JP2005280397A - Travel controlling device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel controlling device capable of smoothly switching control contents of an own vehicle according to instructions of a driver. <P>SOLUTION: The travel controlling device is equipped with a radar device 11 capable of detecting articles existing in a traveling direction of the own vehicle, and determines a preceding vehicle which the own vehicle follows from the detected articles to execute follow-up travel control to the determined preceding vehicle. A control state deciding portion 17 executes the follow-up travel control for traveling the own vehicle by following the preceding vehicle at traveling speed faster than predetermined speed 2 (for example, 40[km/h]), in case that a driver pushes down a control starting switch 26 to turn on when the own vehicle travels at traveling speed not less than predetermined speed 1 (for example, 45[km/h]). On the other hand, a congestion follow-up control for traveling and stopping the own vehicle by following the preceding vehicle, in case that the driver pushes down the control starting switch 26 to turn on when the own vehicle travels at traveling speed not more than predetermined speed 3 (for example, 40[km/h]). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a travel control device that sets a preceding vehicle followed by the host vehicle and controls the travel of the host vehicle.

Conventionally, for example, when the road is congested, the host vehicle automatically leads the vehicle in order to reduce the driver's mental fatigue that has to frequently start and stop following the vehicle ahead. There is an automatic stop / start device for a vehicle that sets a preceding vehicle that the host vehicle follows so as to follow the start and stop of the vehicle and controls the driving of the host vehicle. Specifically, depending on the relationship between the inter-vehicle distance detected by the inter-vehicle distance detection means and the necessary inter-vehicle distance determined by the safe inter-vehicle distance detection means, if the relationship exists in the deceleration region, the host vehicle is On the other hand, if the relationship exists in the acceleration region, the host vehicle is accelerated. As a result, the host vehicle automatically starts and stops following the preceding vehicle, thereby reducing the driver's mental fatigue (see, for example, Patent Document 1).
Japanese Unexamined Patent Publication No. 60-19208

  By the way, in the conventional apparatus, in addition to the automatic stop / start control function in which the own vehicle automatically follows the start and stop of the preceding vehicle as described above, the own vehicle and the preceding vehicle travel at a certain speed or higher. In some cases, the vehicle is provided with a follow-up running control function that causes the host vehicle to run following the preceding vehicle at a fixed distance. In such a device, for example, the automatic stop / start control function controls until the own vehicle stops, while the follow-up travel control function ends the control when the own vehicle reaches the control lower limit vehicle speed. Since the control content is different from the following traveling control function, it is important for the driver to grasp which control content is currently being implemented.

  For this reason, conventionally, the automatic stop / start control function and the follow-up travel control function are not automatically switched, and the control is temporarily interrupted when the host vehicle reaches a travel speed at which the content of both controls is switched. By starting the follow-up running again, the driver is made to know whether the current control content is the automatic stop / start control or the follow-up running control. Therefore, conventionally, the travel control is temporarily interrupted until an operation for requesting the follow-up running by the driver is detected after reaching the running speed for switching between the automatic stop / start control function and the follow-up running control function. Alternatively, depending on the operation timing of the driver, the travel control is interrupted even though the driver desires to switch between the two control contents, and the driver may feel uncomfortable.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a travel control device capable of smoothly switching the control content of the host vehicle in accordance with a driver's instruction.

  In order to solve the above-described problem, a travel control device according to a first aspect of the present invention provides vehicle speed detection means (for example, a vehicle speed sensor of an embodiment described later) that detects the traveling speed of the host vehicle (for example, a vehicle 1 of an embodiment described later). 3), follow-up intention detection means (for example, a control start switch 26 of an embodiment described later) for detecting an operation requesting follow-up by the driver, and mounted in the host vehicle, in the traveling direction of the host vehicle. Object detection means (for example, a radar device 11 of an embodiment described later) capable of detecting an existing object, and preceding vehicle determination means (for example, described later) for determining a preceding vehicle that the host vehicle follows from the detected objects. A target determining unit 16) of the embodiment, target inter-vehicle distance determining means for determining a target inter-vehicle distance between the host vehicle and the preceding vehicle (for example, a target inter-vehicle determining unit 18 of the embodiment described later), Based on a signal from the object detection means and the target inter-vehicle distance, target vehicle speed determination means (for example, a target vehicle speed determination unit 19 in an embodiment described later) that determines a target vehicle speed of the host vehicle, and the determined target Follow-up running control means for controlling the follow-up running with respect to the preceding vehicle based on the vehicle speed and the running speed of the host vehicle (for example, a control state determination unit 17, a throttle control unit 13, a brake control unit 14, a brake in an embodiment described later) In the travel control device including the hydraulic pressure determination unit 15), the follow-up travel control means detects an operation requesting follow-up travel by the driver when the host vehicle travels at a first predetermined vehicle speed or higher. If it is, follow-up running control is performed in which the host vehicle follows the preceding vehicle at a running speed faster than a second predetermined vehicle speed less than the first predetermined vehicle speed. And when the driver requests the driver to follow the vehicle when the vehicle is traveling at a third predetermined vehicle speed lower than the first predetermined vehicle speed, the vehicle is Congestion tracking control for running and stopping following the preceding vehicle is performed.

  In the travel control device having the above-described configuration, when an operation for requesting follow-up running by the driver is detected when the host vehicle is running at the first predetermined vehicle speed or higher, the follow-up running control unit is By executing follow-up running control in which the own vehicle follows the preceding vehicle and travels at a predetermined distance up to a second predetermined vehicle speed that does not need to stop or start following the preceding vehicle, the own vehicle Even if the vehicle speed is equal to or lower than the first predetermined vehicle speed, the host vehicle can be driven to follow the preceding vehicle while maintaining a constant inter-vehicle distance between the own vehicle and the preceding vehicle up to the second predetermined vehicle speed. On the other hand, when the host vehicle is traveling at the third predetermined vehicle speed or less where it is necessary to stop or start following the preceding vehicle, an operation requesting the driver to follow is detected. In such a case, the follow-up running control means performs the traffic jam follow-up control for running and stopping the own vehicle following the preceding vehicle, so that the own vehicle follows the preceding vehicle up to the first predetermined vehicle speed. It can be run and stopped.

  A travel control device according to a second aspect of the present invention is the travel control device according to the first aspect, wherein the second predetermined vehicle speed is equal to or lower than the third predetermined vehicle speed.

  In the travel control device having the above-described configuration, the follow-up travel control unit can reliably switch between the follow-up travel control and the traffic jam follow-up control by setting the second predetermined vehicle speed to be equal to or less than the third predetermined vehicle speed. .

  A travel control device according to a third aspect of the present invention is the travel control device according to the first or second aspect, wherein an operation requesting a follow-up run by the driver is detected during the follow-up run control. When the traveling speed of the host vehicle becomes equal to or lower than the second predetermined vehicle speed within a predetermined time from the time point, the following traveling control means ends the following traveling control and starts the traffic jam following control. It is characterized by.

  In the travel control device having the above-described configuration, the travel speed of the host vehicle is equal to or less than the second predetermined vehicle speed if the operation requesting the travel by the driver is detected during the follow travel control within a predetermined time. On the condition that it becomes, it is possible to end the follow-up running control of the host vehicle and start the traffic jam follow-up control.

  A travel control device according to a fourth aspect of the invention is the travel control device according to any one of the first to third aspects, wherein an operation requesting a follow-up run by the driver during the follow-up run control is detected. If the traveling speed of the host vehicle does not become the second predetermined vehicle speed or less within a predetermined time after the operation, the following traveling control means continues the following traveling control.

  In the travel control device having the above-described configuration, the travel speed of the host vehicle is equal to or less than the second predetermined vehicle speed within a predetermined time after an operation for requesting the follow-up travel by the driver is detected during the follow-up travel control. If not, it can be determined that there is no need to start the traffic jam follow-up control, and the follow-up running control can be continued.

  A travel control device according to a fifth aspect of the present invention is the travel control device according to any one of the first to fourth aspects, wherein a warning corresponding to a control state of the following travel control means is given to the driver. A warning means (for example, a notification processing unit 12 of an embodiment described later) is provided, and an operation requesting a follow-up traveling by the driver is detected during the warning by the warning means, and within a predetermined time after the operation is detected When the travel speed of the host vehicle becomes equal to or lower than the second predetermined vehicle speed, the follow-up travel control unit starts the traffic jam follow-up control.

  The travel control device having the above configuration requests follow-up travel by a driver who has received a warning from the warning means, even when the own vehicle travel speed is higher than a third predetermined vehicle speed at which traffic jam follow-up control can be performed. When an operation is detected, the fact that the operation has been input is stored, and the traveling speed of the host vehicle is less than or equal to a second predetermined vehicle speed at which the traffic jam tracking control should be executed within a predetermined time after the driver's operation is detected. In this case, the operation input and stored last time is treated as valid, and the traffic jam tracking control can be started.

  A travel control device according to a sixth aspect of the present invention is the travel control device according to any one of the first to fifth aspects, wherein the following travel control is interrupted when the warning means is at least other than the operation of the driver. Or when the traveling speed of the host vehicle is equal to or lower than the second predetermined vehicle speed during the deceleration control associated with the follow-up traveling control, or the inter-vehicle distance between the host vehicle and the preceding vehicle is a predetermined distance. A warning is given to the driver in any of the following cases.

  In the travel control device having the above-described configuration, the following traveling control is interrupted at least other than by the driver's operation, or the traveling speed of the host vehicle is less than or equal to the second predetermined vehicle speed during the deceleration control accompanying the following traveling control. It is possible to notify the driver that the vehicle has become or the distance between the host vehicle and the preceding vehicle has become a predetermined distance or less.

According to the travel control device of the first aspect, when an operation requesting the driver to follow is detected when the host vehicle is traveling at the first predetermined vehicle speed or higher, the following traveling control is performed. The host vehicle is driven to follow the preceding vehicle at a certain distance to the second predetermined vehicle speed that does not need to be stopped or started following the preceding vehicle, while the host vehicle is tracked to the preceding vehicle. When an operation requiring a follow-up running by the driver is detected when the vehicle is running at a third predetermined vehicle speed or less where it is necessary to stop or start the vehicle, the first follow-up is performed by the traffic jam follow-up control. The host vehicle can run and stop following the preceding vehicle up to a predetermined vehicle speed.
Therefore, while appropriately switching between follow-up running control and traffic jam follow-up control according to the driving situation, the following vehicle control or traffic jam follow-up control allows the host vehicle to follow the preceding vehicle appropriately and follow the driver's instructions. Accordingly, it is possible to achieve a travel control device capable of smoothly controlling the host vehicle.

According to the travel control apparatus of the second aspect, since the second predetermined vehicle speed is set to be equal to or lower than the third predetermined vehicle speed, it is possible to switch between the following traveling control and the traffic jam following control with the second predetermined vehicle speed as a boundary.
Accordingly, it is possible to smoothly switch between the follow-up running control and the traffic jam follow-up control without any seam and to execute the running control of the host vehicle in accordance with the driving feeling of the driver.

According to the travel control device of the third aspect, when the traveling speed of the host vehicle becomes equal to or lower than the second predetermined vehicle speed within a predetermined time after the operation for requesting the driver to follow the vehicle is performed, It is possible to end the follow-up running control and start the traffic jam follow-up control.
Accordingly, even when the driver performs an operation for switching from the tracking driving control to the traffic jam tracking control at a speed higher than the second predetermined vehicle speed, the driving speed of the host vehicle is within a predetermined time from the operation. When the speed is equal to or lower than the second predetermined vehicle speed, the traffic jam tracking control is started, so that the effect of eliminating the deviation between the control of the device and the driving feeling of the driver can be obtained.

According to the travel control device of the fourth aspect, when the traveling speed of the host vehicle does not become the second predetermined vehicle speed or less within a predetermined time after the operation for requesting the driver to follow the vehicle is performed. In addition, the follow-up running control can be continued without starting the traffic jam follow-up control.
Therefore, for example, even if it is erroneously executed during high-speed traveling, if the traveling speed of the host vehicle does not fall below the second predetermined vehicle speed within a predetermined time from the operation, the tracking traveling control is continued. Therefore, an effect that it is possible to prevent switching between unnecessary follow-up traveling control and traffic jam follow-up control can be obtained.

According to the travel control device of the fifth aspect, even when the travel speed of the host vehicle is higher than the second predetermined vehicle speed for switching between the follow travel control and the traffic jam follow control, the follow by the driver who has received the warning is performed. When an operation requesting traveling is detected, the operation can be validated and the traffic jam tracking control can be started when the traveling speed of the host vehicle is equal to or lower than a second predetermined vehicle speed at which the traffic jam tracking control is to be executed.
Accordingly, it is possible to properly use the follow-up running control and the traffic jam follow-up control according to the driving situation, and reliably switch the follow-up running control to the traffic jam follow-up control according to the driving feeling of the driver based on the operation of the driver. The effect is obtained.

According to the travel control device of the sixth aspect, the follow-up travel control is interrupted at least other than the operation of the driver, and the travel speed of the host vehicle is equal to or less than the second predetermined vehicle speed during the deceleration control accompanying the follow-up travel control. It can be notified to the driver that the vehicle distance between the host vehicle and the preceding vehicle has become a predetermined distance or less.
Therefore, by notifying the driver of changes in traffic conditions around the vehicle and encouraging switching from the follow-up running control to the congestion follow-up control, the follow-up running control can be reliably switched to the traffic jam follow-up control, and the host vehicle can be smoothly The effect that traveling control can be performed is obtained.

  Embodiments of the present invention will be described below with reference to the drawings.

(Device configuration)
FIG. 1 is a perspective view of a vehicle 1 provided with a travel control device according to an embodiment of the present invention, and FIG. 2 is a block diagram showing a configuration of the travel control device according to an embodiment of the present invention.
In FIG. 1, the travel control device of this embodiment is mainly configured as a millimeter wave radar integrated ECU (Electronic Control Unit) 2. Further, the vehicle 1 is provided with a vehicle speed sensor 3 for detecting the traveling speed of the vehicle 1 and a yaw rate sensor 4 for detecting the yaw rate of the vehicle 1, and the detected traveling speed and yaw rate are integrated with a millimeter wave radar. It is input to the ECU 2 (travel control device).

Further, the vehicle 1 is provided with a throttle actuator 5 that operates the throttle of the engine of the vehicle 1 by hydraulic pressure or electricity, and a brake actuator 6 that similarly operates the brake of the vehicle 1 by hydraulic pressure or electricity.
In addition, a brake lamp 7 that indicates an operating state of a brake of the vehicle 1 is provided at a rear portion of the vehicle 1.
Further, a display unit 8 and a buzzer 9 are provided in the vicinity of the driver's seat of the vehicle 1 to notify the driver of the control state of the travel control device, and in the vicinity of the steering wheel 31, the driver can perform a driving operation on the travel control device. Switches 10 are provided for inputting.

  On the other hand, the details of the millimeter wave radar integrated ECU 2 (running control device) will be described with reference to FIG. 2. Reference numeral 11 denotes a reflected wave of the radar wave transmitted to the surroundings of the vehicle 1 and reflected from the object. The radar apparatus of the millimeter wave radar-integrated ECU 2 mounted in front of the vehicle 1 for receiving an object, and the radar apparatus 11 detects an object existing in front of the vehicle 1 using the received reflected wave. .

On the other hand, the travel control device of the present embodiment includes a notification processing unit 12, a throttle control unit 13, and a processing unit realized in the ECU part of the millimeter wave radar integrated ECU 2 including a CPU (central processing unit). A brake control unit 14, a brake hydraulic pressure determination unit 15, a target determination unit 16, a control state determination unit 17, a target inter-vehicle determination unit 18, and a target vehicle speed determination unit 19 are provided.
Here, the notification processing unit 12 is a processing unit that notifies the driver of the control state of the travel control device using the display unit 8 and the buzzer 9 provided in the vicinity of the driver's seat. The notification processing unit 12 also includes warning means for issuing a warning to the driver. The warning is performed by, for example, sounding a warning sound or lighting a lamp indicating a warning display.

The throttle control unit 13 is a processing unit that controls the throttle actuator 5 that sets the throttle opening and operates the throttle of the engine of the vehicle 1.
The brake control unit 14 is a processing unit for controlling the brake actuator 6 that operates the brake of the vehicle 1. The brake actuator 6 is controlled by the brake fluid pressure determining unit 15 according to the control of the brake actuator 6. This is executed based on the target hydraulic pressure (target hydraulic pressure). Further, the lighting of the brake lamp 7 provided at the rear portion of the vehicle 1 is controlled based on the target fluid pressure of the brake fluid determined by the brake fluid pressure determining unit 15.

  On the other hand, the target determination unit 16 is a processing unit that processes information on an object in front of the vehicle 1 captured by the radar device 11, and uses the traveling speed and yaw rate of the vehicle 1 by the vehicle speed sensor 3 and the yaw rate sensor 4. The vehicle 1 includes a travel locus calculation processing unit that calculates a travel locus (vehicle trajectory) of the vehicle 1, and the vehicle 1 uses the calculated vehicle trajectory and information on an object existing in front of the vehicle 1 output from the radar device 11. A preceding vehicle determination processing unit that detects the preceding vehicle that follows and calculates object information including the distance between the detected preceding vehicle and the vehicle 1 and the relative speed of both of them is provided.

  For example, the target determination unit 16 divides the traveling speed of the vehicle 1 by the yaw rate of the vehicle 1 to calculate the corner R of the road on which the vehicle 1 travels to obtain the own vehicle trajectory. Recognize the vehicle as a preceding vehicle. In addition, a stop object such as a cat's eye or white line provided along the side of the lane is determined to determine the lane in which the vehicle 1 travels, and the preceding vehicle in the lane in which the vehicle 1 travels and the vehicle in the adjacent lane To distinguish. Further, when the vehicle stops, the preceding vehicle and the other vehicle are distinguished from each other by using the own vehicle trajectory until the vehicle stops.

  On the other hand, the control state determination unit 17 is a start / stop switch 25 or a follow-up control for causing the driver to input an intention to start / stop among the switches 10 provided to allow the driver to input a driving operation. A brake switch indicating a signal from the control start switch 26 for inputting the start of the vehicle or a cancel switch 27 for inputting the cancellation of the follow-up control and an operation state of the brake pedal provided on the brake pedal operated by the driver 29 is a processing unit that performs traveling control of the vehicle 1 based on the signal from 29 and the object information input from the target determination unit 16, and notifies the driver of the control state via the notification processing unit 12. The travel control of the vehicle 1 is controlled by transition of three states of “off”, “follow”, and “stop and hold”. The state transition of the travel control of the vehicle 1 by the control state determination unit 17 will be described in detail later.

  Similarly, the target inter-vehicle distance determination unit 18 is based on the driver's operation input from the inter-vehicle distance setting switch 28 in the switches 10 provided to allow the driver to input the driving operation. A processing unit that determines a target inter-vehicle distance (target inter-vehicle distance) between the vehicle 1 controlled by the travel control device and the preceding vehicle, and the target vehicle speed determination unit 19 includes a control state by the control state determination unit 17, Based on the target inter-vehicle distance determined by the target inter-vehicle distance determination unit 18, the optimum travel speed of the vehicle 1 is calculated as the target vehicle speed, and the throttle control unit 13 and the brake fluid pressure are determined so that the vehicle 1 travels at the target vehicle speed. The unit 15 is controlled.

  Specifically, if the target vehicle speed is higher than the current traveling speed of the vehicle 1, the throttle opening degree output from the throttle control unit 13 is increased, and the throttle is set so that the vehicle 1 is accelerated by increasing the engine speed. The actuator 5 is instructed. On the other hand, if the target vehicle speed is slower than the current traveling speed of the vehicle 1, the brake fluid pressure determining unit 15 increases the brake fluid target hydraulic pressure, and the brake control unit 14 operates the brake so that the brake operates. 6 is instructed.

  FIG. 3 is a layout example of the start / stop switch 25, the control start switch 26, the cancel switch 27, and the inter-vehicle distance setting switch 28 described above, and each switch is steered so that the driver can easily operate it. It is arranged near the wheel 31. Further, the start / stop switch 25, the control start switch 26, the cancel switch 27, and the inter-vehicle distance setting switch 28 may be shared with the operation switch of the cruise control device provided in the vehicle 1.

(Control state transition)
Next, the state transition of the travel control in the control state determination unit 17 will be described with reference to the drawings.
FIG. 4 is a diagram illustrating a state transition of the travel control in the control state determination unit 17.
In FIG. 4, as described above, there are three states of travel control: A: “off”, B: “follow”, and C: “stop and hold”. Here, A: “OFF” state is a state in which the traveling control by the traveling control device is not performed. B: “Follow-up” state is a state in which traveling control by the traveling control device is performed. Further, C: “stop and hold” state is a state in which the vehicle 1 stopped behind after the preceding vehicle that the vehicle 1 follows stops holding the stop state.

And the control state determination part 17 makes the transition of the state of driving | running | working control as shown in FIG. 4 by using the input demonstrated below as a trigger.
First, when the driver depresses the control start switch 26 when the preceding vehicle that the vehicle 1 follows is detected when the traveling control state is A: “off” state, the control state determination unit 17 sets the traveling control state. Are transitioned from A: “off” state to B: “following” state (state transition SE1).
On the other hand, when the driver depresses the cancel switch 27 or depresses the brake pedal when the state of the travel control is B: “follow”, the control state determination unit 17 changes the state of the travel control to B: “follow”. Transition from state to A: “off” state (state transition SE2).

Further, when the traveling control state is B: “following” state, when the preceding vehicle is stopped and the vehicle 1 stops at a predetermined position behind the preceding vehicle, the control state determination unit 17 changes the traveling control state. B: Transition from the “follow-up” state to the C: “hold and hold” state (state transition SE3).
In addition, when the driving control state is C: “stop hold” state and the driver depresses the start / stop switch 25 or depresses the accelerator pedal, the control state determination unit 17 changes the state of the traveling control to C: Transition from the “stop hold” state to the B: “follow” state (state transition SE4).

On the other hand, when the driving control state is A: “off”, the preceding vehicle that the vehicle 1 follows is stopped and the driver presses the control start switch 26 when the vehicle 1 stops behind the vehicle 1. The state determination unit 17 changes the traveling control state from the A: “off” state directly to the C: “stop hold” state (state transition SE5).
In addition, when the driving control state is C: “stop holding” and the driver depresses the cancel switch 27 or depresses the brake pedal, the control state determination unit 17 changes the traveling control state to C: “stop”. A transition is made directly from the “hold” state to the A: “off” state (state transition SE6).

(Details of "following" status)
Next, details of B: “following” state in the above-described travel control will be described. In the above-described travel control B: “following” state, the vehicle 1 and the preceding vehicle travel ahead of the vehicle 1 when traveling at a speed that does not require the vehicle 1 to stop or start following the preceding vehicle. A state in which follow-up running control (ACC) for running the vehicle 1 following the preceding vehicle while keeping the inter-vehicle distance constant is executed, and the vehicle 1 and the preceding vehicle make the vehicle 1 a preceding vehicle. There is a state in which traffic jam follow-up control (LSF) is performed in which the vehicle 1 travels and stops following the preceding vehicle while traveling at a speed at which it is necessary to follow or stop or start. That is, the state transition between the B: “following” state and the C: “stop holding” state occurs when the traffic jam tracking control (LSF) is being executed.

  Further, switching between the follow-up running control (ACC) and the traffic jam follow-up control (LSF) will be described in more detail. As shown in FIG. 5, the operating vehicle speed region of the follow-up running control (ACC) and the traffic jam follow-up control (LSF) is shown. become. FIG. 5 shows the travel speed of the vehicle 1 on the horizontal axis, and shows which control is performed when the travel speed of the vehicle 1 is in which speed range, or at which speed both controls are switched. More specifically, as shown in FIG. 5, in a region where the traveling speed of the vehicle 1 is equal to or less than a predetermined speed 3 (for example, 40 [km / h]), it is possible to set (set) traffic jam tracking control (LSF) (= Congestion tracking control settable area). Further, in a region where the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed 1 (for example, 45 [km / h]), the following traveling control (ACC) can be set (set following region).

  On the other hand, when the traveling speed of the vehicle 1 becomes equal to or higher than a predetermined speed 4 (for example, 45 [km / h]) during execution of the traffic jam tracking control (LSF), the traffic jam tracking control (LSF) is continued. The traveling speed is controlled so as not to exceed a predetermined speed 4 (for example, 45 [km / h]). Further, when the traveling speed of the vehicle 1 becomes equal to or less than a predetermined speed 2 (for example, 40 [km / h]) during execution of the following traveling control (ACC), the following traveling control (ACC) is automatically ended. However, unless the driver presses down the control start switch 26 to request the follow-up running, the traffic jam follow-up control (LSF) is not started. At this time, the driving operation is entrusted to the driver. Although details will be described later, when the driver presses down the control start switch 26 during follow-up running control (ACC) and requests follow-up running, the running speed of the vehicle 1 is set to a predetermined speed 2 (for example, 40 [km / h]) or less, traffic jam follow-up control (LSF) is started.

Therefore, in other words, the predetermined speed 1 (for example, 45 [km / h]) is the follow-up traveling control (ACC) set lower limit vehicle speed.
Further, the predetermined speed 2 (for example, 40 [km / h]) is a follow-up traveling control (ACC) lower limit vehicle speed.
Further, the predetermined speed 3 (for example, 40 [km / h]) is a traffic jam tracking control (LSF) set upper limit vehicle speed.
Furthermore, the predetermined speed 4 (for example, 45 [km / h]) is a traffic jam follow-up control (LSF) upper limit vehicle speed.

(Start, end, and switching of travel control)
Next, the start, end, and switching determination operations of the tracking travel control (ACC) and the traffic jam tracking control (LSF) by the control state determination unit 17 will be described with reference to the drawings.
First, with reference to the flowcharts shown in FIGS. 6 and 7, the start, end, and switching determination operations of the follow-up running control (ACC) and the traffic jam follow-up control (LSF) will be described. FIGS. 6 and 7 are flowcharts showing the start, end, and switching determination operations of the follow-up running control (ACC) and the traffic jam follow-up control (LSF) by the control state determination unit 17 of the running control device of this embodiment. The control state determination unit 17 periodically starts and executes the processes shown in FIGS. 6 and 7.

In FIG. 6, the control state determination unit 17 is periodically activated to determine whether or not the value of the timer T1 for monitoring the operation of the control start switch 26 by the driver is “0” (step S1). ).
If the value of the timer T1 is not “0” in step S1 (NO in step S1), the control state determination unit 17 subtracts the value of the timer T1 for monitoring the operation of the control start switch 26 by the driver. The timer T1 is counted by processing (step S2).
Next, it is determined whether or not the following traveling control (ACC) or the traffic jam following control (LSF) for the preceding vehicle is currently being performed (step S3).

If the value of the timer T1 is “0” in step S1 (YES in step S1), the control state determination unit 17 proceeds to step S3 without doing anything, and currently follows traveling control (ACC) for the preceding vehicle. Alternatively, it is determined whether or not the traffic jam tracking control (LSF) is being performed (step S3).
If in step S3, the following traveling control (ACC) or the traffic jam following control (LSF) for the preceding vehicle is currently being performed (YES in step S3), the control state determination unit 17 determines that the current traveling control is for the preceding vehicle. It is determined whether or not follow-up running control (ACC) is performed (step S4).

In step S4, when the current travel control is not the follow-up travel control (ACC) for the preceding vehicle (NO in step S4), the control state determination unit 17 determines whether the current travel control is the traffic jam follow-up control (LSF). It is determined whether or not (step S5).
Furthermore, in step S5, when the current traveling control is not traffic jam tracking control (LSF) for the preceding vehicle (NO in step S5), the control state determination unit 17 turns on the warning to the driver by the warning means of the notification processing unit 12. It is determined whether or not (step S6).
If the warning to the driver by the warning means is not ON in step S6 (NO in step S6), the control state determination unit 17 does nothing and ends the determination operation of this time.

  The warning means is configured so that the travel speed of the vehicle 1 is a predetermined speed 2 (for example, 40) when the follow-up travel control (ACC) is interrupted at least other than by the driver's operation or during the deceleration control accompanying the follow-up travel control (ACC). [Km / h]) or less, or when the distance between the vehicle 1 and the preceding vehicle becomes a predetermined distance or less, a warning is given to the driver.

In step S4, when the current travel control is follow-up travel control (ACC) for the preceding vehicle (YES in step S4), the control state determination unit 17 determines whether or not the control start switch 26 is pressed by the driver. That is, it is determined whether or not the output signal of the control start switch 26 has changed from OFF to ON (step S7).
If the control start switch 26 is pushed by the driver in step S7, that is, if the output signal of the control start switch 26 has changed from OFF to ON (YES in step S7), the control state determination unit 17 A timer T2 for monitoring the traveling speed of the vehicle 1 is set to 2 seconds, for example (step S8), and the traveling speed of the vehicle 1 is set to a predetermined speed 2 (for example, 40 [km / h]) for 2 seconds counted by the timer T2. Monitor whether or not:

Further, after the timer T2 is set in step S8, or in step S10, the control start switch 26 is not pushed by the driver, that is, the output signal of the control start switch 26 does not change from OFF to ON (step The control state determination unit 17 determines whether or not the value of the timer T2 for monitoring the traveling speed of the vehicle 1 is “0” (NO in S7) (step S9).
If the value of the timer T2 is “0” in step S9 (YES in step S9), the control state determination unit 17 indicates that the traveling speed of the vehicle 1 is equal to or less than a predetermined speed 2 (for example, 40 [km / h]). It is determined whether or not (step S10).

If the traveling speed of the vehicle 1 is not less than or equal to a predetermined speed 2 (for example, 40 [km / h]) in step S10 (NO in step S10), the control state determination unit 17 does nothing and proceeds to step S5.
On the other hand, when the traveling speed of the vehicle 1 is equal to or lower than a predetermined speed 2 (for example, 40 [km / h]) in step S10 (YES in step S10), the control state determination unit 17 ends the follow-up traveling control (ACC). (Step S11), the process proceeds to Step S5.

In step S9, when the value of the timer T2 is not “0” (NO in step S9), the control state determination unit 17 determines that the traveling speed of the vehicle 1 is equal to or less than a predetermined speed 2 (for example, 40 [km / h]). It is determined whether or not there is (step S12).
If the traveling speed of the vehicle 1 is equal to or lower than a predetermined speed 2 (for example, 40 [km / h]) in step S12 (YES in step S12), the control state determination unit 17 sets the value of the timer T2 to “0”. (Step S13).
Then, the control state determination unit 17 ends the follow-up running control (ACC) for the preceding vehicle (step S14), starts the traffic jam follow-up control (LSF) (step S15), and proceeds to step S5.

  On the other hand, when the traveling speed of the vehicle 1 is not less than or equal to a predetermined speed 2 (for example, 40 [km / h]) in step S12 (NO in step S12), the control state determination unit 17 performs a subtraction process on the value of the timer T2. The timer T2 is counted (step S16), and the process proceeds to step S5.

In step S5, when the current travel control is the traffic jam tracking control (LSF) for the preceding vehicle (YES in step S5), the control state determination unit 17 determines whether or not the control start switch 26 is pressed by the driver. That is, it is determined whether or not the output signal of the control start switch 26 has changed from OFF to ON (step S17).
If the control start switch 26 is not pressed by the driver in step S17, that is, if the output signal of the control start switch 26 has not changed from OFF to ON (NO in step S17), the control state determination unit 17 The process proceeds to step S6 without doing anything.

In step S17, when the control start switch 26 is pushed by the driver, that is, when the output signal of the control start switch 26 is changed from OFF to ON (YES in step S17), the control state determination unit 17 It is determined whether or not the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed 1 (for example, 45 [km / h]) (step S18).
If the traveling speed of the vehicle 1 is not equal to or higher than the predetermined speed 1 (for example, 45 [km / h]) in step S18 (NO in step S18), the control state determination unit 17 does nothing and proceeds to step S6.

  On the other hand, when the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed 1 (for example, 45 [km / h]) in step S18 (YES in step S18), the control state determination unit 17 performs the congestion follow-up control (LSF) for the preceding vehicle. ) Is finished (step S19), and follow-up running control (ACC) is started (step S20), and the process proceeds to step S6.

If the warning to the driver by the warning means is ON in step S6 (YES in step S6), the control state determination unit 17 determines whether or not the control start switch 26 has been pressed by the driver, that is, the control start. It is determined whether or not the output signal of the switch 26 has changed from OFF to ON (step S21).
If the control start switch 26 is not pressed by the driver in step S21, that is, if the output signal of the control start switch 26 has not changed from OFF to ON (NO in step S21), the control state determination unit 17 This determination operation is terminated without doing anything.

  In Step S21, when the control start switch 26 is pushed by the driver, that is, when the output signal of the control start switch 26 is changed from OFF to ON (YES in Step S21), the control state determination unit 17 Another timer T1 for monitoring the operation of the control start switch 26 by the driver is set to 2 seconds, for example (step S22), and this determination operation is terminated. The control state determination unit 17 monitors whether or not the driver depresses the control start switch 26 and turns on the control start switch 26 for 2 seconds counted by the timer T1.

On the other hand, if the following traveling control (ACC) or the traffic jam following control (LSF) for the preceding vehicle is not currently being performed (NO in step S3), the control state determination unit 17 proceeds to step S23 in FIG. Then, it is determined whether or not the driver has pressed the control start switch 26, that is, whether or not the output signal of the control start switch 26 has changed from OFF to ON (step S23).
If the control start switch 26 is not pushed by the driver in step S23, that is, if the output signal of the control start switch 26 has not changed from OFF to ON (NO in step S23), the control state determination unit 17 Then, it is determined whether or not the value of the timer T1 for monitoring the operation of the control start switch 26 by the driver is “0” (step S24).
If the value of the timer T1 is “0” in step S24 (YES in step S24), the control state determination unit 17 does nothing and ends this determination operation.

In step S23, when the control start switch 26 is pushed by the driver, that is, when the output signal of the control start switch 26 is changed from OFF to ON (YES in step S23), the control state determination unit 17 It is determined whether or not the traveling speed of the vehicle 1 is equal to or higher than a predetermined speed 1 (for example, 45 [km / h]) (step S25).
If the traveling speed of the vehicle 1 is not equal to or higher than the predetermined speed 1 (for example, 45 [km / h]) in step S25 (NO in step S25), the control state determination unit 17 determines that the traveling speed of the vehicle 1 is the predetermined speed 3 It is determined whether or not (for example, 40 [km / h]) or less (step S26).
In step S26, if the traveling speed of the vehicle 1 is not less than or equal to the predetermined speed 3 (for example, 40 [km / h]) (NO in step S26), the control state determination unit 17 does nothing and proceeds to step S24.

On the other hand, when the travel speed of the vehicle 1 is equal to or higher than a predetermined speed 1 (for example, 45 [km / h]) in step S25 (YES in step S25), the control state determination unit 17 starts the follow-up travel control (ACC). (Step S27), the process proceeds to Step S24.
In step S26, when the traveling speed of the vehicle 1 is equal to or less than a predetermined speed 3 (for example, 40 [km / h]) (YES in step S26), the control state determination unit 17 starts traffic jam tracking control (LSF). (Step S28), the process proceeds to Step S24.

On the other hand, when the value of the timer T1 is not “0” in step S24 (NO in step S24), the control state determination unit 17 determines that the traveling speed of the vehicle 1 is equal to or less than a predetermined speed 2 (for example, 40 [km / h]). It is determined whether or not there is (step S29).
If the travel speed of the vehicle 1 is not less than or equal to a predetermined speed 2 (for example, 40 [km / h]) in step S29 (NO in step S29), the control state determination unit 17 ends this determination operation.
In step S29, when the traveling speed of the vehicle 1 is equal to or lower than a predetermined speed 2 (for example, 40 [km / h]) (YES in step S29), the control state determination unit 17 sets the value of the timer T1 to “0”. (Step S31).
And the control state determination part 17 starts traffic jam follow-up control (LSF) with respect to a preceding vehicle (step S32), and complete | finishes this determination operation.

  Further, the switching determination operation between the above-described follow-up running control (ACC) and traffic jam follow-up control (LSF) will be specifically described with reference to a timing chart. FIG. 8 is a timing chart showing the switching determination operation between the follow-up running control (ACC) and the traffic jam follow-up control (LSF) by the control state determination unit 17 of the running control device of this embodiment. As shown in (b) the warning operation for the driver in FIG. 8, in the state where the warning is given to the driver from time t1, (c) as indicated by the output signal of the control start switch 26, further at time t2. When the control start switch 26 is pressed by the driver and the output signal is turned ON, the control state determination unit 17 (a) the traveling speed of the vehicle 1 is a predetermined speed 2 (for example, 40 [km / h]) or less. At the time t3 when the time elapses, (d) the follow-up running control (ACC) is terminated and (e) the traffic jam follow-up control (LSF) is started. In addition, at time t3, the control state determination unit 17 stops the warning for the driver as indicated by (b) the warning operation for the driver.

  In the above-described embodiment, the determination criterion of the traveling speed of the vehicle 1 in the start, end, and switching determination operations of the tracking travel control (ACC) and the traffic jam tracking control (LSF) by the control state determination unit 17 is the predetermined speed 1. Has been described as 45 [km / h] and the predetermined speed 3 is 40 [km / h], for example, the predetermined speed 1 and the predetermined speed 3 can be any number as long as the predetermined speed 1> the predetermined speed 3 good. The predetermined speed 1 may be any value as long as the predetermined speed 4 or less. Similarly, the predetermined speed 2 may be any value as long as it is equal to or less than the predetermined speed 3.

  In the above-described embodiment, when the driver presses the control start switch 26 and turns on the control start switch 26 while the warning means is giving a warning to the driver, the control state is determined. The unit 17 starts traffic jam tracking control (LSF) that causes the vehicle 1 to travel and stop following the preceding vehicle when the vehicle 1 travels at a predetermined speed 2 (for example, 40 [km / h]) or less. As described above, while the warning means is giving a warning to the driver, the traffic congestion tracking control (LSF) is started when the driver presses the control start switch 26 and turns on the control start switch 26. You may make it do.

  As described above, according to the traveling control apparatus of the present embodiment, the preceding vehicle that includes the radar device 11 that can detect an object that exists in the traveling direction of the vehicle 1 and that the vehicle 1 follows from the detected object. In the travel control device that executes the following travel control for the determined preceding vehicle, the control state determination unit 17 is traveling the vehicle 1 at a predetermined speed 1 (for example, 45 [km / h]) or more. Sometimes, when the driver depresses the control start switch 26 and turns on the control start switch 26, the vehicle 1 follows the preceding vehicle at a traveling speed faster than a predetermined speed 2 (for example, 40 [km / h]). On the other hand, when the vehicle 1 is traveling at a predetermined speed 3 (for example, 40 [km / h]) or less, the driver depresses the control start switch 26. ,control When the start switch 26 to ON, executes travels following the vehicle 1 to the preceding vehicle and the speed following control to stop (LSF).

  Accordingly, when the vehicle 1 is traveling at a predetermined speed 1 (for example, 45 [km / h]) or more and the driver requests to follow, the vehicle 1 is stopped or started following the preceding vehicle. Follow-up traveling control (ACC) is performed in which the vehicle 1 travels following the preceding vehicle at a predetermined distance up to a predetermined speed 2 (for example, 40 [km / h]) that does not need to be performed. When the driver requests to follow the vehicle while traveling at a predetermined speed 3 (for example, 40 [km / h]) or less where it is necessary to stop or start following the vehicle, the predetermined speed 1 is reversed. Up to (for example, 45 [km / h]), it is possible to execute traffic jam tracking control (LSF) that causes the vehicle 1 to travel and stop following the preceding vehicle.

  Therefore, since the switching of the traveling control when the control start switch 26 is pressed is executed according to the traveling speed of the vehicle 1, the traveling control can be switched with one switch, and the operability is improved. As well as a cost reduction effect. In addition, while appropriately switching between the following traveling control (ACC) and the traffic jam following control (LSF) in accordance with the driving situation, the vehicle 1 is appropriately advanced by the following traveling control (ACC) or the traffic jam following control (LSF). The effect that it can drive | work following is acquired.

  In addition, the control state determination unit 17 performs the traveling speed of the vehicle 1 during the following traveling control (ACC) and within a predetermined time after the driver depresses the control start switch 26 to turn on the control start switch 26. Is less than or equal to a predetermined speed 2 (for example, 40 [km / h]), the follow-up running control (ACC) is terminated and the traffic jam follow-up control (LSF) is started. When the traveling speed does not become a predetermined speed 2 (for example, 40 [km / h]) or less, the following traveling control (ACC) is continued.

Thus, when the travel speed of the vehicle 1 becomes equal to or lower than the second predetermined vehicle speed within a predetermined time after the driver's operation for requesting the follow-up travel is performed, the follow-up travel control is ended and the congestion follow-up control is performed. If the traveling speed of the vehicle 1 does not fall below the second predetermined vehicle speed within a predetermined time, the following traveling control can be continued without starting the traffic jam following control.
Therefore, even when the driver performs an operation for switching from the tracking traveling control to the traffic jam tracking control when the traveling speed of the vehicle 1 is higher than a predetermined speed 2 (for example, 40 [km / h]), When the traveling speed of the vehicle 1 falls below a predetermined speed 2 (for example, 40 [km / h]) within the time, the traffic jam tracking control is started. Can be eliminated. For example, even if the vehicle 1 is erroneously executed during high-speed traveling, if the traveling speed of the vehicle 1 does not become a predetermined speed 2 (for example, 40 [km / h]) or less within a predetermined time from the operation, the following traveling is performed. Since the control is continued, an effect that it is possible to prevent unnecessary switching between the follow-up running control (ACC) and the traffic jam follow-up control (LSF) can be obtained.

  Further, when the follow-up running control (ACC) is interrupted other than by the driver's operation, or during the deceleration control accompanying the follow-up running control (ACC), the running speed of the vehicle 1 is a predetermined speed 2 (for example, 40 [km / h]). ) If the warning means is giving a warning to the driver either when the vehicle is below or when the inter-vehicle distance between the vehicle 1 and the preceding vehicle is below a predetermined distance, the driver controls When the start switch 26 is pressed and the control start switch 26 is turned on, the control state determination unit 17 causes the vehicle 1 to travel at a predetermined speed 2 (for example, 40 [km / h]) or less. Occasionally, traffic jam follow-up control (LSF) that starts and stops the vehicle 1 following the preceding vehicle is started.

Thereby, even when the traveling speed of the vehicle 1 is faster than a predetermined speed 2 (for example, 40 [km / h]) for switching between the follow-up running control and the congestion follow-up control, the driver who has received the warning requests the follow-up running. In this case, the traffic jam tracking control (LSF) can be started when the traveling speed of the vehicle 1 becomes a predetermined speed 2 (for example, 40 [km / h]) or less at which the traffic jam tracking control (LSF) should be executed.
Accordingly, the follow-up running control (ACC) and the traffic jam follow-up control (LSF) are properly used according to the driving situation, and the follow-up running control (ACC) is surely performed in accordance with the driving feeling of the driver based on the operation of the driver. Can be switched to traffic jam tracking control (LSF).

1 is a perspective view of a vehicle provided with a travel control device according to an embodiment of the present invention. It is a block diagram which shows the structure of the traveling control apparatus of the Example. It is a layout example of the start / stop switch, the control start switch, the cancel switch, and the inter-vehicle distance setting switch of the travel control device of the embodiment. It is a figure which shows the state transition of the traveling control in the control state determination part of the traveling control apparatus of the Example. It is a figure which shows the action | operation vehicle speed area | region of the tracking driving | running | working control and traffic jam tracking control of the driving | running | working control apparatus of the Example. It is a flowchart which shows the start, completion | finish, and switching determination operation | movement of follow-up running control and traffic jam follow-up control by the control state determination part of the running control apparatus of the Example. It is a flowchart which shows the start, completion | finish, and switching determination operation | movement of follow-up running control and traffic jam follow-up control by the control state determination part of the running control apparatus of the Example. It is a timing chart which shows the switching determination operation | movement of the tracking driving | running | working control and traffic jam tracking control by the control state determination part of the driving | running | working control apparatus of the Example.

Explanation of symbols

1 Vehicle (own vehicle)
3 Vehicle speed sensor (vehicle speed detection means)
11 Radar device (object detection means)
12 Notification processing unit (warning means)
13 Throttle control part (follow-up running control means)
14 Brake control unit (follow-up running control means)
15 Brake fluid pressure determining unit (follow-up running control means)
16 Target determination unit (preceding vehicle determination means)
17 Control state determination unit (following travel control means)
18 Target inter-vehicle distance determining unit (target inter-vehicle distance determining means)
19 Target vehicle speed determining unit (target target vehicle speed determining means)
26 Control start switch (following intention detection means)

Claims (6)

Vehicle speed detection means for detecting the traveling speed of the host vehicle;
Follow-up intention detection means for detecting an operation requesting follow-up driving by the driver;
An object detection means mounted on the host vehicle and capable of detecting an object present in the traveling direction of the host vehicle;
Preceding vehicle determination means for determining a preceding vehicle that the host vehicle follows from the detected object;
Target inter-vehicle distance determining means for determining a target inter-vehicle distance between the host vehicle and the preceding vehicle;
Target vehicle speed determining means for determining a target vehicle speed of the host vehicle based on a signal from the object detection means and the target inter-vehicle distance;
In a travel control device comprising follow-up travel control means for controlling follow-up travel with respect to the preceding vehicle based on the determined target vehicle speed and the travel speed of the host vehicle,
The follow-up running control means is
When an operation for requesting follow-up driving by the driver is detected while the host vehicle is traveling at a speed equal to or higher than the first predetermined vehicle speed, the vehicle travels faster than a second predetermined vehicle speed less than the first predetermined vehicle speed. Performing follow-up running control for running the host vehicle following the preceding vehicle at a speed;
When an operation for requesting follow-up driving by the driver is detected when the host vehicle is traveling at a third predetermined vehicle speed or lower that is slower than the first predetermined vehicle speed, the host vehicle is set as the preceding vehicle. A travel control device that performs congestion follow-up control to follow and travel and stop. The travel control apparatus according to claim 1, wherein the second predetermined vehicle speed is equal to or lower than the third predetermined vehicle speed. When the traveling speed of the host vehicle is equal to or lower than the second predetermined vehicle speed within the predetermined time after the operation for requesting the following traveling by the driver is detected during the following traveling control, The travel control device according to claim 1, wherein the follow-up travel control unit ends the follow-up travel control and starts the traffic jam follow-up control. When the traveling speed of the host vehicle is not less than or equal to the second predetermined vehicle speed within the predetermined time after the operation for requesting the following traveling by the driver is detected during the following traveling control, The travel control device according to any one of claims 1 to 3, wherein the follow-up travel control means continues the follow-up travel control. Comprising warning means for giving a warning to the driver according to the control state of the following travel control means;
During the warning by the warning means, an operation requesting follow-up driving by the driver is detected, and the traveling speed of the host vehicle becomes equal to or lower than the second predetermined vehicle speed within a predetermined time after the operation is detected. 5. The travel control apparatus according to claim 1, wherein the follow-up travel control unit starts the traffic jam follow-up control. When the following traveling control is interrupted at least other than by the driver, or during the deceleration control accompanying the following traveling control, the warning means has the traveling speed of the host vehicle at or below the second predetermined vehicle speed. 6. The warning to the driver is performed when the vehicle distance between the host vehicle and the preceding vehicle becomes a predetermined distance or less. The travel control device according to claim 1.

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