JP2006004242A - Traveling control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent from stopping self vehicle in a no stopping area or an area against driver's wishes according to stop of a preceding car in following traveling control. <P>SOLUTION: If the preceding car does not stop (S100) and the preceding car stops but the prediction time Ta for self vehicle to stop is greater than the reference value Tao (S140), inter-vehicle distance control is carried out and inter-vehicle distance Lre between the preceding car and self vehicle is regulated to the target inter-vehicle distance Lt (S170). If the prediction time Ta is equal to or less than the reference time Tao, the inter-vehicle distance control is carried out under condition that the driver is noticed to prompt braking (S150, 170) so that the driver can stop the self vehicle at the desired position by braking in self judgement (S20, 210), and notice is served if the own vehicle has probability of stopping in no stopping area (S80, 150). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular travel control apparatus, and more particularly to a vehicular travel control apparatus that automatically controls the travel of the own vehicle based on a relative relationship between a preceding vehicle and the own vehicle.

As one of travel control devices for vehicles such as automobiles, as described in Patent Document 1 below, for example, the driver desires to travel following the preceding vehicle and the tracking control start switch is turned on. When the preceding vehicle is running, the vehicle speed of the host vehicle is controlled so as to follow the preceding vehicle while ensuring a predetermined inter-vehicle distance with respect to the preceding vehicle, and when the preceding vehicle stops, the driver performs a braking operation. There is already known a vehicular travel control device that stops an own vehicle by automatic braking control without performing the above-described operation.
JP 2002-67733 A Japanese Patent Application Laid-Open No. 6-1222 JP-A-7-108850 JP-A-9-249102 Japanese Patent Laid-Open No. 11-250399

  According to the vehicle travel control apparatus as described above, when the preceding vehicle stops, the vehicle can be stopped by automatic braking control without the driver performing a braking operation. However, in the vehicle travel control apparatus as described above, the stop position when the host vehicle is stopped with the stop of the preceding vehicle is determined by the position of the preceding vehicle, and the situation of the stop position of the host vehicle and the driver's intention Therefore, there is a problem that the vehicle may stop in a non-stoppable area such as an intersection, or stop at a position that does not conform to the driver's intention.

  In Patent Document 2, the stop position such as the stop line is recognized, the optimum braking start distance is calculated from the own vehicle speed, the road surface condition, and the inter-vehicle distance from the preceding vehicle, and the braking operation is performed even if a warning is issued to the driver. A traveling control device that automatically performs braking control when there is no vehicle is described. Patent Document 3 described above keeps the state of automatic braking for a predetermined time after stopping by automatic braking, and requires the driver to check left and right. A travel control device is described that issues a warning that prompts the user to release the brake after a predetermined time has elapsed.

  Patent Document 4 describes a travel control device that reduces the brake pressure when the estimated stop time calculated from the speed and acceleration of the host vehicle is equal to or less than a predetermined time set in advance. A traveling control device that predicts whether or not a vehicle can pass an intersection based on the time until the signal turns yellow, the vehicle speed, and the distance and notifies the driver is described.

  In the present invention, when the preceding vehicle is running, the vehicle speed of the own vehicle is controlled so as to follow the preceding vehicle while ensuring a predetermined inter-vehicle distance with respect to the preceding vehicle, and when the preceding vehicle stops, the driver performs a braking operation. The main problem of the present invention is to stop the preceding vehicle in the conventional travel control device configured to stop the host vehicle by automatic braking control even if not. When stopping the vehicle by automatic braking control, consider the situation of the stop position of the vehicle and the driver's intention, so that the vehicle cannot stop when stopping the vehicle with the stop of the preceding vehicle It is to prevent the vehicle from stopping at a position that does not conform to the intention of the driver.

  The main problem described above is that, according to the present invention, in the vehicle travel control device that automatically controls the travel of the host vehicle based on the relative relationship between the preceding vehicle and the host vehicle, the travel time until the host vehicle stops. Alternatively, the vehicle travel control device is characterized in that a travel distance is estimated, and when the travel time or the travel distance is equal to or less than a predetermined value corresponding to the travel time, the driver is informed of a braking / driving operation. 1), or a vehicular travel control device that automatically controls the travel of the host vehicle within a range below the upper limit vehicle speed based on the relative relationship between the preceding vehicle and the host vehicle. When it is determined that there is a possibility that the vehicle will stop in a non-stoppable area, it is determined that there is no possibility that the vehicle will stop in a non-stoppable area. The upper limit vehicle speed is lower than when It is achieved by a vehicle running control apparatus characterized by a constant (Configuration of Claim 11).

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 1, the travel time or the travel distance is estimated based on the vehicle speed and deceleration of the host vehicle. (Structure of claim 2).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 1 or 2, it is determined whether or not the preceding vehicle is stopped, and the preceding vehicle is stopped. When it is determined that the notification is made, the notification is performed (configuration of claim 3).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 3, it is determined whether or not there is a possibility that the own vehicle is likely to stop in the stop-disabled area. When it is determined that there is a possibility that the vehicle will stop in the area where the vehicle cannot be stopped, the notification is made regardless of whether the preceding vehicle is stopped or not (configuration of claim 4).

  Further, according to the present invention, in order to effectively achieve the above main problems, in the configuration of the above claims 1 to 4, it is determined whether or not the own vehicle is traveling on an automobile exclusive road, The vehicle is configured not to perform the notification when it is determined that the vehicle is traveling on an automobile-only road (configuration of claim 5).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration according to claims 1 to 5, the own vehicle stops in the situation where the notification is performed, and the own vehicle stops. The automatic driving control is configured to end when the time exceeds a predetermined time (configuration of claim 6).

  According to the present invention, in order to effectively achieve the main problem described above, in the configuration of claim 6, it is determined whether or not the preceding vehicle is stopped, and the preceding vehicle is stopped. Then, when the own vehicle stops and the stop time of the own vehicle reaches a predetermined time or more, the automatic control of the traveling is ended (configuration of claim 7).

  Further, according to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 6 or 7, the automatic control of the travel is terminated before the automatic control of the travel is terminated. It is comprised so that the warning to the effect may be performed with respect to a driver | operator (structure of Claim 8).

  According to the present invention, in order to effectively achieve the above main problem, in the configuration of claim 8, the alarm is issued when the stop time of the host vehicle exceeds a first predetermined time. The automatic control of the travel is ended when the stop time of the own vehicle reaches a second predetermined time after the start (configuration of claim 9).

  Further, according to the present invention, in order to effectively achieve the above main problem, in the configuration of the above-described eighth or ninth aspect, the warning is continued until an acceleration operation or a deceleration operation is performed by the driver. (Constitution of Claim 10)

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 11, the vehicle is determined to be likely to stop in the stop impossible area. In this case, when the vehicle speed of the own vehicle is equal to or lower than a reference value lower than the upper limit vehicle speed, a notification is made to prompt the driver for braking / driving operation regardless of whether the preceding vehicle is stopped or not (claim) Configuration of Item 12).

  According to the present invention, in order to effectively achieve the main problems described above, in the configuration of claim 11, the travel time or travel distance until the own vehicle stops is estimated, and the own vehicle stops. Regardless of whether the preceding vehicle is stopped or not, when the travel time or the travel distance is less than the corresponding predetermined value in the situation where it is determined that there is a possibility of stopping in the impossible area It is comprised so that the alerting | reporting which requires braking / driving operation may be performed (structure of Claim 13).

  According to the configuration of the first aspect, the travel time or travel distance until the host vehicle stops is estimated, and when the travel time or travel distance is equal to or less than a corresponding predetermined value, the driver performs braking / driving operation. The driver recognizes the situation where there is a high possibility that the vehicle will be stopped by automatic driving control, and either stops the vehicle at the stop position by automatic driving control, or It is possible to select whether to stop the vehicle at a position other than the stop position by automatic driving control by the braking / driving operation of the vehicle, so the vehicle stops in a non-stoppable area or stops at a position that does not conform to the driver's intention. Can be prevented.

  Further, according to the configuration of the second aspect, since the travel time or the travel distance is estimated based on the vehicle speed and deceleration of the host vehicle, the travel without the need for information on the relative distance from the preceding vehicle. Compared to the case where the travel time or travel distance can be estimated based on the relative distance from the preceding vehicle and the vehicle speed of the host vehicle, the time or the travel distance can be estimated. Time or mileage can be estimated accurately.

  Further, according to the configuration of the third aspect, it is determined whether or not the preceding vehicle is stopped, and the notification is performed when it is determined that the preceding vehicle is stopped. In the situation where there is a low possibility that the vehicle will stop, unnecessary notifications are prevented and the preceding vehicle is stopped and there is a high possibility that the vehicle will stop. Necessary notification can be surely issued to the driver.

  According to the fourth aspect of the present invention, it is determined whether or not there is a possibility that the own vehicle may stop in the non-stoppable area, and it is determined that the own vehicle may stop in the non-stoppable area. When this is done, the notification is made regardless of whether or not the preceding vehicle is stopped, so that it is possible to reliably reduce the possibility that the host vehicle will stop in the stop-disabled area.

  According to the fifth aspect of the present invention, it is determined whether or not the own vehicle is traveling on an automobile-only road, and the notification is performed when it is determined that the own vehicle is traveling on an automobile-only road. Since there is no possibility that the vehicle will travel on a motorway and stop in an area where it cannot be stopped or stop at a position that does not meet the driver's intention, unnecessary notifications will be issued. It is possible to reliably prevent the passenger from feeling bothered due to this.

  Further, according to the configuration of the sixth aspect, since the own vehicle is stopped in the situation where the notification is performed, and the automatic control of the travel is ended when the stop time of the own vehicle becomes a predetermined time or more, The driver can surely recognize that the automatic control of driving will end when the vehicle stops while the notification is being made, and the braking operation is performed when the automatic control of driving ends. Thus, it is possible to act by determining whether to maintain the stop state or to move the vehicle to another position by the braking / driving operation.

  Further, according to the configuration of the seventh aspect, it is determined whether or not the preceding vehicle has stopped, and the own vehicle has stopped in a situation where the preceding vehicle has stopped, and the stop time of the own vehicle has become a predetermined time or more. Since the automatic control of traveling is sometimes ended, it is possible to reliably prevent the automatic control of traveling from being ended in vain when the host vehicle stops in a situation where the preceding vehicle is not stopped.

  Further, according to the configuration of the eighth aspect of the invention, since the warning is issued to the driver that the automatic driving control is ended before the automatic driving control is ended, the driver ends the automatic driving control. It is possible to reliably recognize that the automatic traveling control is finished before.

  Further, according to the configuration of claim 9, when the stop time of the own vehicle becomes equal to or longer than the first predetermined time, an alarm is started, and then the stop time of the own vehicle becomes the second predetermined time. Since the automatic driving control is sometimes ended, the driver can determine whether or not to maintain the current stop position with a margin.

  Further, according to the configuration of claim 10, the alarm is continued until the driver performs the acceleration operation or the deceleration operation, so that the driver can reliably perform the acceleration operation or the deceleration in the situation where the automatic control of the traveling is finished. The operation can be performed.

  Further, according to the configuration of claim 11, it is determined whether or not the own vehicle is likely to stop in the unstoppable area, and it is determined that the own vehicle is likely to stop in the unstoppable area. The upper vehicle speed in automatic control of driving is set lower than when it is determined that there is no possibility that the vehicle will stop in an area where it cannot be stopped. You can stop your vehicle in front of the non-stopable area.

  According to the structure of claim 12, when the vehicle speed is less than a reference value lower than the upper limit vehicle speed in a situation where it is determined that the vehicle is likely to stop in an area where it cannot be stopped. The driver will be alerted to control the braking / driving operation regardless of whether the preceding vehicle is stopped or not, so that the driver is likely to stop in the area where the vehicle cannot be stopped. On the other hand, it is possible to promptly drive the braking / driving operation.

  Further, according to the structure of claim 13, in the situation where the traveling time or traveling distance until the own vehicle stops is estimated and it is determined that there is a possibility that the own vehicle will stop in the stop impossible area. When the traveling time or traveling distance until the own vehicle stops is equal to or less than the corresponding predetermined value, a notification is made to prompt the driver for braking / driving operation regardless of whether the preceding vehicle is stopped, As in the case of the structure of claim 12, the driver can be surely prompted to perform a braking / driving operation in a situation where there is a high possibility that the own vehicle will stop in the area where the vehicle cannot be stopped.

[Preferred embodiment of problem solving means]
According to one preferred aspect of the present invention, in the configuration of the above claims 1 to 13, the vehicle speed or acceleration of the host vehicle is automatically controlled by automatically controlling the vehicle speed or acceleration so that the inter-vehicle distance from the preceding vehicle becomes the target inter-vehicle distance. It is comprised so that driving | running | working of (1) may be controlled automatically.

  According to another preferred aspect of the present invention, when the preceding vehicle stops and the inter-vehicle distance with the preceding vehicle becomes equal to or less than a reference value in the configuration of the above-described claims 1 to 13 or the preferred aspect 1 described above. It is comprised so that the own vehicle may be stopped (preferred aspect 1).

  According to another preferred aspect of the present invention, in the configuration of claim 3, the relative speed with respect to the preceding vehicle and the vehicle speed of the own vehicle are detected, and the relative speed and the vehicle speed of the own vehicle are substantially the same. It is comprised so that it may determine with the preceding vehicle having stopped when it is (Preferred aspect 2).

  According to another preferred aspect of the present invention, in the configuration of claim 4 or claims 11 to 13, the information is supplied wirelessly from the navigation device or the travel route information providing device installed on the travel route. Based on the information, it is configured to determine whether or not the own vehicle is likely to stop in the stop-disabled area (preferred aspect 3).

  According to another preferred embodiment of the present invention, in the configuration of claim 11, it is determined whether or not the own vehicle is traveling on an automobile exclusive road, and the own vehicle is traveling on an automobile exclusive road. When it is determined that the vehicle is in a non-stoppable area, it is not determined whether or not there is a possibility of the vehicle stopping (Preferable aspect 4).

  The present invention will now be described in detail with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing a first embodiment of a vehicle travel control apparatus according to the present invention.

  In FIG. 1, 10FL and 10FR respectively indicate the left and right front wheels of the vehicle 12, and 10RL and 10RR respectively indicate the left and right rear wheels that are drive wheels. The left and right front wheels 10FL and 10FR, which are driven wheels and steering wheels, are not shown in FIG. 1, but are driven by a rack and pinion type power steering device that is driven in response to steering of the steering wheel by the driver. Steered through tie rods.

  The braking force of each wheel is controlled by controlling the braking pressure of the wheel cylinders 24FR, 24FL, 24RR, 24RL by the hydraulic circuit 22 of the braking device 20. Although not shown in the drawing, the hydraulic circuit 22 includes a reservoir, an oil pump, various valve devices, and the like, and the braking pressure of each wheel cylinder is normally driven according to the depression operation of the brake pedal 26 by the driver. It is controlled by the master cylinder 28 and, if necessary, is controlled by the electronic control unit 30 as will be described in detail later.

  The vehicle 12 is provided with a radar sensor 32 that detects a preceding vehicle using radio waves such as millimeter waves and laser light, and detects a relative distance Lre and a relative speed Vre of the preceding vehicle with respect to the own vehicle. Further, the vehicle 12 has a vehicle speed sensor 34 for detecting the vehicle speed V, a longitudinal acceleration sensor 36 for detecting the longitudinal acceleration Gx of the vehicle, a pressure sensor 38 for detecting the master cylinder pressure Pm, and the accelerator pedal depression amount by the driver. An accelerator opening sensor 40 that detects as φ is provided. Further, each wheel cylinder 24FR to 24RL is provided with a pressure sensor 42i (i = fl, fr, rl, rr) for detecting the pressure Pbi (i = fl, fr, rl, rr) as a braking pressure of each wheel. Yes. The relative speed Vre of the preceding vehicle with respect to the own vehicle is Vf−Vs where the vehicle speeds of the preceding vehicle and the own vehicle are Vf and Vs, respectively.

  As shown in the figure, a signal indicating the relative distance Lre and the relative speed Vre detected by the radar sensor 32, a signal indicating the vehicle speed V detected by the vehicle speed sensor 34, and a longitudinal acceleration Gx of the vehicle detected by the longitudinal acceleration sensor 36 are shown. A signal indicating the master cylinder pressure Pm detected by the pressure sensor 38, a signal indicating the accelerator opening φ detected by the accelerator opening sensor 40, and a signal indicating the braking pressure Pbi of each wheel detected by the pressure sensor 42i. Is input to the electronic control unit 30.

  The electronic control unit 30 receives information on the travel position of the vehicle from the navigation unit 44 and a signal indicating the accelerator opening φ from the engine control unit 46. The electronic control unit 30 turns on an alarm lamp 48 as necessary. Alternatively, a command signal for blinking is output, and a command signal related to engine output is output to the engine control device 46. The engine control unit 46 controls the engine output (not shown in the figure) based on the accelerator opening φ and the like at normal times when the command signal is not output from the electronic control unit 30, and the command signal is output from the electronic control unit 30. The engine output is controlled based on the command signal.

  Although not shown in detail in FIG. 1, the electronic control device 30 has a general configuration in which, for example, a CPU, a ROM, a RAM, and an input / output port device are connected to each other via a bidirectional common bus. Including a microcomputer and a driving circuit.

  In accordance with the flowchart shown in FIG. 2, the electronic control unit 30 determines that the relative distance Lre is the target based on the relative distance Lre and the relative speed Vre detected by the radar sensor 34 when the preceding vehicle and the host vehicle are traveling. When the vehicle distance is different from the inter-vehicle distance Lt, a command signal is output to the braking device 20 or the engine control device 46 so that the relative distance Lre becomes the target inter-vehicle distance Lt to control the vehicle speed V or the longitudinal acceleration Gx. When the target inter-vehicle distance Lt is reached, a command signal is output to the braking device 20 or the engine control device 46 so that the relative speed Vre becomes substantially zero, and the inter-vehicle distance control for controlling the vehicle speed V or the longitudinal acceleration Gx is performed.

  Further, when there is a possibility that the preceding vehicle stops and the own vehicle also stops, the electronic control unit 30 calculates a predicted time Ta until the own vehicle stops based on the vehicle speed V and the longitudinal acceleration Gx, and the predicted time Ta is the reference. When the value is equal to or lower than the value Tao, the warning lamp 48 is turned on to notify the driver of the braking / driving operation, and the inter-vehicle distance control is performed.

  Further, the electronic control unit 30 determines whether or not the area in which the vehicle is traveling is based on information from the navigation device 44 and is in an area where the vehicle cannot be stopped or in front of the vehicle. When the vehicle is in an area where the vehicle cannot be stopped or in front of it, the maximum allowable speed Vmax in the inter-vehicle distance control is limited to the very low speed travel limit value Vmaxo. In addition, the electronic control unit 30 predicts when the vehicle speed V is very low or the vehicle stops when the vehicle is traveling in an area where the vehicle cannot stop or in front of it. When the time Ta is equal to or less than the reference value Tao, the warning lamp 48 is turned on to notify the driver of the braking / driving operation, and the inter-vehicle distance control is performed.

  Further, the electronic control unit 30 blinks the alarm lamp 48 when the vehicle stops in a situation where the driver is informed of the braking / driving operation and the stop time Ts becomes equal to or greater than the first reference value Ts1. As a result, an alarm indicating that the driver is highly likely to finish the inter-vehicle distance control is issued, and the inter-vehicle distance control is performed.

  Furthermore, the electronic control unit 30 stops the vehicle in a situation where the driver is informed of the braking / driving operation, and the stop time Ts is set to the second reference value without performing the braking operation by the driver. When Ts2 or more is reached, the inter-vehicle distance control is stopped, the vehicle stops in a situation where the driver is informed of the braking / driving operation, and when the driver performs a braking operation, the stop time Ts is Even if it is less than the second reference value Ts2, the inter-vehicle distance control is stopped.

  The electronic control unit 30 stops the inter-vehicle distance control when the driver performs braking / driving control in a situation where the inter-vehicle distance control is being performed, and particularly notifies or prompts the driver to perform the braking / driving operation. If the driver performs braking / driving control in a situation where the vehicle distance control is performed while issuing a warning indicating that there is a high possibility that the vehicle will end, the vehicle distance control is stopped and the notification or warning is stopped. .

  Next, a vehicle travel control routine in the illustrated embodiment 1 will be described with reference to the flowchart shown in FIG. The control according to the flowchart shown in FIG. 2 is started by closing an ignition switch (not shown), and is repeatedly executed at predetermined time intervals until the ignition switch is opened.

  First, in step 10, a signal indicating the relative distance Lre and relative speed Vre detected by the radar sensor 32 is read, and in step 20, the driver is based on the master cylinder pressure Pm or the accelerator opening φ. Thus, it is determined whether or not the braking / driving operation is being performed. When an affirmative determination is made, the process proceeds to step 210, and when a negative determination is performed, the process proceeds to step 30.

  In step 30, it is determined whether or not an alarm indicating that there is a high possibility that the inter-vehicle distance control will be finished, that is, whether or not the alarm lamp 48 is blinking, is determined to be positive. If NO is determined, the process proceeds to step 180. If NO is determined, the process proceeds to step 40.

  In step 40, for example, it is determined whether or not the vehicle is in a stopped state based on the vehicle speed V. If a negative determination is made, the process proceeds to step 80. If an affirmative determination is made, the process proceeds to step 50. .

  In step 50, it is determined whether or not a notification prompting the driver to perform a braking / driving operation is output, that is, whether or not the alarm lamp 48 is lit, and a negative determination is made. Sometimes the routine proceeds to step 80, and when an affirmative determination is made, the routine proceeds to step 60.

  In step 60, it is determined whether or not the elapsed time from the time when the host vehicle stops, that is, whether or not the stop time Ts of the host vehicle is greater than or equal to a reference value Ts1 (positive constant), and a negative determination is performed. If the determination is affirmative, the alarm lamp 48 blinks in step 70, and an alarm output indicating that the driver is likely to end the inter-vehicle distance control is started. Or continue.

  In step 80, based on information from the navigation device 44, it is determined whether or not there is a possibility that the front of the host vehicle is an area where the vehicle cannot be stopped and the vehicle is likely to stop in an area where the vehicle cannot be stopped. If a negative determination is made, the process proceeds to step 110. If an affirmative determination is made, the maximum allowable speed Vmax of the vehicle in the inter-vehicle distance control is limited to the very low speed travel limit value Vmaxo in step 90. The speed limit is released when

  In step 100, for example, whether or not the preceding vehicle is stopped is determined by determining whether or not the relative speed Vre and the vehicle speed V of the host vehicle are substantially the same. If NO is determined, the process proceeds to step 130. If negative determination is performed, the process proceeds to step 160.

  In step 110, the maximum allowable speed Vmax of the own vehicle in the inter-vehicle distance control is set to the very low speed travel limit value Vmaxo, and in step 120, the vehicle speed V of the own vehicle is the reference value Vo (positive constant). When a positive determination is made, the process proceeds to step 150. When a negative determination is made, the vehicle speed V or longitudinal acceleration Gx (deceleration) of the host vehicle is determined in step 130, for example. Based on this, the predicted time Ta until the vehicle stops is calculated.

  The reference value Vo is set to a value smaller than the maximum allowable speed Vmax as a value for determining that there is a high possibility that the preceding vehicle will stop. Further, the deceleration used for the calculation of the predicted time Ta until the host vehicle stops may be the target deceleration for the inter-vehicle distance control.

  In step 140, it is determined whether or not the estimated time Ta until the vehicle stops is equal to or less than a reference value Tao (positive constant). If an affirmative determination is made, an alarm is issued in step 150. When the lamp 48 is turned on, an output of a notification that prompts the driver to perform a braking / driving operation is started or maintained. When a negative determination is made, when the warning lamp 48 is turned on in step 160, the warning lamp When 48 is turned off, the driver is not notified of the braking operation. When the warning lamp 48 is not turned on, the state is maintained. The reference value Tao is set to a time during which the driver can perform a braking operation with a margin.

  In step 170, the target inter-vehicle distance Lt between the preceding vehicle and the host vehicle is calculated based on the vehicle speed V so as to shorten the target inter-vehicle distance Lt as the vehicle speed V increases. At the same time, a command signal for controlling the braking force of each wheel or the output of the engine is output to the braking device 20 or the engine control device 46 so that the inter-vehicle distance Lre becomes the target inter-vehicle distance Lt, whereby the inter-vehicle distance control is executed. The

  When the maximum allowable speed Vmax of the own vehicle is set to the very low speed travel limit value Vmaxo in step 110 described above, the braking force of each wheel is set so that the vehicle speed V of the own vehicle does not exceed the very low speed travel limit value Vmaxo. Alternatively, the engine output is controlled.

  In step 180, a command signal for making the braking force of each wheel a braking force necessary to hold the vehicle in a stopped state is output to the braking device 20, and in step 190, the vehicle is stopped. It is determined whether or not the time Ts is greater than or equal to the second reference value Ts2 (a positive constant larger than the first reference value Ts1). When a negative determination is made, the routine shown in FIG. When the control by is temporarily ended and the affirmative determination is made, the inter-vehicle distance control is stopped in step 200, and then the control by the routine shown in FIG. 2 is temporarily ended.

  In step 210, the inter-vehicle distance control is stopped, and in step 220, the warning lamp 48 is turned off, so that the notification is stopped when the notification for prompting the driver to perform the braking / driving operation is output. When the warning indicating that there is a high possibility that the inter-vehicle distance control will be finished is output to the driver, the warning is stopped, and then the control by the routine shown in FIG. 2 is once finished.

  Next, the operation of the illustrated traveling control apparatus of the first embodiment configured as described above will be described for various traveling states of the vehicle.

(1) When the preceding vehicle and the host vehicle are traveling on a road that is not an unstoppable area In this case, a negative determination is made at steps 20 to 40, 80, and 100, and an inter-vehicle distance at step 170 By executing the control, the inter-vehicle distance Lre between the preceding vehicle and the host vehicle is controlled to the target inter-vehicle distance Lt. Therefore, the host vehicle automatically travels following the preceding vehicle with a target inter-vehicle distance Lt between the preceding vehicle and the driver without requiring a driver's braking / driving operation.

  The target inter-vehicle distance Lt is variably set according to the vehicle speed V so as to decrease as the vehicle speed V increases. Therefore, the inter-vehicle distance Lre is controlled to increase as the vehicle speed V increases. When the driver performs a braking / driving operation, an affirmative determination is made in step 20, and the inter-vehicle distance control is stopped in step 210, so the driver adds his own vehicle based on his / her will. The vehicle can be decelerated.

(2) When a preceding vehicle stops while traveling on a road that is not a stop-free area In this case, a negative determination is made in steps 20 to 40 and 80, but an affirmative determination is made in step 100 In step 130, the estimated time Ta until the own vehicle stops is calculated. When the predicted time Ta is larger than the reference value Tao, a negative determination is made in step 140, and the inter-vehicle distance control is executed in step 170, so that the inter-vehicle distance Lre between the preceding vehicle and the subject vehicle. Is controlled to the target inter-vehicle distance Lt.

  On the other hand, when the predicted time Ta is less than or equal to the reference value Tao, an affirmative determination is made in step 140, and the warning lamp 48 is turned on in step 150 to prompt the driver to perform braking / driving operation. The notification output is started or maintained, and the inter-vehicle distance control is executed in step 170, whereby the inter-vehicle distance Lre between the preceding vehicle and the host vehicle is controlled to the target inter-vehicle distance Lt.

  Therefore, the driver can recognize that there is a high possibility that the own vehicle will stop when the preceding vehicle stops, and the driver stops the vehicle by automatic braking, or from the stop position by automatic braking by own braking / driving operation. Can also choose to stop before or before.

  If the driver chooses to stop the vehicle by automatic braking and does not perform a braking / driving operation, the vehicle speed gradually decreases due to automatic braking as the distance between the vehicle and the preceding vehicle decreases. Automatically stops when the distance between the vehicles reaches the target inter-vehicle distance Lt. On the other hand, if the driver chooses to stop before or before the stop position by automatic braking by his own braking / driving operation and performs the braking / driving operation, an affirmative determination is made in step 20, In step 210, since the inter-vehicle distance control is stopped, the driver can stop the vehicle at a desired stop position.

  When the predicted time Ta until the vehicle stops is longer than the reference value Tao, a negative determination is made at step 140, and when the alarm lamp 48 is turned on at step 160, the alarm lamp 48 is turned off. As a result, the notification of the driver's prompt for braking operation is stopped, and the state is maintained when the warning lamp 48 is not lit. Therefore, even if the preceding vehicle stops, the possibility that the own vehicle will stop is low. In the situation, it is possible to reliably prevent the driver from being notified of unnecessary braking operation prompts and the driver from feeling troublesome.

(3) When the preceding vehicle stops and the host vehicle also stops while traveling on a road that is not a non-stoppable area. In this case, a negative determination is made in steps 20 and 30, but in steps 40 and 50 When a positive determination is made and the stop time Ts of the vehicle is less than the first reference value Ts1, a negative determination is made at steps 60 and 80, and an affirmative determination is made at steps 100 and 140, As a result, the warning lamp 48 is turned on in step 150 to start or maintain the output of a notification that prompts the driver to perform braking / driving operation, and the inter-vehicle distance control is executed in step 170. Thus, the inter-vehicle distance Lre between the preceding vehicle and the host vehicle is maintained at the target inter-vehicle distance Lt.

  When the stop time Ts of the host vehicle becomes equal to or greater than the first reference value Ts1, an affirmative determination is made in step 60, and the warning lamp 48 blinks in steps 70 and 160 to prompt the braking / driving operation. The output of the notification to be performed is stopped, and the output of an alarm indicating that the driver is highly likely to end the inter-vehicle distance control is started or continued. Then, a negative determination is made at step 20 and an affirmative determination is made at step 30, and the vehicle is stopped by automatic braking until the time of the second reference value Ts2 elapses from the time when the vehicle starts to stop. When the stop time Ts of the host vehicle becomes equal to or greater than the second reference value Ts2, an affirmative determination is made in step 190, and the inter-vehicle distance control is stopped in step 200, thereby controlling each wheel. The power is released and the vehicle moves forward by creep.

  Therefore, the driver can reliably recognize that there is a high possibility that the inter-vehicle distance control will be ended by changing to an alarm indicating that the inter-vehicle distance control is highly likely to end from the notification that prompts the braking / driving operation. It is possible to determine whether or not to maintain the current stop position with a margin until the time of the second reference value Ts2 elapses after the time of the first reference value Ts1 elapses from the stop start time of the own vehicle If it is determined that the current stop position is to be maintained, a braking operation sufficient to maintain the vehicle in a stopped state may be performed and the vehicle may be moved forward from the current stop position. When the determination is made, the braking / driving operation is once performed and then the braking operation sufficient to stop the own vehicle when the own vehicle has moved to the desired position may be continued.

  Thus, when the preceding vehicle stops and the host vehicle also stops, the driver can judge with sufficient margin whether or not to maintain the current stop position in view of the surrounding situation, and ahead of the current stop position. When it is determined that it is desired to move the vehicle, the vehicle can be moved to a desired position and stopped only by performing a braking / driving operation. When the warning changes to a warning indicating that there is a high possibility that the inter-vehicle distance control will be terminated, the time Ts2-Ts1 from the time when the warning is changed to the warning is changed unless the driver performs the braking / driving operation. Since it is possible to recognize that the inter-vehicle distance control is finished when the time elapses, it is possible to effectively prevent the driver from wondering whether the inter-vehicle distance control is finished or continues.

  Further, even when the preceding vehicle stops and the own vehicle also stops, if the preceding vehicle resumes traveling before the time of the first reference value Ts1 has elapsed since the time when the own vehicle stopped, steps 60, 80, In step 100, a negative determination is made, and in step 160, the driver's notification of the braking operation is stopped. Therefore, even if an affirmative determination is made in step 40, a negative determination is made in step 50. Is done. Accordingly, when the stop time of the preceding vehicle is short, the driver does not perform any operation without outputting an alarm indicating that there is a high possibility that the inter-vehicle distance control will be terminated or without terminating the inter-vehicle distance control. The inter-vehicle distance control can be continued without requiring.

  When the preceding vehicle is traveling at a very low speed and the inter-vehicle distance control is performed, the vehicle speed V of the own vehicle instantaneously becomes 0 due to a change in the road surface condition or the like. However, according to the illustrated embodiment, when the vehicle does not travel in the non-stoppable area (step 80), the driver is prompted to perform the braking / driving operation unless it is determined in step 100 that the preceding vehicle is in a stopped state. No notification is issued. Therefore, even if an affirmative determination is made in step 40, a negative determination is made in steps 50, 80, and 100, so it is determined that the host vehicle has stopped in a situation where the preceding vehicle has not stopped. Accordingly, it is possible to reliably prevent the driver from being notified of unnecessary braking operation prompts and the driver feeling annoyance due to this.

(4) When the preceding vehicle stops and there is a possibility that the own vehicle may stop in the area where it cannot be stopped. In this case, a negative determination is made in steps 20 to 40, but an affirmative determination is made in step 80. In step 110, the maximum allowable speed Vmax of the own vehicle in the inter-vehicle distance control is set to the very low speed travel limit value Vmaxo. Therefore, if the driver determines that there is a possibility that the vehicle will stop in the area where the vehicle cannot be stopped due to the inter-vehicle distance control, the driver can stop the vehicle in front of the area where the vehicle cannot stop simply by performing a light braking operation. Can do.

(5) When the preceding vehicle is traveling but there is a possibility that the host vehicle may stop in an area where the vehicle cannot be stopped. In this case as well, a negative determination is made in steps 20 to 40. When an affirmative determination is made and the vehicle speed V is less than or equal to the reference value Vo and there is a high possibility that the vehicle will stop, an affirmative determination is made at step 80, whereby the driver performs braking / driving operation at step 150. The notification output for prompting is started or maintained.

  Even if the vehicle speed V is higher than the reference value Vo and a negative determination is made in step 80, the predicted time Ta until the vehicle stops is below the reference value Tao and there is a high possibility that the vehicle will stop. When an affirmative determination is made in step 140, an output of a notification that prompts the driver to perform a braking / driving operation is started or maintained in step 150.

  Therefore, if there is a possibility that the preceding vehicle is traveling but the vehicle may stop in an area where it cannot be stopped, a notification is issued to prompt the driver to perform braking / driving operation even if the preceding vehicle is not stopped. The inter-vehicle distance control is performed while the driver is surely prompted to perform a braking operation.

  FIG. 3 is a flowchart showing a main part of a travel control routine in the second embodiment of the vehicle travel control apparatus according to the present invention.

  In the second embodiment, after step 10, it is determined in step 15 whether or not the vehicle is traveling on an automobile-only road such as an expressway based on information from the navigation device 44. When a negative determination is made, the process proceeds to step 20 in FIG. 2, and when an affirmative determination is made, the process proceeds to step 310.

  In step 310, as in the case of step 20 in FIG. 2, it is determined whether the driver is performing a braking / driving operation. If a negative determination is made, in step 320, the determination is made in FIG. The inter-vehicle distance control is executed in the same manner as in step 170, and when an affirmative determination is made, the inter-vehicle distance control is stopped as in step 210 of FIG.

  Therefore, according to the second embodiment, when the own vehicle is traveling on a road other than the automobile-only road, a negative determination is made in step 15, and step 20 is performed as in the first embodiment. ˜200 is executed, the same effect as in the case of the above-described first embodiment can be obtained, and if the own vehicle is traveling on the exclusive road for automobiles, an affirmative determination is made in step 15. Since steps 310 to 330 are executed, the inter-vehicle distance control is executed without outputting a warning for prompting the driver to perform a braking / driving operation or an alarm indicating that the inter-vehicle distance control is highly likely to end. Thus, the host vehicle can be made to follow the vehicle with a predetermined distance from the preceding vehicle without bothering the driver by unnecessary notifications and warnings and without requiring the driver to perform a braking / driving operation.

  In the second embodiment, if the driver makes a braking / driving operation even when the host vehicle is traveling on an automobile-only road, an affirmative determination is made at step 310, and an inter-vehicle distance is determined at step 330. Since the distance control is canceled, if the driver wants to travel at a vehicle speed or distance other than the vehicle speed of the own vehicle by the inter-vehicle distance control, the driver should drive according to his / her intention by simply performing the braking / driving operation. Can do.

  Although the present invention has been described in detail with reference to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be apparent to those skilled in the art.

  For example, in each of the above-described embodiments, whether or not there is a high possibility that the own vehicle will stop is determined by determining whether or not the predicted time Ta until the own vehicle stops is equal to or less than the reference value Tao. However, the predicted travel distance La until the host vehicle is stopped may be calculated, and may be determined by determining whether the predicted travel distance La is equal to or less than a reference value Lao (a positive constant). .

  In each of the above-described embodiments, a warning for prompting the braking operation and a warning indicating that there is a high possibility that the inter-vehicle distance control will be finished are performed by turning on and flashing the warning lamp 48, respectively. In addition, the warning notification of the braking operation and the alarm indicating that there is a high possibility that the inter-vehicle distance control is likely to be terminated may be achieved by separate notification means, in which case the notification means is not limited to the visual notification means, It may be a visual notification means or a combination of a visual notification means and an audio notification means.

  In each of the above-described embodiments, the traveling control is always executed, but an on-off switch for traveling control is provided, and the embodiment 1 or 2 is only performed when the switch is in the on state. It may be modified so that the traveling control by is executed.

  In each of the above-described embodiments, the navigation apparatus 44 determines whether or not there is a possibility that the front of the own vehicle is an area where the vehicle cannot be stopped and the own vehicle may stop in the area where the vehicle cannot be stopped. However, this determination may be corrected so as to be performed based on information received wirelessly from the information providing apparatus installed on the travel path.

  Further, in the above-described second embodiment, whether or not the own vehicle is traveling on the road for exclusive use of the automobile is also determined based on information from the navigation device 44. May be modified based on information received wirelessly from the information providing device installed in the vehicle, or modified based on the setting of a switch operated by the driver instead of this determination. Also good.

1 is a schematic configuration diagram illustrating a first embodiment of a vehicle travel control device according to the present invention. 3 is a flowchart showing a travel control routine in the first embodiment. 7 is a flowchart showing a main part of a travel control routine in Embodiment 2.

Explanation of symbols

DESCRIPTION OF SYMBOLS 20 Braking device 26 Brake pedal 30 Electronic control device 32 Radar sensor 34 Vehicle speed sensor 36 Longitudinal acceleration sensor 38, 42i Pressure sensor 40 Accelerator opening sensor 44 Navigation device 46 Engine control device 48 Warning lamp

Claims (13)

  In a vehicular travel control device that automatically controls travel of a host vehicle based on a relative relationship between a preceding vehicle and the host vehicle, the travel time or travel distance until the host vehicle stops is estimated, and the travel time or the travel A travel control device for a vehicle, characterized in that when the distance is equal to or less than a corresponding predetermined value, the driver is notified of a braking / driving operation.   The vehicle travel control apparatus according to claim 1, wherein the travel time or the travel distance is estimated based on a vehicle speed and a deceleration of the host vehicle.   3. The vehicle travel control device according to claim 1, wherein it is determined whether or not the preceding vehicle is stopped, and the notification is performed when it is determined that the preceding vehicle is stopped. 4.   Judgment is made whether the vehicle is likely to stop in the non-stoppable area, and if it is determined that the vehicle is likely to stop in the non-stoppable area, whether the preceding vehicle is stopped The vehicle travel control apparatus according to claim 3, wherein the notification is performed regardless of whether or not the vehicle is running.   5. The apparatus according to claim 1, wherein it is determined whether or not the host vehicle is traveling on an automobile-only road, and the notification is not performed when it is determined that the host vehicle is traveling on an automobile-only road. Vehicle travel control device.   The vehicle according to any one of claims 1 to 5, wherein the automatic control of the traveling is ended when the own vehicle stops in a state where the notification is performed and the stop time of the own vehicle exceeds a predetermined time. Travel control device.   It is determined whether or not the preceding vehicle is stopped, and when the preceding vehicle stops, the own vehicle stops and the automatic control of the traveling is finished when the own vehicle has been stopped for a predetermined time or longer. The vehicle travel control device according to claim 6.   8. The vehicular travel control device according to claim 6, wherein a warning is issued to the driver that the automatic travel control is terminated before the automatic travel control is terminated.   The warning is started when the stop time of the host vehicle exceeds the first predetermined time, and then the automatic control of the travel is ended when the stop time of the host vehicle reaches the second predetermined time. The vehicle travel control apparatus according to claim 8.   The vehicle travel control apparatus according to claim 8 or 9, wherein the warning is continued until an acceleration operation or a deceleration operation is performed by a driver.   In a vehicular travel control device that automatically controls the travel of a host vehicle within a range that is less than or equal to the upper limit vehicle speed based on the relative relationship between the preceding vehicle and the host vehicle, there is a risk that the host vehicle will stop in a non-stoppable area. When it is determined whether there is a possibility that the vehicle will stop in the non-stoppable area, compared to when it is determined that the vehicle is not likely to stop in the non-stoppable area A vehicle travel control device, wherein the upper limit vehicle speed is set low.   It is related to whether or not the preceding vehicle has stopped when the vehicle speed of the vehicle is below a reference value lower than the upper limit vehicle speed in a situation where it is determined that there is a possibility that the vehicle will stop in an area where the vehicle cannot be stopped. The vehicle travel control device according to claim 11, wherein a notification is made to prompt the driver for braking / driving operation. Estimated travel time or travel distance until the host vehicle stops, and in a situation where it is determined that there is a risk of the vehicle stopping in an area where it cannot be stopped, the travel time or travel distance corresponds to each The vehicle travel control device according to claim 11, wherein when the value is equal to or less than the value, the driver is informed of a braking / driving operation regardless of whether or not the preceding vehicle is stopped.

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