JP2006059095A - Deceleration control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To perform deceleration control according to a curved state at a proper timing without bringing discomfort to a driver. <P>SOLUTION: Curve information on a recommended route by route guide of a navigation device 6 is preliminarily acquired, and the advance certainty factor Cf of a vehicle to the recommended route is calculated. In a fork road, for example, when the entry of the vehicle to the recommended route side through a branch point is determined, and the advance certainty factor Cf is raised, a deceleration control for decelerating the vehicle based on the preliminarily acquired curve information on the recommended route is performed before branching. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicle deceleration control device that performs deceleration control of a vehicle that is turning on a curve or the like.

As a conventional vehicle deceleration control device, a recommended route from the current vehicle position to a destination is set by a car navigation system, a curve shape on the recommended route is detected, and the vehicle is detected based on the curve shape. It is known to calculate an appropriate vehicle speed according to the radius of curvature of a curve that is about to enter, and to perform warning and deceleration control according to the deviation when the vehicle speed exceeds the appropriate vehicle speed (for example, patents) Reference 1).
JP-A-4-236699 (page 6, FIG. 8)

However, in the above conventional vehicle deceleration control device, for example, when the host vehicle is traveling in front of a branch point, the curve shape on the recommended route is acquired in advance, and the curvature radius of this curve is determined. Only the relationship between the appropriate vehicle speed and the host vehicle speed is used to determine the operation of the alarm or deceleration control. Therefore, the warning and deceleration control for the curve on the recommended route side is activated before the direction of travel is determined before the branch, and the driver feels uncomfortable when the vehicle tries to travel in a direction that is not the recommended route. There is an unresolved issue that will end.
Accordingly, the present invention has been made paying attention to the unsolved problems of the above-described conventional example, and provides a deceleration control device capable of operating the deceleration control at an appropriate timing without giving the driver a sense of incongruity. The purpose is to do.

  In order to achieve the above object, a vehicle deceleration control apparatus according to the present invention detects a vehicle speed of a host vehicle by a vehicle speed detection unit, detects a travel position of the host vehicle by a host vehicle position detection unit, and provides road information provision unit. The vehicle travels based on the travel position detected by the vehicle position detection means and the road information provided by the road information providing means by the recommended route selection means. The recommended route to be selected is selected, the progress degree calculating means calculates the progress degree of the host vehicle to the recommended route based on at least the travel position of the own vehicle, and the deceleration control means is calculated by the progress degree calculating means. Based on the degree of progress, the road information of the recommended route, and the vehicle speed detected by the vehicle speed detecting means, deceleration control is performed to decelerate the host vehicle.

  According to the present invention, the curve information on the recommended route after the branch point is acquired in advance before the branch point, the progress degree toward the recommended route side is calculated, and the curve acquired in advance is obtained when the progress degree is increased. Since the alarm and deceleration control are performed using the information, it is possible to prevent the delay of the alarm and deceleration control due to the delay of curve information acquisition before the curve start point after passing the branch point, and the traveling direction is before the branch point. The alarm and deceleration control can be actuated at an appropriate timing, for example, it is possible to prevent the alarm and deceleration control from being activated before confirmation, and the driver's uncomfortable feeling can be suppressed.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
FIG. 1 is a schematic configuration diagram of a vehicle to which a deceleration control device according to the present invention is applied.
In the figure, reference numeral 1 denotes a brake fluid pressure control unit configured to control the brake fluid pressure supplied to each wheel cylinder (not shown) of each wheel 2FL to 2RR. That is, normally, the brake fluid pressure boosted by the master cylinder is supplied to each wheel cylinder in accordance with the depression amount of the brake pedal by the driver, but between the master cylinder and each wheel cylinder, The brake fluid pressure control unit 1 inserted is configured to control the brake fluid pressure to each wheel cylinder separately from the operation of the brake pedal.

The brake fluid pressure control unit 1 uses a brake fluid pressure control circuit used for antiskid control and traction control, for example.
The brake fluid pressure control unit 1 controls the brake fluid pressure of each wheel cylinder in accordance with a brake fluid pressure command value from a deceleration controller 10 described later.
Further, the vehicle is provided with an engine throttle control unit 3 that can control the throttle opening of a throttle valve (not shown). The engine throttle control unit 3 can control the throttle opening independently. When the throttle opening command value is input from the deceleration controller 10 described above, the throttle opening is controlled in accordance with the throttle opening command value.

Further, the vehicle includes a yaw rate sensor 11 for detecting a yaw rate φ ′ generated in the host vehicle, a steering angle sensor 12 as a steering angle detecting means for detecting a steering angle δ of the steering wheel, and rotational speeds of the wheels 2FL to 2RR. , the wheel speed sensors 13FL~13RR as vehicle speed detecting means for detecting a so-called wheel speed Vw _{i (i} = FL~RR), the amount of depression of an accelerator pedal, not shown, that an accelerator opening sensor 14 for detecting an accelerator opening Acc, A direction indicating switch 15 as a direction indicating operation detecting means for detecting a direction indicating operation by the direction indicator is provided, and detection signals thereof are output to the deceleration control controller 10. If the detected vehicle traveling state data has left and right directions, the left direction is the positive direction. That is, the steering angle δ and the like are positive values when turning left.

  In addition, this vehicle is equipped with a navigation device 6 for providing information on road conditions around the host vehicle. This navigation device 6, similar to a known navigation device, has a storage means 6 a for storing map data, road shape data, and the like, and a vehicle that detects the current position of the vehicle based on information from the GPS antenna 6 b. Position detecting means 6c, map matching means 6d for associating the current position of the own vehicle detected by the own vehicle position detecting means 6c with map data and road shape data around the current position of the own vehicle stored in the storage means 6a; And road information acquisition means 6e for acquiring map data and road shape data around the host vehicle based on the association in the map matching means 6d.

  Further, it receives road-to-vehicle communication with an infrastructure system (not shown) disposed on the roadside side by beacon antenna 6f, broadcast information such as FM multiplex broadcasting, and acquires infrastructure information and broadcast information from the infrastructure system. An infrastructure receiver 6g, and the road information acquisition means 6e is configured to acquire a traveling environment around the host vehicle including the infrastructure information acquired by the infrastructure receiver 6g.

The navigation information detected by the navigation device 6 is output to the deceleration control controller 10, and the deceleration control controller 10 sends information to the braking fluid pressure control unit 1 and the engine throttle control unit 3 based on various types of input information. A control signal is generated.
In addition, an information presentation device 7 is provided in front of the driver's seat to present the driver with the necessity of deceleration in response to an alarm signal AL from the deceleration control controller 10, and the information presentation device 7 decelerates to the driver. A display for prompting the user and a speaker for generating an alarm sound and a voice message are provided.

  The deceleration control controller 10 detects the curve information of the own vehicle travel path based on the detection signals input from the various sensors, and the degree of progress of the route guidance to the recommended route side by the navigation device 6. A progress certainty factor is calculated, and an alarm and deceleration control operation determination is executed based on the curve information acquired in advance according to the progress certainty factor. When the alarm is activated, an alarm signal AL is output to the information presenting device 7, and during the deceleration control, a throttle opening command value is output to the engine throttle control unit 3 according to the target deceleration. A braking fluid pressure command value is output to the braking fluid pressure control unit 1.

  By the way, the transmission cycle of the road shape data in the current navigation apparatus is generally 1 [sec] or more, which is longer than the execution cycle of the vehicle warning or deceleration control. For example, when the host vehicle MC travels the route from the main line to the IC exit or JCT side at the IC exit on the expressway or the JCT branch point Pb as shown in FIG. 2A, the data transmission timing from the navigation device Is indicated by T1 to T3.

  When warning or deceleration control is performed immediately before the curve start point C1 immediately after the branch point Pb, unless the recommended route information for route guidance is used, the next data transmission is normally performed through the branch point Pb. Until reaching the curve, the operation timing of the alarm or deceleration control is determined for the main road side shape that has been traveling until then, and the radius of curvature R1 that is the curve information can be acquired after T2. For this reason, there is a problem that the timing for performing the alarm and deceleration control corresponding to the curve state is after T2, and the operation timing of the alarm and deceleration control before the curve start point is delayed.

  In order to avoid this, the recommended route information of the route guidance by the car navigation system is used to obtain the IC exit and JCT side curve information R1 as the recommended route in advance before T1, and the curve from before the branch point Pb is obtained. There is one that performs an alarm or deceleration control operation determination on the information R1. However, if the vehicle travels to the main line without following route guidance, an alarm or deceleration control assist is activated for the IC exit or JCT-side curve information R1 before the traveling direction is determined before the branch point. As a result, there is a problem that a malfunction occurs and the driver feels uncomfortable.

Therefore, in the present invention, the degree of certainty of traveling to the recommended route side of the route guidance is determined using the relationship between the branch point and the vehicle position, the vehicle behavior in the vicinity of the branch point, and the driving operation history. Basically, the operation judgment of alarm and deceleration control is executed immediately after the branch point. That is, as shown in FIG. 2B, at the time of route guidance setting, the curve information R1 on the IC exit and the JCT side is acquired before the branch point T ′, and the own vehicle proceeds to the IC exit and the JCT side according to the route guidance. Thus, when the certainty of progress increases after passing through the branch point, an alarm or deceleration control operation determination is performed based on the curve information R1 acquired in advance at the time T ″.
As a result, the operation timing of the alarm and the deceleration control can be advanced from the conventional T2 to T ″, and the malfunction of the alarm and the deceleration control when the host vehicle travels to the side other than the recommended route without following the route guidance is prevented. can do.

Next, the deceleration control processing procedure performed by the deceleration controller 10 will be described with reference to the flowchart of FIG. This deceleration control process is executed as a timer interrupt process every 10 msec, for example, and first, various data are read in step S1. Specifically, each wheel speed Vw _i detected by each sensor, accelerator opening Acc, steering angle δ, and blinker signal WS are read.

Next, in step S2, the navigation apparatus 6 previews road shape data in the traveling direction of the host vehicle. First, the preview distance L is calculated. The preview distance L may be fixed to a predetermined length (for example, 400 [m]), or may be calculated based on the following equation (1) based on the vehicle speed V.
L = max (200, V / 3.6 × 7.5) (1)
Here, max () is a function that selects the larger value of the numerical values in parentheses.

  Next, map data used in current navigation devices will be described with reference to FIG. The map data is composed of node data indicated by white circles and point data of interpolation points indicated by black circles in FIG. 4 and link data connecting them. The node is a position coordinate of a point where there is a branch point such as an intersection or JCT, and the interpolation point is a position coordinate of a point for drawing a road curvature.

Each node, interpolation point, and link data has a flag indicating whether or not the route is a recommended route guidance, and attribute information such as the road type and the presence or absence of a median. For example, the interpolation point has information such as a recommended route flag, curvature, altitude, presence / absence of signal, presence / absence of pause, and link data has information such as slope, speed limit, road type, number of lanes, road width, etc. .
In this step S2, all branch destination nodes and interpolation points within the range of the preview distance L in the own vehicle traveling direction are read from the node or interpolation point immediately after the own vehicle traveling direction. For example, when the host vehicle MC is traveling near the branch to the IC exit on the highway, the nodes and interpolation points P0 to P8 are read as shown in FIG. Here, the node P1 is a branch point to the IC exit.

Next, in step S3, a route for which road shape information is to be acquired is selected from the nodes and interpolation points read in step S2. Specifically, in the example of FIG. 5, when the IC exit side is a recommended route guidance route, the road shape information acquisition target route is P0-P1-P3 -...- P8. In other words, the route indicated by the bold line shown in FIG. 5B is selected as the acquisition target route of the road shape information.
In addition, as the selection logic of the route for obtaining the road shape information at the branch point when the route guidance by the navigation device is not set, for example, the direction in which the angle formed by the link to each branch destination is the smallest is selected. Basically, the road type and the link type may be considered.

As such a technique, for example, as described in Japanese Patent Application Laid-Open No. 2004-86450, the vehicle position and the road type of the branch destination are determined, and the road type of the vehicle position and the branch destination are both national roads and When the main road is a main road and the branch destination is not a narrow road, the direction with the curve with the largest curvature radius among the branch destinations is selected as the course or the narrow road is included in the branch destination Indicates that the direction with the curve with the largest radius of curvature is selected as the route of the main road of the branch destination, and if the vehicle is on the main road of the expressway, the main road side will be used regardless of the curvature radius of the branch destination curve A method for selecting a course is proposed.
In addition, the selection logic of the acquisition target route of the road shape information at the branch point when route guidance is not set is not limited to the above technique.

Next, in step S4, the radius of curvature of the curve is calculated from the nodes and interpolation points on the road shape information acquisition target route selected in step S3. In the example of FIG. 5, since the road shape information acquisition target route is selected as P0-P1-P3 -...- P8 in step S3, the radius of curvature R1 in this route P0-P1-P3 -...- P8 is selected. , R2,..., R7 are calculated.
Normally, the map data held by a known navigation device is created for the purpose of route guidance and road map display, so the intervals between nodes or interpolation points are irregular, and the shape of the curve is not necessarily accurate. Sometimes it does not represent well. In such a case, a technique for accurately detecting the curve curvature from the map data may be applied.

  As such a technique, for example, as described in JP-A-11-232599, JP-A-11-232600, JP-A-2001-6098, etc., detection that is predicted to be a curve, for example, By calculating the sum of the refraction angles of the links that connect the nodes and interpolation points around the points, and determining that the sum of the refraction angles exceeds the threshold, the nodes and interpolation points are arranged at unequal intervals. If the detection accuracy of the curve is improved, or if the interval between the nodes and the interpolation points is shorter than the threshold value, the interval between the nodes and the interpolation points is reduced by deleting one of the two points. Avoid mistakenly judging that the curve is steeper than the actual one due to its short length, or conversely, do not use this part for curve detection when the interval between nodes or interpolation points exceeds the threshold. To do , And a method of or to improve the detection accuracy of the curve has been proposed.

  In addition to this, for example, by using the interval between nodes or interpolation points and the angle formed by the links, a section where nodes and interpolation points are dense and the angle formed by the links is large is extracted as a curve section. The radius of curvature may be calculated using nodes and interpolation points in the section. Furthermore, a radius of curvature may be recorded in advance at each node and interpolation point, and the value may be directly read from the navigation device 6.

  In the present embodiment, the case where the processes in steps S2 to S4 are performed by the deceleration control controller 10 has been described. However, the present invention is not limited to this. Only information necessary for alarm and deceleration control, such as the distance to the curve start point and the distance to the branch point, may be transmitted to the deceleration control controller 10.

  Next, in step S5, the distance from the vehicle position to the branch point is calculated from the road shape data acquired in step S2. Specifically, first, a node in the traveling direction of the host vehicle is extracted from the acquired road shape data, the distance Lb to the node output from the navigation device 6 is read, and then the road shape data is output from the navigation device 6. Until the vehicle speed V is accumulated, the travel distance is calculated by calculating the vehicle speed V and the distance Lb to the node is corrected.

And after passing the said node, the distance Lb to a node is calculated | required by integrating | accumulating the own vehicle speed V and driving | running | working a predetermined distance (for example, 200 [m]). Here, the sign of the distance Lb is negative before the branch point passes and positive after the branch point. In the example of FIG. 5, the distance from the host vehicle position VP to the branch point P1 from the host vehicle MC is calculated.
Next, in step S6, a certainty of progress in the recommended route direction for route guidance is calculated. This progress certainty factor Cf is calculated based on the following equation (2) based on the distance Lb to the branch point when, for example, a branch road is detected ahead of the host vehicle.
Cf = 0 (Lb <δL),
Cf = 1 (Lb ≧ δL) (2)
Here, δL is a constant considering the measurement error of the own vehicle position by the navigation device, and is set to 20 [m], for example, when D-GPS is used according to the measurement accuracy of the own vehicle position.

If no branch road is detected ahead of the host vehicle, the host vehicle is traveling on a straight path and is determined to be traveling on a recommended route, and therefore, the certainty of travel is set to Cf = 1.
Although the case where the progress certainty factor Cf is calculated based on the above equation (2) has been described here, the present invention is not limited to this, and as shown in FIG. Depending on the distance to the start point, the progress certainty factor Cf may be increased from 0 to 1 as the curve start point is approached.

FIG. 6 is a map for calculating the progress certainty factor Cf according to the distance Lb from the vehicle position to the branch point. As shown by the solid line, when the distance Lb to the branch point is constant δL, Cf = 0. When the distance Lb to the branch point is between δL and Ls, it increases monotonically from Cf = 0 to 1 as the distance Lb increases, and in the region where the distance Lb to the branch point is Ls or more, Cf = It is set to be fixed to 1.
Here, the position Ls at which the travel certainty Cf reaches 1 is close to the branch point, for example, between a predetermined value (for example, 100 [m]) before the curve start point and the intermediate point between the branch point and the curve start point. Set to the direction.

Note that the position Ls where the progress certainty factor Cf reaches 1 may be corrected according to the curvature radius of the curve. That is, as shown in FIG. 7, the abscissa represents the radius of curvature of the curve, the ordinate represents the correction value ΔL of Ls, and a predetermined curvature radius threshold R from a predetermined curvature radius threshold R _TH1 (for example, 30 [m]). _The correction value ΔL is set to monotonously decrease from a predetermined value Lt (for example, 100 [m]) to 0 over _TH2 (for example, 150 [m]). Then, Ls is corrected to decrease by the correction value ΔL calculated in this way.

  Accordingly, the correction value ΔL is set to a larger value as the curvature radius is smaller, so that the smaller the curvature radius is, the closer Ls is to the branch point side, and in the case of a sharp curve, the alarm is surely issued before the curve start point. And deceleration control can be activated. In the progress certainty calculation map at this time, as shown by the broken line in FIG. 6, the position where the progress certainty Cf reaches 1 moves from Ls to Ls−ΔL.

In addition, when Ls−ΔL <δL is obtained as a result of calculating the correction value ΔL using the map of FIG. 7, Ls−ΔL = δL.
Next, in step S7, the progress certainty factor Cf calculated in step S6 is reflected in the warning and deceleration control operation determination before the curve. Specifically, an alarm operation determination threshold value Xgw (for example, 0.08 [g]) for performing an alarm operation start determination, and a deceleration control operation determination threshold value Xgd (for example, for determining an operation start of deceleration control). 0.1 [g]) is corrected as shown in the following equations (3) and (4) according to the progress certainty factor Cf.
Xgw ′ = Xgw / Cf (3)
Xgd ′ = Xgd / Cf (4)
Here, Xgw ′ and Xgd ′ are corrected operation determination threshold values, respectively.
However, when Cf≈0, the operation determination threshold values Xgw ′ and Xgd ′ are set to predetermined upper limit values (for example, 99.9 [g]).

  In the present embodiment, when the target deceleration calculated from the own vehicle speed, the target vehicle speed on the curve, or the like becomes equal to or higher than each operation determination threshold value, the alarm and the deceleration control are configured to operate as described above. By setting the operation determination threshold value, the operation determination threshold value can be set larger as the value of the progress certainty factor Cf becomes smaller, making it difficult to operate the alarm and the deceleration control. When the progress certainty factor Cf is close to 0, it is possible to substantially prevent the alarm and the deceleration control from being activated.

Finally, in step S8, warning and deceleration control are performed in front of the curve using the curve information and the certainty of progress toward the recommended route at the branch point. First, the target deceleration Xgs is calculated. Specifically, based on the own vehicle speed V calculated from the wheel speed of each wheel, the radius of curvature Rn of the curve, the distance Ln to the curve, and the preset lateral acceleration allowable value Yglmit when passing the curve, the following (5 ) Calculate based on the formula.
Xgs = (V ² −Vr ² ) / (2 · Ln)
= (V ² -Yglmit · | Rn | / (2 · Ln) (5)
Here, Vr (= (Yglmit · | Rn |) ^1/2 ) is the target vehicle speed on the curve. The target deceleration Xgs is a positive value during deceleration.

  Next, based on the target deceleration Xgs calculated in this way, a warning activation start determination and a deceleration control activation start determination are performed. This determination is made based on whether or not the target deceleration Xgs is equal to or greater than the operation determination threshold value Xgw ′ (Xgd ′) corrected in step S7. If Xgs ≧ Xgw ′, it is determined that the alarm is activated. Then, the alarm activation flag Fw is set to “1”, and when Xgs <Xgw ′, it is determined that the alarm is deactivated, and the alarm activation flag Fw is reset to “0”.

Further, when Xgs ≧ Xgd ′, it is determined that the deceleration control is activated, the deceleration control operation flag Fd is set to “1”, and when Xgs <Xgd ′, the deceleration control is deactivated. Judgment is made and the deceleration control operation flag Fd is reset to “0”.
When the warning operation flag Fw = 1, the warning signal AL is output to the information presenting device 7, and when the deceleration control operation flag Fd = 1, the engine is output in accordance with the calculated target deceleration Xgs. The throttle opening command value is output to the throttle control unit 3, and the brake fluid pressure command value is output to the brake fluid pressure control unit 1, and then the timer interruption process is terminated and the program returns to a predetermined main program. To do.

In the process of FIG. 3, the process of step S3 corresponds to the recommended route selection means, the process of step S6 corresponds to the progress certainty determination means, and the processes of steps S7 and S8 correspond to the deceleration control means.
Therefore, it is assumed that the host vehicle is currently traveling on a main line where there is no branch road on an expressway, and a curve exists in front of the host vehicle. In this case, in the deceleration control process of FIG. 3, the main line currently traveling is selected as the recommended route in step S3, and the curvature radius is calculated from the nodes and interpolation points on the main line in step S4. Since there is no branch road ahead of the host vehicle, the progress certainty factor Cf is calculated to 1 in step S6. Therefore, the target deceleration Xgs calculated based on the equation (5) and the corrected operation determination threshold value are calculated. Compared with Xgw ′ (= Xgs) or Xgd ′ (= Xgd), when Xgs ≧ Xgw ′ (Xgd ′), an alarm and deceleration control for decelerating the host vehicle is activated.

  That is, an alarm signal AL is output to the information presentation device 7, a throttle opening command value is output to the engine throttle control unit 3, and a brake fluid pressure command value is output to the brake fluid pressure control unit 1. The As a result, a voice message or the like prompting the driver to decelerate is issued from the information presenting device 7 and the host vehicle is decelerated so that it can travel at an appropriate vehicle speed according to the radius of curvature of the curve. Thus, the host vehicle is decelerated so that the host vehicle can travel at an appropriate vehicle speed according to the curve curvature radius ahead of the host vehicle.

  In addition, it is assumed that the host vehicle is traveling straight on the main road of the highway, and a branch road to the IC exit exists in front of the host vehicle. Assuming that the main line currently traveling is selected as the recommended route by route guidance of the navigation device 6, the main line is selected as a route from which road shape information is acquired in step S3, and the main line is selected in step S4. The radius of curvature is calculated from the nodes on the line and the interpolation points. Since the host vehicle travel path is a straight path, the target deceleration Xgs is calculated to 0, and Xgs ≧ Xgw ′ (Xgd ′) is not satisfied even after the host vehicle passes through the branch point, so that warning and deceleration control are not performed. Continue straight running according to the accelerator and brake operation by the driver.

  In addition, it is assumed that the host vehicle is traveling straight on the main road of the highway, and a branch road to the IC exit exists in front of the host vehicle. If the IC exit side is selected as the recommended route by route guidance of the navigation device 6, the IC exit side route is selected as a route from which road shape information is acquired in step S3. The branch path to the IC exit side may be a substantially straight line immediately after the branch and then a sharp curve. In step S4, the curvature radius of the curve is calculated from the nodes and interpolation points on the IC exit path.

  Assuming that the host vehicle is traveling in front of the branch point, the distance Lb from the host vehicle position to the branch point is calculated as a negative value in step S5. Therefore, the travel certainty Cf is calculated based on the equation (2). Calculated to zero. Therefore, since the warning operation determination threshold value Xgw ′ and the deceleration control operation determination threshold value Xgd ′ are set to 99.9 [g] in step S7, the target deceleration Xgs does not exceed these operation determination threshold values. Then, the deceleration control is deactivated, and the vehicle continues to travel according to the accelerator and brake operations by the driver.

  Thereafter, it is assumed that the host vehicle passes through the branch point and proceeds to the IC exit side according to route guidance. In this case, the distance Lb from the vehicle position to the branch point is calculated as a positive value in step S5, and the progress certainty factor Cf is calculated to 1 based on the above equation (2). Therefore, in step S7, the alarm operation determination threshold value Xgw 'is set to 0.08, and the deceleration control operation determination threshold value Xgd' is set to 0.1. At this time, when the target deceleration Xgs calculated based on the above equation (5) in step S8 is equal to or greater than each operation determination threshold, it is determined that a warning is issued to the driver, and the information presenting device 7 is notified. In response to this, an alarm signal AL is output to determine that the host vehicle needs to be decelerated, and a throttle opening command value is output to the engine throttle control unit 3 and braking to the brake fluid pressure control unit 1 is performed. Outputs the fluid pressure command value. As a result, a voice message or the like prompting the driver to decelerate is issued from the information presenting device 7 and the host vehicle is decelerated so that it can travel at an appropriate vehicle speed according to the radius of curvature of the curve.

  In this way, when there is a branch road ahead of the host vehicle, the curve information of the recommended route guidance for the route guidance is obtained before the branch, and after the host vehicle passes the branch point, the travel to the recommended route side is progressed. When the degree of certainty increases, warning and deceleration control are performed using curve information acquired in advance before the branch point, so the delay in the alarm and deceleration control operation timing before the curve start point after passing the branch point Can be resolved.

  On the other hand, it is assumed that the host vehicle passes through a branch point and proceeds to the main line side without following route guidance. In this case, the progress certainty factor Cf is calculated to be zero. Therefore, since the warning operation determination threshold value Xgw ′ and the deceleration control operation determination threshold value Xgd ′ are set to 99.9 [g] in step S7, the target deceleration Xgs does not exceed these operation determination threshold values. Then, the deceleration control is deactivated, and the vehicle continues to travel according to the accelerator and brake operations by the driver.

  In this way, the progress certainty factor Cf to the IC exit side which is the recommended route side is determined, and the alarm and the deceleration control are activated when the progress certainty factor Cf to the IC exit side is increased. Even when the IC exit side is selected as the recommended route for guidance and the host vehicle travels to the main line against route guidance, an alarm is generated based on the IC exit side curve information acquired in advance before the branch. In addition, the malfunction can be surely prevented without performing the deceleration control.

  As described above, in the first embodiment, the route guidance information is used to obtain in advance the curve information on the recommended route after the branch point before the branch point, and the degree of certainty of the route guidance toward the recommended route side is determined. When the certainty of progress is increased, the alarm and deceleration control is activated using the curve information acquired in advance before the branch, so the alarm and deceleration due to the delay in acquiring the curve information immediately before the curve start point immediately after the branch point. It is possible to eliminate the control delay, and to suppress the driver's uncomfortable feeling due to the alarm and deceleration control being activated before the traveling direction before the branch point is determined.

Also, when the distance from the vehicle position to the branch point is determined and it is determined that the host vehicle has passed the branch point and entered the recommended route side of the route guidance, the certainty of progress to the recommended route side is increased. It is possible to reliably prevent the driver from feeling uncomfortable due to the alarm and deceleration control being activated before the traveling direction before the branch point is determined.
Furthermore, when it is determined that the host vehicle has entered the recommended route side of the route guidance after passing through the branch point, the traveling certainty is increased as the distance from the vehicle traveling position to the curve start point on the recommended route is shortened. Since the operation of the alarm and deceleration control immediately after the branching point is suppressed, the warning and deceleration when the vehicle is map-matched to the recommended route right after the branching by the navigation device even though the vehicle has entered the side that is not the recommended route. Control malfunction can be suppressed.

  In addition, when it is determined that the vehicle has entered the recommended route side of the route guidance after passing through the branch point, the certainty of traveling to the recommended route side is calculated according to the curvature radius of the curve on the recommended route. Even if the curvature radius of the curve after the point is small and it is necessary to activate the alarm and deceleration control early, the alarm and deceleration control can be activated at an appropriate timing, and the driver can travel without feeling uncomfortable. Can do.

Next, a second embodiment of the present invention will be described.
In the second embodiment, the degree of certainty of traveling to the recommended route is calculated based on the deceleration amount of the own vehicle speed, the change in the steering angle, the blinker operation history, or the like within a predetermined range before and after the branch point on the recommended route. It is what I did.
That is, in the deceleration control process of FIG. 3 in the first embodiment described above, the same process as in FIG. 3 is performed except that the progress certainty calculation process shown in FIG. 8 is performed in step S6. A detailed description of the corresponding parts is omitted.

  FIG. 8 is a flowchart showing the progress certainty degree calculation processing procedure performed in step S6 of the deceleration control process of FIG. 3, and first, in step S61, the vehicle position is within a predetermined range before and after the branch point on the recommended route. It is determined whether or not there is. Specifically, it is determined whether or not the distance Lb from the vehicle position calculated in step S5 to the branch point is within a predetermined range (for example, not less than −500 [m] and less than 200 [m]). When it is out of the predetermined range, the process proceeds to step S62, the progress certainty factor Cf = 1 is set, and then the progress certainty factor calculation process is terminated and the process returns to the predetermined main program. On the other hand, when the distance Lb to the branch point is within the predetermined range, the process proceeds to step S63.

  In step S63, vehicle information from the time when it is determined that the host vehicle has entered the predetermined range before and after the branch point to the time when it is determined that the vehicle has exited the predetermined range is recorded, and the process proceeds to step S64. Specifically, the host vehicle speed V, the steering angle δ, and the blinker signal WS from the time when it is determined that the host vehicle enters the predetermined range before and after the branch point to the time when it is determined that the host vehicle exits the predetermined range are recorded.

In step S64, progress toward the recommended route is estimated based on the vehicle information recorded in step S63. FIG. 9 is a diagram showing the vehicle information within the predetermined range recorded in step S63. As shown in FIG. 9A, the deceleration amount from the vehicle speed V1 when the host vehicle enters the predetermined range. When ΔV reaches a predetermined deceleration amount threshold value V _TH (for example, 20 [km / h]), it is determined that the vehicle is decelerated toward the IC exit or JCT, and the first progress estimation flag Fv is used as the recommended route. ON state indicating that the vehicle is moving to the side.

Here, the case where the first progress estimation flag Fv is turned on when the deceleration amount ΔV reaches the deceleration amount threshold value V _TH has been described. However, the present invention is not limited to this, and within a predetermined range. When the host vehicle speed V becomes a predetermined value (for example, 60 [km / h]) or less, the first progress estimation flag Fv may be turned on.
The first progress estimation flag Fv has a predetermined acceleration value (for example, 10 [km] from when the first progress estimation flag Fv is in the ON state before the branch point (Lb <0). / H]), the vehicle speed V may be set to the OFF state, and after the first progress estimation flag Fv is turned ON, the vehicle speed V is a predetermined value (for example, 70 [km / h]). You may make it be an OFF state when it accelerates so that it may become above.

Next, a second progress estimation flag Fs is set based on a change in the steering angle within a predetermined range. That is, it is determined which side of the branch the recommended route is. For example, when the recommended route is on the left side of the branch as shown in FIG. 2, after the steering in the left direction as shown in FIG. Subsequently, when steering in the right direction is detected, it is determined that the host vehicle has been changed to the recommended route, and the second progress estimation flag Fs is turned on.
The second progress estimation flag Fs is set to the OFF state when a steering pattern indicating a course change to the opposite side to the recommended route is detected before the branch point.

Next, a third progress estimation flag Fw is set based on the winker operation history within a predetermined range. That is, it is determined which side of the branch the recommended route is, and when the recommended route is on the left side of the branch as shown in FIG. 2, for example, as shown in FIG. When it is detected that the vehicle is turned on, it is determined that the host vehicle is to change the course to the recommended route side, and the third progress estimation flag Fw is turned on.
The third progress estimation flag Fw is set to the OFF state when it is detected that the winker switch on the opposite side to the recommended route is ON before the branch point.
Further, these progress estimation flags Fv, Fs, and Fw are set to an OFF state when the host vehicle leaves a predetermined range before and after the branch point.

  Next, in step S65, it is determined whether or not the host vehicle has passed a branch point toward the recommended route. Specifically, it is determined whether or not the distance Lb from the vehicle position calculated in step S5 to the branch point is equal to or greater than a constant δL. If Lb ≧ δL, it is determined that the vehicle has passed the branch point. The branch point passage flag Fb is turned on. This branch point passage flag Fb is set to an OFF state when the vehicle leaves a predetermined range before and after the branch point.

  Next, the process proceeds to step S66, and the progress certainty factor Cf is calculated according to the progress estimation result in the recommended route direction. Specifically, when all of the travel estimation flags Fv, Fs and Fw set based on the vehicle information in step S64 and the branch point passage flag Fb set in step S65 are in the ON state, the recommended route side The progress certainty factor Cf is set to 1.

  Here, a case has been described in which the progress certainty factor Cf = 1 is set when the progress estimation flags Fv, Fs, and Fw and the branch point passage flag Fb are all in the ON state, but the present invention is not limited to this. For example, when two of the progress estimation flags are in the ON state and the branch point passage flag Fb is in the ON state, the progress certainty factor Cf = 0.7, and one of the progress estimation flags is in the ON state and the branch point passage flag. The value may be set in a stepwise manner, such as setting the degree of certainty of progress Cf = 0.3 when Fb is in the ON state. At this time, in cases other than the above, that is, when the branch point passage flag Fb is in the OFF state, the certainty of progress Cf = 0.

The progress certainty factor Cf set in this way is reflected in the operation determination of the alarm and deceleration control in the processing after step S7 in FIG.
Accordingly, it is assumed that the host vehicle is currently traveling straight on the main road of the highway, and a branch road to the IC exit exists in front of the host vehicle. If it is assumed that the host vehicle is traveling 500 [m] before the branch point, the distance Lb from the vehicle position to the branch point is calculated as −500 in step S5 in the deceleration control process of FIG. In the certainty calculation process, it is determined in step S61 that the vehicle position is within a predetermined range before and after the branch point, the process proceeds to step S63, and vehicle information within the predetermined range is stored.

  It is assumed that the IC exit side route on the left side of the branch is selected as the recommended route by route guidance of the navigation device 6, and the own vehicle is about to enter the IC exit side according to the route guidance. Normally, when the host vehicle running on the main road of the highway travels toward the IC exit, the driver turns on the left turn signal switch and performs a steering operation to change the course to the IC exit side. Pass the branch point while decelerating the host vehicle.

The vehicle information at this time is as shown in FIG. 9, and when the deceleration amount ΔV of the host vehicle speed reaches a predetermined deceleration amount threshold value V _TH , the first progress estimation flag Fv is set to the ON state, and the recommended route side When a steering pattern indicating a change of course to is detected, that is, when steering in the right direction is detected following steering in the left direction, the second progress estimation flag Fs is set to the ON state, and the winker When it is detected that the switch is turned on in the left direction on the recommended route side, the third progress estimation flag Fw is set to the ON state.
From this state, when the own vehicle passes through the branch point and enters the IC exit side, and the distance Lb ≧ δL from the vehicle position to the branch point, the branch point passing flag Fb is set to the ON state in step S65, Since each of the progress estimation flags and the branch point passing flag are all in the ON state, the degree of certainty of progress Cf toward the recommended route is set to 1 in step S66.

  Therefore, in step S7, the warning operation determination threshold value Xgw ′ is set to Xgw (= 0.08), the deceleration control operation determination threshold value Xgd ′ is set to Xgd (= 0.1), and in step S8, the above equation (5) is also obtained. When the target deceleration Xgs calculated in the above is equal to or greater than each operation determination threshold value, it is determined that a warning is issued to the driver, and an alarm signal AL is output to the information presenting device 7 to decelerate the host vehicle. The throttle opening command value is output to the engine throttle control unit 3 and the braking fluid pressure command value is output to the braking fluid pressure control unit 1. As a result, a voice message or the like prompting the driver to decelerate is issued from the information presenting device 7 and the host vehicle is decelerated so that it can travel at an appropriate vehicle speed according to the radius of curvature of the curve.

Thus, in the said 2nd Embodiment, since the progress reliability to the recommended route side is calculated according to the vehicle information in the predetermined range before and after the branch point on the recommended route, the calculation accuracy of the progress reliability is improved. Can be made.
Further, since the certainty of progress toward the recommended route is calculated according to the deceleration amount of the host vehicle speed within a predetermined range before and after the branch point on the recommended route, when the deceleration amount reaches a predetermined threshold, It is possible to reliably improve the calculation accuracy of the progress certainty, for example, by determining that the vehicle has been decelerated toward the JCT and increasing the certainty of proceeding toward the recommended route.

  Furthermore, since the degree of certainty of traveling to the recommended route is calculated according to the steering angle change within a predetermined range before and after the branch point on the recommended route, for example, when the recommended route is on the left side of the branch, the route change to the left side is changed. When the steering pattern shown is detected, it is determined that the host vehicle has changed the course to the recommended route side, and the degree of progress certainty can be increased.

Further, since the certainty of progress toward the recommended route is calculated according to the blinker operation history within a predetermined range before and after the branch point on the recommended route, for example, when the recommended route is on the left side of the branch, the winker switch to the left When the vehicle becomes ON, it is possible to improve the calculation accuracy of the progress certainty, for example, by determining that the host vehicle is going to change the course to the recommended route and increasing the certainty of progress.
In the second embodiment, the case has been described in which the advance estimation toward the recommended route side is performed in accordance with the deceleration amount of the own vehicle speed, the change in the steering angle, and the blinker operation history. However, the present invention is not limited to this. In addition, vehicle information such as lateral acceleration and yaw rate may be used.

Next, a third embodiment of the present invention will be described.
In the third embodiment, the amount of movement in each direction (vehicle width direction, up and down direction) of the host vehicle is detected, and the progress certainty factor is calculated according to the integrated value of the amount of movement.
That is, as shown in FIG. 10, in the progress certainty factor calculation process of FIG. 8 in the second embodiment described above, the process of step S63 integrates the amount of lateral movement of the host vehicle within a predetermined range before and after the branch point. It is replaced with S161, and the process of step S64 is replaced with step S162 which performs a travel estimation to the recommended route side based on the lateral movement amount accumulated in step S161 and sets a travel estimation flag, and the process of step S66 is performed. Similar to FIG. 8 except that it is replaced with step S163 that calculates the progress certainty factor Cf based on the progress estimation flag set in step S162 and the branch point passage flag Fb set in step S65. In order to perform the above process, the same reference numerals are given to the corresponding parts to those in FIG.

First, in step S61, as described above, it is determined whether or not the vehicle position is within a predetermined range before and after the branch point on the recommended route. If it is within the predetermined range, the process proceeds to step S161, and is outside the predetermined range. Sometimes the progress certainty calculation process is terminated and the process returns to a predetermined main program.
In step S161, the movement amount in each direction of the host vehicle from the time when it is determined that the host vehicle has entered the predetermined range before and after the branch point to the time when it is determined that the host vehicle has exited the predetermined range is recorded. Transition. Specifically, the movement amount in the vehicle width direction is detected by a gyro mounted on the navigation device 6, and the lateral movement amount Ym is recorded by integrating the value. Further, the vertical movement amount Zm is recorded by detecting the vertical movement amount from the road gradient and road altitude data recorded in the navigation device 6 and integrating the values.

Next, in step S162, the advance to the recommended route side is estimated based on the movement amount in each direction recorded in step S161. FIG. 11 is a diagram showing the movement amount within the predetermined range recorded in step S161. It is determined which side of the branch the recommended route is. When the recommended route is on the left side of the branch as shown in FIG. 2, for example, as shown in FIG. When the predetermined lateral movement amount threshold value Ym _{TH is} exceeded (for example, 4 [m] or more), it is determined that the host vehicle has changed the course to the recommended route side, and the fourth progress estimation flag Fy is turned on. To do.

The fourth progress estimation flag Fy is set to the OFF state when the lateral movement amount Ym toward the recommended route before the branch point returns to a predetermined value or less (for example, 3 [m] or less).
Next, a fifth progress estimation flag Fz is set based on the amount of vertical movement within a predetermined range. That is, for example, in a branch where the main line side is a flat road and the IC exit side which is a recommended route has a downward slope, as shown in FIG. 11B, the downward movement amount Zm is a predetermined vertical movement amount threshold value. When it becomes Zm _TH or more (for example, 1 [m] or more), it is determined that the host vehicle has entered the recommended route side, and the fifth progress estimation flag Fz is turned on.
Further, these progress estimation flags Fy and Fz are set to the OFF state when the host vehicle leaves a predetermined range before and after the branch point.

  Next, in step S65, as described above, it is determined whether the host vehicle has passed the branch point toward the recommended route, and the process proceeds to step S163. In this step S163, the degree of certainty of progress Cf is calculated according to the result of the progress estimation in the recommended route direction. Specifically, when the progress estimation flags Fy and Fz set based on the movement amount in each direction in step S162 and the branch point passage flag Fb set in step S65 are all in the ON state, the recommended route The traveling certainty degree Cf is set to 1. At this time, in the cases other than the above, the progress certainty factor Cf = 0.

  Here, a case has been described where the progress certainty Cf = 1 is set when the progress estimation flags Fy and Fz and the branch point passing flag Fb are all ON, but the present invention is not limited to this and is recommended. Progress estimation in the route direction is set based on the amount of movement in either the vehicle width direction or the vertical direction, and the travel certainty Cf is determined based on the travel estimation flag Fy or Fz and the branch point passage flag Fb. You may make it calculate. For example, when only the travel amount Ym in the vehicle width direction is detected, the travel confidence Cf = 1 is set when both the travel estimation flag Fy and the branch point passage flag Fb are in the ON state, and only the travel amount Zm in the vertical direction is determined. If detected, the progress certainty factor Cf = 1 is set when both the progress estimation flag Fz and the branch point passage flag Fb are in the ON state.

The progress certainty factor Cf set in this way is reflected in the operation determination of the alarm and deceleration control in the processing after step S7 in FIG.
Accordingly, it is assumed that the host vehicle is currently traveling straight on the main road of the highway, and a branch road to the IC exit exists in front of the host vehicle. If it is assumed that the host vehicle is traveling 500 [m] before the branch point, the distance Lb from the host vehicle position to the branch point is calculated as −500 in step S5 in the deceleration control process of FIG. In the certainty factor calculation process, it is determined in step S61 that the vehicle position is within a predetermined range before and after the branch point, the process proceeds to step S161, and the movement amounts in the vehicle width direction and the vertical direction within the predetermined range are stored.

It is assumed that the IC exit side route on the left side of the branch is selected as the recommended route by route guidance of the navigation device 6, and the own vehicle is about to enter the IC exit side according to the route guidance. In this case, the lateral movement amount Ym of the host vehicle increases in the left direction. Further, when the IC exit side has a downward slope, the vertical movement amount Zm of the host vehicle increases downward.
The amount of movement in each direction at this time is as shown in FIG. 11, and when the lateral movement amount Ym reaches a predetermined lateral movement amount threshold value Ym _TH , the fourth progress estimation flag Fy is set to the ON state, When the movement amount Zm reaches a predetermined vertical movement amount threshold value Zm _TH , the fifth progress estimation flag Fy is set to the ON state.

  From this state, when the own vehicle passes through the branch point and enters the IC exit side, and the distance Lb ≧ δL from the vehicle position to the branch point, the branch point passing flag Fb is set to the ON state in step S65, Since each of the progress estimation flags and the branch point passage flags are all in the ON state, the degree of certainty of progress Cf toward the recommended route is set to 1 in step S163.

  Therefore, in step S7, the warning operation determination threshold value Xgw ′ is set to Xgw (= 0.08), the deceleration control operation determination threshold value Xgd ′ is set to Xgd (= 0.1), and in step S8, the above equation (5) is also obtained. When the target deceleration Xgs calculated in the above is equal to or greater than each operation determination threshold value, it is determined that a warning is issued to the driver, and an alarm signal AL is output to the information presenting device 7 to decelerate the host vehicle. The throttle opening command value is output to the engine throttle control unit 3 and the braking fluid pressure command value is output to the braking fluid pressure control unit 1. As a result, a voice message or the like prompting the driver to decelerate is issued from the information presenting device 7 and the host vehicle is decelerated so that it can travel at an appropriate vehicle speed according to the radius of curvature of the curve.

As described above, in the third embodiment, the degree of certainty of traveling toward the recommended route is calculated according to the amount of movement of the host vehicle in each direction within a predetermined range before and after the branch point on the recommended route. The degree of accuracy can be improved.
In addition, since the certainty of progress toward the recommended route is calculated according to the amount of lateral movement within a predetermined range before and after the branch point on the recommended route, for example, when the recommended route is on the left side of the branch, the route change to the left side is performed. When the indicated lateral movement amount is detected, it can be determined that the host vehicle has changed the course to the recommended route side, and the degree of progress can be increased. .

  Further, since the certainty of progress toward the recommended route is calculated according to the amount of vertical movement within a predetermined range before and after the branch point on the recommended route, for example, the recommended route has a downward slope with respect to the travel route before the branch. When the amount of vertical movement indicating downward movement is detected, it is judged that the vehicle has changed its course to the recommended route side, and the degree of progress can be calculated. The accuracy can be improved reliably.

  In the third embodiment, the case where the amount of movement in the vehicle width direction and the vertical direction is detected by the gyro mounted on the navigation device has been described. However, the present invention is not limited to this, and the acceleration sensor is installed in the vehicle. May be used to detect the amount of movement in each direction, and if a positioning sensor capable of measuring the absolute position with an accuracy of 10 cm or less, such as a kinematic GPS, is installed. The vehicle position measurement result may be used.

  Moreover, in the said 3rd Embodiment, although the case where the moving amount | distance in each direction was applied as vehicle information used for calculation of a progress certainty degree was demonstrated, it is not limited to this, The said 1st implementation It may be carried out in combination with the distance from the vehicle position to the curve start point and the curvature radius of the curve as in the embodiment, and further, as in the second embodiment, the deceleration amount of the vehicle speed, the change in the steering angle, the blinker You may implement in combination with operation etc.

It is a schematic structure figure showing an embodiment of the present invention. It is a figure explaining the deceleration assist control operation timing in IC exit or JCT branch. It is a flowchart which shows the deceleration control process performed with the deceleration control controller of FIG. It is a figure explaining the map data of the current navigation apparatus. It is a figure explaining the procedure from road shape data reading to curvature radius calculation. It is a progress reliability calculation map. It is a progress reliability correction map by a curvature radius. It is a flowchart which shows the progress reliability calculation process performed in the progress reliability calculation part of FIG. 3 in 2nd Embodiment. It is a figure which shows an example of the measurement result of the vehicle signal before and after a branch point. It is a flowchart which shows the progress reliability calculation process performed in the progress reliability calculation part of FIG. 3 in 3rd Embodiment. It is a figure which shows the measurement result of the movement amount integrated value to the horizontal direction and the up-down direction before and behind a branch point.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Braking fluid pressure control unit 2FL-2RR Wheel 3 Engine throttle control unit 6 Navigation apparatus 7 Information presentation apparatus 10 Deceleration control controller 11 Yaw rate sensor 12 Steering angle sensor 13FL-13RR Wheel speed sensor 14 Accelerator opening sensor 15 Direction indication switch

Claims (11)

  Detected by vehicle speed detecting means for detecting the vehicle speed of the own vehicle, own vehicle position detecting means for detecting the traveling position of the own vehicle, road information providing means having road information on which the own vehicle is traveling, and detected by the own vehicle position detecting means Recommended route selection means for selecting a recommended route for the host vehicle to travel based on the travel position and the road information provided by the road information providing means, and to the recommended route based on at least the travel position of the host vehicle. A degree of progress calculation means for calculating the degree of progress of the own vehicle, a degree of progress calculated by the degree of progress calculation means, road information of the recommended route, and a vehicle speed detected by the vehicle speed detection means. A vehicle deceleration control device comprising: deceleration control means for performing deceleration control for decelerating.   The vehicle deceleration control device according to claim 1, wherein the deceleration control unit makes the deceleration control easier to operate as the progress degree calculated by the progress degree calculation unit increases.   The degree of progress calculation means calculates the degree of progress toward the recommended route when the host vehicle passes the branch point and enters the recommended route side compared to when the host vehicle is traveling before the branch point. The vehicular deceleration control apparatus according to claim 1, wherein the vehicular deceleration control apparatus calculates a large value.   4. The progress degree calculating means calculates the progress degree toward the recommended route according to a deceleration amount of the host vehicle speed within a predetermined range near a branch point on the recommended route. Vehicle deceleration control device.   Steering angle detection means for detecting a steering angle, and the progress degree calculation means calculates a progress degree toward the recommended route according to a change in the steering angle within a predetermined range near a branch point on the recommended route. The vehicle deceleration control device according to claim 3 or 4, wherein the vehicle deceleration control device is calculated.   A direction indicating operation detecting means for detecting a direction indicating operation by the direction indicator, wherein the progress degree calculating means is arranged on the recommended route side according to the direction indicating operation within a predetermined range near the branch point on the recommended route. The vehicle deceleration control device according to any one of claims 3 to 5, wherein a degree of progress to the vehicle is calculated.   Vehicle state quantity detecting means for detecting a state quantity of the host vehicle, and the progress degree calculating means is configured to move to the recommended route side according to a vehicle state amount within a predetermined range near a branch point on the recommended route. The vehicle deceleration control device according to any one of claims 3 to 6, wherein a degree of progress is calculated.   The vehicle state quantity detection means detects the amount of movement of the host vehicle in the vehicle width direction, and the progress degree calculation means depends on the amount of movement in the vehicle width direction within a predetermined range near a branch point on the recommended route. The vehicle deceleration control device according to claim 7, wherein the degree of progress toward the recommended route is calculated.   The vehicle state quantity detection means detects the amount of movement of the host vehicle in the vertical direction, and the degree of progress calculation means determines the recommended amount according to the vertical movement amount within a predetermined range near a branch point on the recommended route. The vehicle deceleration control device according to claim 7 or 8, wherein the degree of progress toward the route side is calculated.   The degree of progress calculation means calculates the degree of progress toward the recommended route according to the distance from the travel position of the host vehicle to the curve start point on the recommended route. The vehicle deceleration control device according to any one of the preceding claims.   The vehicle according to any one of claims 3 to 10, wherein the progress degree calculation means calculates a progress degree toward the recommended route according to a curvature radius of the curve on the recommended route. Deceleration control device.

Images