JP2005173909A - Control unit for vehicle speed - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle speed controller with which vehicle speed is controlled, based on static information, such as legal limit speed and temporary stop regulation and a control content is changed, based on dynamic information, such as road condition. <P>SOLUTION: The vehicle speed controller which is mounted on a vehicle and controls vehicle speed of own vehicle is provided with own vehicle position detection means detecting a present position of own vehicle, a regulation information acquiring means acquiring travel regulation information on a road, where own vehicle travels, based on the present position of own vehicle and an information transmission means transmitting a change of travel regulation information to a driver. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention generally relates to a vehicle speed control device that is mounted on a vehicle and performs alarm output and / or deceleration control on the vehicle speed of the host vehicle, and in particular, based on static information such as legally limited speed and suspension control. The present invention relates to a vehicle speed control device that controls the vehicle speed and changes the control content based on dynamic information such as road surface conditions.

  2. Description of the Related Art Conventionally, there has been known a device that reads the speed limit data at a point in light of the current position of the host vehicle against road data and outputs an alarm to display means based on the data and the current vehicle speed (for example, Patent Documents). 1).

There is also known an apparatus that performs warning and / or deceleration control so that the host vehicle temporarily stops at a temporary stop point obtained from road information (see, for example, Patent Documents 2 and 3).
JP-A-9-73600 JP 10-76922 A JP-A-10-332408

  However, the device described in Patent Document 1 outputs an alarm based only on known speed regulation information, and the legally limited speed may not be appropriate as the control target value depending on the driving situation / environment.

  For example, when there is a preceding vehicle that is traveling at a speed less than the legal speed limit and the own vehicle does not or cannot pass the preceding vehicle, the vehicle speed of the own vehicle must be controlled to be equal to or lower than the vehicle speed of the preceding vehicle.

  In addition, when the road friction coefficient (μ) is low due to rain / snow, etc. and / or when the forward visibility is poor, the legal speed limit may not necessarily be an appropriate traveling speed.

  Furthermore, in the school zone, it is necessary to slow down so that a pedestrian can be detected as soon as it is detected.

  Thus, depending on the driving situation / environment, it may be necessary to control the vehicle speed of the host vehicle to a speed lower than the legally limited speed.

  Similarly, in the devices described in Patent Documents 2 and 3, warning and / or deceleration control is performed based on the distance from the host vehicle to the point to be temporarily stopped and the host vehicle speed, and depending on the driving situation / environment. There is a possibility that it cannot be stopped at the temporary stop point.

  For example, when there is a preceding vehicle, the point at which the host vehicle should pause is behind the preceding vehicle. Therefore, if the temporary stopping point based on the road information is set as the stop target position, the vehicle may collide with the preceding vehicle.

  Further, when the road surface μ is low due to rain, snowfall, etc., the braking distance is extended, so there is a possibility that braking control based on a normal road surface state (dry road surface) cannot stop at a temporary stop point.

  Furthermore, if the driver is tired or elderly, the start timing of the braking action by the driver may be delayed, and even if the brake assist is started at the same timing as normal, it cannot be stopped at the temporary stop point There is a fear.

  The present invention is for solving such a problem, and controls the vehicle speed based on static information such as legal speed limit and suspension restriction, and controls the content based on dynamic information such as road surface conditions. The main object is to provide a speed control device for a vehicle to be changed.

  In order to achieve the above object, a first aspect of the present invention is a vehicle speed control device that is mounted on a vehicle and controls the vehicle speed of the host vehicle, and the host vehicle position detection unit detects the current position of the host vehicle. And a restriction information acquisition means for acquiring travel restriction information about the own vehicle traveling road based on the current position of the own vehicle, and an information transmission means for transmitting a change in the travel restriction information to the driver. This is a vehicle speed control device.

  In the first aspect, the vehicle position detection means is realized by, for example, a GPS (Global Positioning System) receiver.

  Further, in this first aspect, “running regulation” refers to any regulation regarding the vehicle running speed presented to the driver by a traffic sign or the like, and a typical example is “restricted speed”. . This travel regulation information may be stored in a vehicle-mounted or removable storage medium (for example, a CD-ROM or DVD-ROM) as a database in association with map data, or through vehicle-to-vehicle communication or road-to-vehicle communication. You may receive from the vehicle exterior, or the database stored combining these may be updated suitably with the difference data received by communication.

  According to the first aspect, when the travel regulation of the road while the host vehicle is traveling has changed, it can be transmitted to the driver and prompted to travel according to the new travel regulation. Therefore, for example, when the change in the travel regulation is a reduction in the speed limit, the driver can be prompted to reduce the vehicle speed.

  In the first aspect, it is preferable that the information transmission means transmits the change in the travel regulation information to the driver in a sense so that the information can be reliably transmitted. Here, the “sensible” information transmission means that, for example, when a change in the travel regulation information can request the driver to decelerate such as a decrease in the speed limit, 1) the accelerator pedal (for example, by an actuator) Transmitted by applying a reaction force and requiring a greater pedal effort for the same acceleration, or 2) transmitted by a deceleration G caused by applying a relatively weak braking force (eg several times intermittently), or 3) A method of transmitting by vibration of the seat or the steering wheel is conceivable. Thus, by transmitting the change in the travel regulation information sensibly, the change can be reliably transmitted to the driver.

  In addition, in this first aspect, in preparation for the case where the driver recognizes the change in the travel regulation but does not travel according to the change, the travel of the host vehicle is controlled based on the travel regulation information. It is preferable that vehicle traveling control means is further provided. This vehicle travel control means performs speed limit control such as deceleration control and acceleration limit control when the change in the travel regulation information can request the driver to decelerate such as a decrease in speed limit.

  In this case, there may be further provided peripheral information acquisition means for acquiring peripheral information related to the traveling state / environment of the host vehicle, and control content changing means for changing the control content by the vehicle travel control means based on the peripheral information. More preferred. Here, the “peripheral information related to the driving situation / environment of the own vehicle” means the weather (especially rain / snow), the road surface condition (especially the road surface μ), the presence / absence of a preceding vehicle, the presence / absence of a pedestrian, etc. is there.

  In order to achieve the above object, a second aspect of the present invention is a vehicle speed control device that is mounted on a vehicle and controls the vehicle speed of the host vehicle, and the host vehicle position detection unit detects the current position of the host vehicle. And stop position information acquisition means for acquiring stop position information on the own vehicle traveling road based on the current position of the host vehicle, and the host vehicle is stopped at the stop position from a control start position a predetermined distance before the stop position. Braking control means for executing braking control for the vehicle, peripheral information acquisition means for acquiring peripheral information related to the traveling state / environment of the host vehicle, and based on the peripheral information, the control start position is located closer to the stop position than the stop position. And a control start position changing means for changing.

  In the second aspect, the host vehicle position detection means is realized by, for example, a GPS receiver.

  In the second mode, the “stop position” broadly refers to all road conditions in which the vehicle should temporarily stop, such as crossings and intersections with poor visibility, as well as temporary stop regulations. This stop position information may be stored in a vehicle-mounted or removable storage medium (for example, CD-ROM or DVD-ROM) as a database in association with map data, or through vehicle-to-vehicle communication or road-to-vehicle communication. You may receive from the vehicle exterior, or the database stored combining these may be updated suitably with the difference data received by communication.

  Further, in this second aspect, “peripheral information related to the traveling state / environment of the own vehicle” means weather (especially rain / snow), road surface condition (particularly road surface μ), presence / absence of preceding vehicle, is there.

  Furthermore, in this second aspect, “near” means closer to the current position of the host vehicle than the stop position.

  According to the second aspect, when the position where the host vehicle should stop is ahead of the stop position because the preceding vehicle exists, and / or the road surface condition is poor due to rain or the like (the road surface μ is low). When the braking distance is considered to be longer than that during normal (dry), the braking assist can be started from an earlier time point.

  In this second aspect, in order to take into consideration the circumstances specific to the driver, a driver state / characteristic detecting means for detecting the state or characteristics of the driver is further provided, and the control start position changing means is It is preferable to change the control start position to the near side from the stop position based on the peripheral information and the state or characteristics of the driver. Here, the “driver's state or characteristic” refers to any situation unique to the driver that can affect the driving of the vehicle, such as the driver's fatigue level, age, driving skill, and the like.

  According to the present invention, there is provided a vehicle speed control device that controls the vehicle speed based on static information such as legally limited speed and temporary stop regulation, and changes the control content based on dynamic information such as road surface conditions. be able to.

  Hereinafter, the best mode for carrying out the present invention will be described with reference to the accompanying drawings. Various methods for braking control and / or acceleration suppression control for decelerating the vehicle have been proposed and are well known to those skilled in the art, and will not be described in detail.

  A vehicle speed control apparatus 100 according to an embodiment of the present invention will be described with reference to FIGS. First, the configuration of the speed control apparatus 100 according to the present embodiment will be described with reference to FIG. FIG. 1 is a schematic configuration diagram of a speed control apparatus 100 according to the present embodiment.

  The speed control device 100 according to the present embodiment executes a speed control algorithm described later, a speed control ECU 101 that determines specific contents of the speed control, a surrounding information collection unit 102 that collects information around the own vehicle, and driving The person monitoring unit 103 cooperates with the navigation system 104.

  The navigation system 104 used in this embodiment includes a GPS receiver 105 that acquires the current position of the host vehicle, a map database (DB) 106 that stores road information, and a road on which a guide route is placed. And a display 107 for visually presenting information and the like to the driver. Here, the map database 106 may be stored in an in-vehicle storage medium such as a hard disk as usual, or may be stored in a removable storage medium such as a CD-ROM or a DVD-ROM.

  However, in the map database 106, as a feature of the present embodiment, in addition to the normal road information, any regulation information provided for each road and other information 108 that can affect the traveling speed of the vehicle are included in the road. Store in association with information.

  In the present embodiment, the regulation information 108 includes at least a speed limit, a temporary stop (including a level crossing), and a school zone. In addition to this, road type (whether expressway or ordinary road, etc.), road gradient (degree), radius of curvature (R) of curved road, entry prohibition, parking prohibition, lane information, intersection with poor visibility, etc. May be.

  The speed control ECU 101 acquires restriction information related to the host vehicle from the navigation system 104 in light of the current host vehicle position, and instructs the vehicle control ECU 109 to control the speed of the host vehicle based on the information. Here, the vehicle control ECU 109 is generically shown as an ECU that performs various vehicle controls such as braking (deceleration) control and / or acceleration suppression control. You may comprise from several ECUs, such as ECU.

  In this embodiment, the surrounding information collection unit 102 collects information on at least the presence / absence of a preceding vehicle, the road surface condition (road surface μ), and the presence / absence of a pedestrian. The presence or absence of a preceding vehicle may be detected using, for example, a laser radar / millimeter wave radar or a front monitoring camera, information may be acquired using road-to-vehicle / vehicle-to-vehicle communication, or VICS ( The traffic information may be based on traffic information from the Vehicle Information and Communication System, or a combination thereof. The road surface condition (road surface μ) may be detected, for example, by rain using a dedicated or wiper rain sensor, or may be estimated using a front monitoring camera, or Information may be acquired using inter-vehicle / inter-vehicle communication, or a combination of these may be used. The presence or absence of a pedestrian can be detected using, for example, a front monitoring camera. As described above, it is assumed that the peripheral information collection unit 102 has necessary equipment such as a radar and a camera as described above.

  The driver monitoring unit 103 monitors the state or characteristics of the driver (for example, the driver's fatigue level, age, driving skill, etc.), and the timing at which the driver starts braking (braking) control tends to be late. Or whether it is predicted to be slower than normal. This may be determined, for example, by monitoring the driver's fatigue or dozing with a camera in the vehicle facing the driver, or may be determined by monitoring the steering wheel stagger, Alternatively, the determination may be made based on the frequency of sudden braking calculated from the deceleration statistics.

  The speed control ECU 101 corrects / changes the control content instructed to the vehicle control ECU 109 based on the own vehicle periphery information and the driver state / characteristic information acquired from the surrounding information collection unit 102 and the driver monitoring unit 103.

  Hereinafter, the speed control executed by the speed control apparatus 100 according to the present embodiment will be described in detail. The control instructed by the speed control ECU 101 to the vehicle control ECU 109 is divided into A) speed control during traveling and B) braking assist control during temporary stop.

  First, A) speed control during traveling will be described with reference to FIGS. FIG. 2 is a flowchart showing a flow of speed control corresponding to the speed limit restriction, and FIG. 3 is a flowchart showing a flow of speed control corresponding to the school zone. The processing shown in FIGS. 2 and 3 can be said to be almost real-time processing because it is repeatedly executed continuously while the ignition switch (IG) is on.

  The processing in FIG. 2 will be described. While the IG is on, the speed control ECU 101 obtains the speed limit of the traveling road of the own vehicle by referring to the current position of the own vehicle obtained from the GPS receiver 105 in accordance with the map database 106 and the regulation information 108 included therein, and the vehicle speed of the own vehicle It is determined whether or not the speed limit is exceeded (S201).

  When the vehicle speed is equal to or lower than the regulation speed (“NO” in S201), it is determined that speed control is unnecessary in this routine, and one routine is terminated.

  If the vehicle speed exceeds the regulation speed (“YES” in S201), it is determined that speed control is necessary, and then the presence / absence of a preceding vehicle is determined (S202). If there is a preceding vehicle (“YES” in S202), it is determined whether or not the vehicle speed of the preceding vehicle is equal to or lower than the regulation speed (S203).

  If the vehicle speed of the preceding vehicle is equal to or lower than the regulation speed (“YES” in S203), the vehicle speed control ECU 101 is, for example, a known auto-cruise because the host vehicle travels below the speed limit if the vehicle follows the preceding vehicle. The vehicle control ECU 109 is instructed to perform travel control that maintains the relative speed (distance between the vehicles) with the preceding vehicle using control (ACC) control or the like (S204).

  If there is no preceding vehicle (“NO” in S202), or even if there is a preceding vehicle, the vehicle is traveling at a vehicle speed that exceeds the speed limit (“NO” in S203), the following traveling cannot be performed. / Since it should not be, next, it is judged whether the road surface condition is good or not, in other words, whether the road surface μ is high or low (S205).

  For example, when the road surface μ is low due to rain or snow (“YES” in S205), the speed limit ECU is not necessarily an appropriate travel speed, so the speed control ECU 101 uses a speed lower than the speed limit as a control target value. The correction control is instructed to the vehicle control ECU 109 (S206). Here, the correction speed lower than the speed limit may be set arbitrarily, and for example, it may be uniformly “speed limit−20 km / h”.

  If there is no special judgment material for judging that the road surface μ is low from the peripheral information (“NO” in S205), the speed control ECU 101 instructs the vehicle control ECU 109 to perform a restricted speed control with the speed limit as a control target value ( S207).

  Next, the process of FIG. 3 performed in parallel with the process of FIG. 2 will be described. The speed control ECU 101 obtains school zone information by referring to the map database 106 and the regulation information 108 included in the current position obtained from the GPS receiver 105 while the IG is on, and the own vehicle is located in the school zone. It is determined whether or not to perform (S301).

  When the own vehicle is not located in the school zone (“NO” in S301), it is determined that the speed control for the school zone is unnecessary in this routine, and one routine is finished.

  If the host vehicle is located in the school zone (“YES” in S301), it is determined that the vehicle should run at a speed lower than the speed limit, and then the presence or absence of a pedestrian is determined (S302). When there is a pedestrian (“YES” in S302), the speed control ECU 101 instructs the vehicle control ECU 109 to perform slowing down control so that the vehicle can immediately stop (S303).

  When there is no pedestrian (“NO” in S302), the speed control ECU 101 instructs the vehicle control ECU 109 to perform speed correction control with a speed lower than the speed limit as a control target value (S304). Also here, the correction speed lower than the speed limit may be set arbitrarily, and for example, it may be uniformly “speed limit−20 km / h”.

  As described above, according to the present embodiment, it is possible to perform speed control that suppresses the traveling vehicle speed to an appropriate speed or less according to the situation around the host vehicle.

  In this embodiment, the driver accelerates in any of the above-described relative speed holding (S204), speed correction control (S206 and S304), regulation speed control (S207), and slow speed control (S303). If the vehicle speed exceeds the control target speed due to a change in driving regulation or due to a change in driving regulations, the driver is first alerted as the first step, and if this alert continues to be ignored, the driver is driven as the second step. When a warning is issued to the person and this warning is also ignored, braking control is forcibly performed on the vehicle side as a third stage.

  In this alerting stage, instead of or in addition to visual and auditory information transmission such as displaying a message on the display 107 or outputting an alarm sound or voice announcement from a speaker (not shown), It is preferable to convey that the speed is excessively experienced.

  Specifically, for example, 1) a reaction force is applied to the accelerator pedal by an actuator or the like to return the pedal, or 2) a light deceleration G is intermittently applied several times by braking control, or 3) a seat or steering・ A method such as vibrating the handle can be considered. In this way, it is possible to reliably transmit to the driver by alerting the sensation.

  Furthermore, at the same time as the sensible attention alert, the operation of the power source (for example, the engine) (for example, the throttle valve opening) itself may be directly suppressed so that the vehicle speed does not exceed the control target speed.

  As described above, since it takes a certain amount of time from alerting the driver until the vehicle actually starts deceleration and / or the vehicle speed falls below the control target speed, it is included in the map database 106. For alerts based on static information such as changes in speed limit or entry into school zones that are known in advance from the regulation information 108, etc., the switching point on the road (for example, the corresponding sign stands It is preferable that the vehicle is started before (e.g., 200 meters before), and has already reached the corresponding traveling speed when the point is reached.

  Next, B) braking assist control at the time of temporary stop will be described with reference to FIGS. In the present embodiment, when the host vehicle is temporarily stopped based on the regulation information 108 included in the map database 106, a control point is provided before a predetermined distance from the stop position, and the vehicle cannot stop at the stop position from the speed at that position. Is predicted, the brake is forcibly applied to assist the braking operation by the driver.

  That is, the control point mentioned here is defined from the binary value of the distance from the stop position and the threshold vehicle speed, and is (200 m, 30 km / h), for example.

  As shown in FIG. 5, when the vehicle speed is lower than the threshold vehicle speed at the control point (A), it is determined that the vehicle can be stopped at the stop position, and the braking assist is not executed. On the other hand, when the vehicle speed is equal to or higher than the threshold speed at the control point (B), it is determined that the vehicle cannot be stopped at the stop position even if the vehicle is decelerating (B1). Then, the braking assist is executed to generate the deceleration necessary to stop at the stop position from the vehicle speed at that time (B2).

  However, as described above, depending on the road surface condition, the driver's fatigue level, etc., the braking distance may be extended, and the calculated amount of braking assist may be insufficient (B3). Similarly, as described above, when there is a preceding vehicle, it is necessary to calculate the necessary deceleration by correcting the stop position itself.

  Therefore, in this embodiment, the control point is changed according to the situation around the host vehicle and / or the state / characteristics of the driver by the processing shown in FIG. FIG. 4 is a flowchart showing a flow of braking assist control at the time of temporary stop.

  First, the speed control ECU 101 determines, based on information from the driver monitoring unit 103, whether the driver tends to delay braking or whether braking is predicted to be delayed due to the degree of fatigue or the like. (S401).

  When it is determined that the driver's braking is delayed (“YES” in S401), the control point is changed (S404). In this case, as shown in FIG. 6, the control point is moved forward from the stop position and the threshold speed is also increased. This change is made so that the time point / point at which the braking assist is started is advanced and the vehicle can be stopped at the stop position with the same deceleration (inclination) even if the braking distance is extended as in B2 (B2 ').

  If it is determined that the driver's braking is not likely to be delayed ("NO" in S401), then it is determined whether there is a preceding vehicle to determine whether correction of the stop position is necessary. (S402).

  When the preceding vehicle exists (“YES” in S402), the control point is changed (S404). In this case, as shown in FIG. 7, only the distance from the stop position of the control point is shifted forward by the number of preceding vehicles. As a result, it is possible to realize braking assist with the rear end of the preceding vehicle as a target stop position.

  When there is no preceding vehicle (“NO” in S402), next, it is determined whether the road surface condition is good or bad (the road surface μ is high or low) (S403). For example, when the road surface μ is low due to rain or snow (“YES” in S403), the control point is changed as in the case of FIG. 6 described above (S404).

  If there is no special judgment material for judging that the road surface μ is low from the peripheral information (“NO” in S403), it is judged that there is no special situation to be changed from the control point through the processing of S401 to S403, and this routine Then, the control point is not changed (S405).

  Through the control point change determination process described above, when the host vehicle reaches a control point a predetermined distance before the stop position where the vehicle should be temporarily stopped (“YES” in S406), it is determined whether or not the vehicle speed exceeds the threshold speed. (S407). If it exceeds ("YES" in S407), braking assist is executed (S408).

  When the own vehicle has not yet reached the set control point (“NO” in S406), or when the vehicle speed is equal to or lower than the threshold speed at the control point (“NO” in S407), the braking assist is unnecessary. As a result of the determination, the current routine ends.

  The process shown in FIG. 4 can be said to be a substantially real-time process because it is repeatedly executed while IG is on. Therefore, even if all of S401 to S403 are YES, all items can be reflected in the change of the control point with almost no time difference.

  In this embodiment, by changing the control point based on the vehicle surrounding information and / or the state / characteristics of the driver as described above, it is possible to assist the braking so that the vehicle can be stopped reliably at the stop position.

  In the above description of the present embodiment, the control point is treated as a “point”, but this is only an example, and both the distance to the stop position and the threshold speed have a range, and the control point is a plurality of control points. May be defined as an “area” including

  Further, in the present embodiment, the case where the braking control that is forcibly performed from the vehicle side is only a braking assist, and is only a kind of alert, and the complete stop of the vehicle depends on the driver's braking operation is described. However, it is also possible to provide a system in which the alerting stage is omitted and the vehicle is completely stopped at the stop position without relying on the driver's braking operation.

  In addition, as described above, a temporary stop place for reasons other than legal regulations such as an intersection with poor visibility is stored in the map database 106 as a part of the restriction information 108, so that the map database 106 can be used at places other than the temporary stop restriction and level crossings. You can pause where you want to pause.

  The embodiment of the present invention has been described above. As will be apparent to those skilled in the art, the above-described embodiment is merely an example for carrying out the present invention, and the present invention can be realized in various other forms. For example, the calculation required for the processing according to the present invention may be performed by a calculation device outside the host vehicle and transmitted to the host vehicle by communication.

  Moreover, in the said one Example, although the map database is stored in the storage medium, it can also be set as the structure suitably received from the vehicle exterior through vehicle-to-vehicle communication or road-to-vehicle communication. It is more preferable that the database stored in the storage medium is appropriately updated with the difference data received by communication by combining these.

  In the above embodiment, the speed control device 100 is mounted on a vehicle equipped with the navigation system 104, and the restriction information or the like 108 is newly stored in the map database 106 of the navigation system 104. The GPS receiver 105, which is a component of the system 104, the map database 106 including the regulation information 108, and a part or all of the display 107 are naturally possible as a component of the speed control device 100.

  Further, as will be apparent to those skilled in the art, the present invention can also be realized by a simple configuration in which the driver monitoring unit 103 is omitted from the speed control device 100 according to the above-described embodiment, and S401 is omitted from the processing illustrated in FIG. It is.

  The present invention is mounted on a vehicle and can be used as a device for controlling the vehicle speed. The appearance, weight, size, power source, running performance, etc. of the vehicle are not limited.

It is a schematic block diagram of the speed control apparatus which concerns on one Example of this invention. It is a flowchart which shows the flow of the speed control according to the speed limit regulation of the speed control apparatus which concerns on one Example of this invention. It is a flowchart which shows the flow of the speed control corresponding to the school zone of the speed control apparatus which concerns on one Example of this invention. It is a flowchart which shows the flow of the brake assistance control at the time of the temporary stop of the speed control apparatus which concerns on one Example of this invention. It is a graph which shows the mode of the braking assistance control at the time of the normal time of the speed control apparatus which concerns on one Example of this invention. It is a graph which shows the mode of the braking assistance control at the time of braking distance extension | expansion of the speed control apparatus which concerns on one Example of this invention. It is a graph which shows the mode of the braking assistance control at the time of the preceding vehicle of the speed control apparatus which concerns on one Example of this invention.

Explanation of symbols

100 speed control device 101 speed control ECU
102 Peripheral information collection unit 103 Driver monitoring unit 104 Vehicle control ECU
105 Navigation system 106 GPS receiver 107 Map database (DB)
108 Regulation information 109 Display

Claims (6)

A vehicle speed control device that is mounted on a vehicle and controls the vehicle speed of the host vehicle,
Own vehicle position detecting means for detecting the current position of the own vehicle;
Based on the current position of the host vehicle, regulation information acquisition means for acquiring travel regulation information about the host vehicle traveling road;
An information transmission means for transmitting a change in the travel regulation information to the driver. The vehicle speed control device according to claim 1,
The vehicle speed control device characterized in that the information transmission means transmits a change in the travel restriction information to the driver in a bodily manner. The vehicle speed control device according to claim 1 or 2,
A vehicle speed control device, further comprising vehicle travel control means for controlling travel of the host vehicle based on the travel regulation information. The vehicle speed control device according to claim 3,
Peripheral information acquisition means for acquiring peripheral information on the driving situation / environment of the own vehicle;
The vehicle speed control device further comprising control content changing means for changing control content by the vehicle travel control means based on the peripheral information. A vehicle speed control device that is mounted on a vehicle and controls the vehicle speed of the host vehicle,
Own vehicle position detecting means for detecting the current position of the own vehicle;
Stop position information acquisition means for acquiring stop position information on the own vehicle traveling road based on the current position of the host vehicle;
Braking control means for executing braking control for stopping the host vehicle at the stop position from a control start position that is a predetermined distance before the stop position;
Peripheral information acquisition means for acquiring peripheral information on the driving situation / environment of the host vehicle,
A vehicle speed control device comprising: control start position changing means for changing the control start position to the near side from the stop position based on the peripheral information. The vehicle speed control device according to claim 5,
And further comprising a driver state / characteristic detection means for detecting the driver's state or characteristic,
The vehicle speed control device, wherein the control start position changing means changes the control start position from the stop position to the near side based on the peripheral information and the state or characteristics of the driver.

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