is prioritized as described above, and particularly when the brake operation is performed, the control is interrupted.

  On the other hand, in an actual driving environment, the vehicle driving control alone is not sufficient, such as a curve or lane change, or a forward car interruption, and a situation occurs in which the driver operates the brake at his own discretion.

  For this reason, every time the driver operates the brake, it is necessary to restart the vehicle travel control by turning on the switch again. However, according to the configuration of this embodiment, the travel control can be resumed regardless of which switch is operated. The driving operation is simplified as compared with the conventional technology in which the switch (button) to be pressed is fixed.

  Further, since it is not necessary to select a switch (button) to be pressed when the traveling control is resumed, there is an effect that it is easy to concentrate on the driving operation.

The vehicle block diagram regarding the vehicle travel control apparatus of this invention. The connection apparatus block diagram of the vehicle travel control apparatus of this invention. The operation state transition diagram of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 11 ... Motor | power_engine, 12 ... Transmission, 13a ... Booster, 13b ... Master cylinder, 13c ... Brake, 14 ... Drive wheel, 15 ... Radar, 21 ... Motor control device, 22 ... Transmission control device, 23 ... Brake control device, 25 ... Radar control device, 26 ... Vehicle travel control device, 27 ... In-vehicle communication, 30 ... Operation input unit, 31 ... Operation SW unit, 32 ... Wiper SW, 33 ... Brake SW NO, 34 ... Brake SW NC, 35 ... Release SW NO, 36 ... Release SW NC, 37 ... Snow mode SW, 38 ... D range SW, 41 ... Meter display section, 41a ... Setting vehicle speed, 41b ... Target inter-vehicle time, 41c ... Preceding vehicle recognition mark, 41d ... Follow-up control state Lamp, 41e ... warning light, 42 ... brake relay, 43 ... buzzer.

Claims (6)

  A vehicle travel control device having an operation input unit having a plurality of input means, wherein when any one of the plurality of input means is operated in an inoperative state of the vehicle travel control device, automatic tracking is performed. A vehicle travel control device characterized by starting control. The vehicle travel control device according to claim 1,
The operation input unit includes means for switching operation / non-operation of the vehicle travel control device, and switches operation / non-operation of the vehicle travel control device among the plurality of input means in an operation state of the vehicle travel control device. A vehicle travel control device, wherein automatic tracking control is started when any one operation other than the means is performed. The vehicle travel control device according to claim 1 or 2,
The operation input unit includes means for switching operation / non-operation of the vehicle travel control device, and the operation state of the means for switching operation / non-operation of the vehicle travel control device in a non-operation state of the vehicle travel control device is a predetermined time. A vehicle travel control device that starts automatic follow-up control when the operation is continued. Means for switching operation / non-operation of the vehicle travel control device;
Means for interrupting automatic tracking control;
Means for changing the set inter-vehicle time;
Means for starting automatic follow-up control using the current vehicle speed as a set vehicle speed;
Means for reducing the set vehicle speed;
Means for starting automatic follow-up control with the previous set vehicle speed as the current set vehicle speed;
An operation input device for a vehicle travel control device having means for increasing a set vehicle speed,
The vehicle is characterized in that automatic tracking control is started when at least one of the means other than the means for switching operation / non-operation of the vehicle travel control device is operated in a non-operation state of the vehicle travel control device. Operation input device for the travel control device. Means for switching operation / non-operation of the vehicle travel control device;
Means for interrupting automatic tracking control;
Means for changing the set inter-vehicle time;
Means for starting automatic follow-up control using the current vehicle speed as a set vehicle speed;
Means for reducing the set vehicle speed;
Means for starting automatic follow-up control with the previous set vehicle speed as the current set vehicle speed;
Means for increasing a set vehicle speed, and an operation input device for a vehicle travel control device,
Any of means for interrupting the automatic tracking control, means for changing the set inter-vehicle time, means for reducing the set vehicle speed, or means for increasing the set vehicle speed in a state where the vehicle travel control device is operating. An operation input device for a vehicle travel control device, wherein automatic tracking control is started when one of them is operated. The operation input device according to claim 1 or 2,
In an inoperative state of the vehicle travel control device,
An operation input device for a vehicle travel control device, wherein automatic follow-up control is started when an operation state of a means for switching operation / non-operation of the vehicle travel control device continues for a predetermined time or more.

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