JP2006151126A - Driver's control dependency detector and vehicle deceleration control device equipped with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driver's dependency detector capable of detecting a driver's excessive dependence on the deceleration control of a vehicle. <P>SOLUTION: This driver's control dependency detector for detecting the driver's excessive dependence on the deceleration control of the vehicle performed when detecting the driver's intention of decelerating the vehicle to optimize the position relation between the vehicle and a vehicle in front of the vehicle, is provided with an estimating part 131 for estimating a possibility of a collision between the vehicles at a point of time when the driver's intention of decelerating is detected; a storage part 137 storing data showing the estimated possibility of the collision; and a detecting part 131 referring to the stored data and detecting the driver's excessive dependence on the deceleration control when the estimated possibility of the collision is increased. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a driver control dependency detection device that detects that a driver is excessively dependent on vehicle deceleration control performed based on the inter-vehicle distance between the host vehicle and the preceding vehicle, and the same. The present invention relates to a deceleration control device for a vehicle including

  Japanese Patent Application Laid-Open No. 11-115545 (Patent Document 1) discloses a deceleration request degree determination unit that determines a degree of necessity of deceleration based on road information and an inter-vehicle distance, and a deceleration operation detection unit that detects the start of a deceleration operation. And a control amount adjusting means for determining a control amount in accordance with the determined deceleration request level based on the detection of the start of the deceleration operation and adjusting the determined control amount. Has been.

JP 11-115545 A

  In deceleration control that applies deceleration to the host vehicle in order to make the positional relationship between the preceding vehicle and the host vehicle appropriate, the greater the deceleration that is applied to the host vehicle by deceleration control, the area that can be handled by the deceleration control ( For example, the distance between the vehicles is very short, the relative vehicle speed is very large, or the accelerator is turned off very late.

However, the greater the amount of deceleration applied to the vehicle by the deceleration control, that is, the more effective the deceleration control, the more the driver tends to rely on the deceleration control. Concentration may be reduced.
It is desirable to be able to detect that the driver is excessively dependent on the deceleration control.

  An object of the present invention is to provide a driver control dependency detection device capable of detecting that a driver is excessively dependent on vehicle deceleration control, and a vehicle deceleration control device including the same. Is to provide.

The driver control dependence detecting device according to the present invention is performed when the driver's intention to decelerate the vehicle is detected in order to make the positional relationship between the vehicle and the preceding vehicle ahead of the vehicle appropriate. A control dependence detection device for a driver that detects that the driver is excessively dependent on the deceleration control of the vehicle, wherein the front vehicle and the vehicle at the time when the driver's intention to decelerate is detected An estimation unit that estimates the possibility of a collision with a vehicle, a storage unit that stores data indicating the estimated possibility of a collision, and the estimated possibility of the collision with reference to the stored data And a detection unit that detects that the driver is excessively dependent on the deceleration control when the vehicle speed increases.

  In the control dependence detecting device for a driver of the present invention, the detection unit increases the possibility of the estimated collision, and the estimated possibility of the collision exceeds a set value. It is characterized by detecting that the driver is excessively dependent on the deceleration control.

  The driver control dependence detecting device of the present invention further includes a driver identification unit for identifying the driver of the vehicle, and the storage unit indicates the possibility of the estimated collision for each driver. The data is stored, and the detection unit refers to the data stored for each driver, and when the estimated possibility of collision increases, the driver excessively controls the deceleration control. It is characterized by detecting dependence.

  In the control dependence detecting device for a driver of the present invention, when it is detected that the driver is excessively dependent on the deceleration control, a notification means including an alarm is used to detect the deceleration control. The driver is notified that the driver is excessively dependent.

  A vehicle deceleration control device according to the present invention includes the above-described driver control dependency detection device according to the present invention, and the vehicle driver in order to make the positional relationship between the vehicle and a front vehicle ahead of the vehicle appropriate. A vehicle deceleration control device that performs deceleration control of the vehicle when an intention to decelerate is detected, and when it is detected that the driver is excessively dependent on the deceleration control, the deceleration The amount of control by the deceleration control is controlled to be smaller than when it is not detected that the driver is excessively dependent on the control.

  According to the control dependence detecting device for a driver of the present invention, it is possible to detect that the driver is excessively dependent on the deceleration control of the vehicle.

  Hereinafter, an embodiment of a deceleration control device for a vehicle provided with a driver control dependence detection device according to the present invention will be described in detail with reference to the drawings.

(First embodiment)
The present embodiment is a vehicle deceleration control device that performs deceleration control in response to a driver's intention to decelerate (accelerator OFF operation or the like) in order to make the positional relationship with a vehicle (front vehicle) traveling forward. If it is determined that the driver is excessively relying on or decelerating the deceleration control, the driver is notified of the state so that the state is corrected. The
Hereinafter, a state in which the driver relies excessively on or depends on the deceleration control may be simply referred to as a state in which the driver relies excessively on the deceleration control.

  Here, in the deceleration control that makes the positional relationship with the front vehicle appropriate, follow-up running (including follow-up control, including the case where the inter-vehicle distance from the preceding vehicle is a predetermined value or less for some reason) is performed. Vehicle-to-vehicle distance control in the case where the vehicle is moving, and collision prevention control that is performed when the vehicle-to-vehicle distance with the preceding vehicle temporarily decreases. Hereinafter, the case of follow-up control will be described as an example.

  As described above, the effect of the deceleration control of the vehicle, that is, the region that can be dealt with by the deceleration control by increasing the magnitude of the deceleration given to the vehicle (the inter-vehicle distance is very short, the relative vehicle speed is very large, The more convenient the driver is, the more the driver's convenience is improved. For this reason, the driver relies excessively on the deceleration control, and as a result, the driver's convenience increases. There is a possibility that the degree of concentration on will decrease. For this reason, conventionally, there is a problem that improvement in the effect of the deceleration control (operator convenience) and prevention of excessive dependence on the driver's deceleration control are incompatible, and the effect of the deceleration control (given to the own vehicle) Increasing the amount of deceleration) could not be increased sufficiently.

  In the present embodiment, when the deceleration control is performed a plurality of times in the deceleration control that makes the positional relationship with the preceding vehicle appropriate based on the driver's accelerator OFF operation, each of the plurality of deceleration controls is performed. The collision time (inter-vehicle distance / relative vehicle speed) at the time of the driver's accelerator OFF operation is memorized, and when the collision time tends to decrease and falls below a predetermined value, the driver relies excessively on the deceleration control. It is determined that this is the state, and the amount of deceleration control is reduced. Accordingly, the driver is notified that the driver is excessively relying on the deceleration control, and the driver can be guided to correct the state. From this, it is possible to achieve both improvement in the effect of the deceleration control and prevention of excessive dependence on the driver's control.

  As the configuration of the present embodiment, as will be described in detail below, means for measuring or calculating the inter-vehicle distance with the front vehicle, the relative vehicle speed, and the acceleration of the front vehicle, such as an inter-vehicle distance sensor using a millimeter wave radar, Means for detecting deceleration operation (accelerator return or idle contact ON), means for controlling the acceleration (deceleration) of the host vehicle to the target deceleration based on the relationship between the front vehicle and the host vehicle, and who is driving the host vehicle It is premised on a means by which the driver can be identified as to whether or not he is doing.

  In the above, as means capable of controlling the acceleration of the own vehicle to the target deceleration, a brake control device for controlling a brake or a regenerative brake (hereinafter simply referred to as a brake), an automatic transmission (AT, CVT, hybrid vehicle) In addition, a shift control device that controls the shift of AT, MMT (manual transmission with automatic shift mode), or a cooperative control device that cooperatively controls the brake and the automatic transmission can be used. In the following example, it is assumed that the means capable of controlling the acceleration of the vehicle to the target deceleration is a brake control device.

  In FIG. 2, reference numeral 10 denotes an automatic transmission, 40 denotes an engine, and 200 denotes a brake device. The automatic transmission 10 is capable of six-speed shifting by controlling the hydraulic pressure by energization / non-energization of the solenoid valves 121a, 121b, and 121c. In FIG. 2, three electromagnetic valves 121a, 121b, and 121c are illustrated, but the number of electromagnetic valves is not limited to three. The solenoid valves 121a, 121b, and 121c are driven by a signal from the control circuit 130.

  The throttle opening sensor 114 detects the opening of the throttle valve 43 disposed in the intake passage 41 of the engine 40. The engine speed sensor 116 detects the speed of the engine 40. The vehicle speed sensor 122 detects the rotation speed of the output shaft 120c of the automatic transmission 10 that is proportional to the vehicle speed. The shift position sensor 123 detects the shift position. The pattern select switch 117 is used when instructing a shift pattern.

  The acceleration sensor 90 detects vehicle deceleration (deceleration acceleration). The inter-vehicle distance measuring unit 100 has a sensor such as a laser radar sensor or a millimeter wave radar sensor mounted on the front of the vehicle, and measures the inter-vehicle distance from the front vehicle. The relative vehicle speed measuring unit 115 includes a sensor such as a millimeter wave radar sensor, and can directly measure the relative vehicle speed of the front vehicle and the host vehicle. Here, the relative vehicle speed is (own vehicle speed−front vehicle speed). The inter-vehicle distance measuring unit 100 and the relative vehicle speed measuring unit 115 are configured by a single (identical) millimeter wave radar. The driver identification unit 118 identifies who is driving the vehicle. For example, the driver identification unit 118 may determine who is driving with an indoor camera provided in the passenger compartment, and may be based on the key of the vehicle used by the driver or the memory setting of the seat position. Thus, it may be determined who the driver is. In addition, the driver identification unit 118 may specify the driver by the above combination.

  The control circuit 130 inputs signals indicating detection results of the throttle opening sensor 114, the engine speed sensor 116, the vehicle speed sensor 122, the shift position sensor 123, and the acceleration sensor 90, and changes the switching state of the pattern select switch 117. A signal indicating the measurement result by the inter-vehicle distance measuring unit 100 and the relative vehicle speed measuring unit 115 is input, and a signal indicating the determination result by the driver identifying unit 118 is input.

  The control circuit 130 includes a well-known microcomputer, and includes a CPU 131, a RAM 132, a ROM 133, an input port 134, an output port 135, a common bus 136, a collision time storage unit 137, and an alarm sound generation unit 139. The input port 134 includes a signal from each of the sensors 114, 116, 122, 123, 90, a signal from the switch 117, an inter-vehicle distance measurement unit 100, a relative vehicle speed measurement unit 115, and a driver identification unit 118. The signal from is input. The output port 135 is connected to a brake braking force signal line L10 to the solenoid valve driving units 138a, 138b, 138c, the alarm sound generation unit 139, and the brake control circuit 230. A brake braking force signal SG1 is transmitted through the brake braking force signal line L10.

  The ROM 133 stores a program in which the operation (control step) shown in the flowchart of FIG. 1 is described in advance, a map showing the follow-up control permission area shown in FIG. 3, and a target deceleration G map shown in FIG. A shift map for shifting the gear stage of the automatic transmission 10 and a shift control operation (not shown) are stored. The control circuit 130 shifts the automatic transmission 10 based on various input control conditions.

  The brake device 200 is controlled by a brake control circuit 230 that receives a brake braking force signal SG1 from the control circuit 130, and brakes the vehicle. The brake device 200 includes a hydraulic control circuit 220 and braking devices 208, 209, 210, and 211 provided on the wheels 204, 205, 206, and 207 of the vehicle, respectively. Each of the braking devices 208, 209, 210, and 211 controls the braking force of the corresponding wheels 204, 205, 206, and 207 when the hydraulic pressure is controlled by the hydraulic control circuit 220. The hydraulic control circuit 220 is controlled by the brake control circuit 230.

  The hydraulic control circuit 220 performs brake control by controlling the braking hydraulic pressure supplied to each braking device 208, 209, 210, 211 based on the brake control signal SG2. The brake control signal SG2 is generated by the brake control circuit 230 based on the brake braking force signal SG1. The brake braking force signal SG1 is output from the control circuit 130 of the automatic transmission 10 and input to the brake control circuit 230. The brake force applied to the vehicle during the brake control is determined by a brake control signal SG2 generated by the brake control circuit 230 based on various data included in the brake braking force signal SG1.

  The brake control circuit 230 is configured by a known microcomputer and includes a CPU 231, a RAM 232, a ROM 233, an input port 234, an output port 235, and a common bus 236. A hydraulic control circuit 220 is connected to the output port 235. The ROM 233 stores an operation for generating the brake control signal SG2 based on various data included in the brake braking force signal SG1. The brake control circuit 230 controls the brake device 200 (brake control) based on each input control condition.

  The operation of this embodiment will be described with reference to FIGS.

  In this embodiment, when deceleration control is performed a plurality of times by the same driver, the collision time when the accelerator OFF operation is performed a plurality of times within the follow-up control permission region that becomes the trigger for the deceleration control is stored. Then, based on the transition of the collision time, it is detected that the driver relies excessively on the deceleration control for the driving operation.

[Step S1]
First, as shown in step S <b> 1 of FIG. 1, the control circuit 130 specifies who the driver of the vehicle is based on a signal input from the driver identification unit 118. Data for identifying the driver is stored in the collision time storage unit 137.

  As will be described below, the collision time handled in step S4 to step S9 is the collision time when the same driver performs the accelerator OFF operation. The method of determining the inter-vehicle distance varies depending on the driver. A driver who originally travels with a small inter-vehicle distance does not rely on deceleration control for the driving operation. Of course, when detecting a state in which the driver is excessively dependent on the deceleration control, the detection needs to be performed based on a change in the timing of the accelerator OFF operation by the same driver, and different drivers Information on the timing of the accelerator OFF operation by is excluded. Thus, since it is necessary to manage accelerator OFF timing information for each driver, the driver is identified in step S1. Step S2 is performed after step S1.

[Step S2]
In step S <b> 2, the control circuit 130 determines whether or not the vehicle is within the permitted area for the follow-up control. In this embodiment, as shown in FIG. 3, it is determined by whether or not the collision time (= inter-vehicle distance / relative vehicle speed) is within a predetermined value. The inter-vehicle distance and the relative vehicle speed are directly measured by the millimeter wave radar that constitutes the relative vehicle speed measurement unit 115 together with the inter-vehicle distance measurement unit 100.

  As shown in FIG. 3, when the relative vehicle speed is high or the inter-vehicle distance is small, the tracking control permission area is entered. As a result of step S2, if it is determined that the vehicle is within the permitted area of the follow-up control (step S2-Y), the process proceeds to step S3. Otherwise (step S2-N), the deceleration control according to the present embodiment. Is completed (step S13), the control flow is returned.

  In step S2, it is determined based on the collision time whether or not it is within the permitted area of the follow-up control, but it can also be determined based on the inter-vehicle time or the inter-vehicle distance instead of the collision time.

[Step S3]
In step S3, the control circuit 130 determines whether or not the accelerator is in an OFF state (the accelerator opening is in a fully closed state) based on a signal from the throttle opening sensor 114. The driver's intention to decelerate is determined as idle contact ON (= accelerator OFF). If it is determined as a result of step S3 that the accelerator is in an OFF state, the process proceeds to step S4. The vehicle follow-up control is started from step S4. On the other hand, if it is not determined that the accelerator is in the OFF state, after the deceleration control according to the present embodiment is completed (step S13), the control flow is returned. In step S3, it is determined whether or not the idle contact is ON (accelerator opening is fully closed). Instead, an accelerator return operation (accelerator opening is fully closed) is determined. The presence or absence of a previous state) can be determined.

[Step S4]
In step S <b> 4, the target deceleration is obtained by the control circuit 130. The target deceleration is obtained as a value (deceleration acceleration) such that the relationship with the preceding vehicle becomes the target inter-vehicle distance or relative vehicle speed when deceleration control based on the target deceleration is performed on the host vehicle. . A signal indicating the target deceleration is output from the control circuit 130 to the brake control circuit 230 via the brake braking force signal line L10 as the brake braking force signal SG1.

  The target deceleration is obtained with reference to a target deceleration map (FIG. 4) stored in advance in the ROM 133. As shown in FIG. 4, the target deceleration is obtained based on the relative vehicle speed [km / h] and the inter-vehicle time [sec] between the host vehicle and the preceding vehicle. Here, the inter-vehicle time is the inter-vehicle distance / own vehicle speed as described above.

  In FIG. 4, for example, when the relative vehicle speed is 20 [km / h] and the inter-vehicle time is 1.0 [sec], the target deceleration is −0.2 (G). The target deceleration is set to a smaller value (so as not to decelerate) as the relationship between the host vehicle and the preceding vehicle approaches a safe relative vehicle speed or inter-vehicle distance. That is, the target deceleration is obtained as a small value on the upper right side of the target deceleration map in FIG. 4 as the distance between the host vehicle and the front vehicle is sufficiently secured. The higher the value, the larger the value on the lower left side of the target deceleration map. Following step S4, step S5 is executed.

[Step S5]
In step S5, the control circuit 130 records the collision time. That is, the collision time at the time when the accelerator OFF operation (step S3-Y) is performed is recorded in the collision time storage unit 137 for each driver. As described above, since the collision time is (inter-vehicle distance / relative vehicle speed), it can be said that it is a parameter indicating the possibility of collision with the preceding vehicle. Step S6 is performed after step S5.

[Step S6]
In step S6, the control circuit 130 operates the counter N. Each time the follow-up control of this embodiment is performed, the number of counters is increased by one. Step S7 is performed after step S6.

[Step S7]
In step S7, the control circuit 130 determines whether or not the counter N is larger than a predetermined value set in advance. The predetermined value is set to 50, for example. If the number of times of follow-up control operation exceeds a predetermined value (step S7-Y), the process proceeds to step S8. On the other hand, if it is determined in step S7 that the counter N does not exceed the predetermined value (step S7-N), the process proceeds to step S12, and the deceleration of the host vehicle is determined as the target deceleration obtained in step S4. A braking force (deceleration) is applied.

[Step S8]
In step S8, the control circuit 130 determines whether or not the collision time tends to decrease. With respect to the collision time recorded in the collision time storage unit 137 in step S5, a moving average for the number of times of the predetermined value (50 in the above example) is calculated, and whether or not the moving average of the collision time tends to decrease. Is determined. The fact that the collision time (moving average) tends to decrease means that the accelerator is not turned off (the driver does not intend to decelerate) until the possibility of a collision with the preceding vehicle becomes relatively high. This means that the driver relies on the deceleration control for the driving operation.

  As a result of step S8, when it is determined that the collision time tends to decrease (step S8-Y), the process proceeds to step S9. On the other hand, when it is not determined that the collision time tends to decrease (step S8-N), the process proceeds to step S12, and the braking force (at which the deceleration of the host vehicle becomes the target deceleration obtained in step S4) (Deceleration).

[Step S9]
In step S9, the control circuit 130 determines whether or not the moving average of the collision time obtained in step S8 is smaller than a preset set value. This set value is set to a value smaller than the reference value used for determining whether or not it is within the follow-up control permission region in step S2. When it is determined that the moving average of the collision time is smaller than the set value (step S9-Y), the driver is determined to be excessively dependent on the deceleration control, and the process proceeds to step S10. . On the other hand, when it is not determined that the moving average of the collision time is smaller than the set value (step S9-N), the process proceeds to step S12 so that the deceleration of the host vehicle becomes the target deceleration obtained in step S4. Braking force (deceleration) is applied.

[Step S10]
In step S10, the control circuit 130 changes the target deceleration to a value smaller than the target deceleration obtained in step S4. In this way, after the target deceleration is changed to a value smaller than the value obtained in step S4 (step S10), as will be described later, the deceleration of the host vehicle is changed from the target deceleration after the change. Thus, deceleration control is performed (step S12). In this case, the driver feels that the control amount of the deceleration control has decreased as compared with the past, and recognizes that he himself relies excessively on the deceleration control for the driving operation.

  Here, in step S10, the amount of reduction when the target deceleration is changed from the value obtained in step S4 to a small value is such that the driver does not feel dangerous because the control amount of the deceleration control is suddenly reduced. It is a small value. Following step S10, step S11 is performed.

[Step S11]
In step S11, the control circuit 130 clears the counter N. Following step S11, step S12 is performed.

[Step S12]
In step S12, the brake control circuit 230 starts brake control. That is, the braking force is applied so that the deceleration of the vehicle becomes the target deceleration. In this case, the braking force can be increased at a predetermined gradient (sweep control) until the target deceleration. The deceleration of the vehicle is measured by the acceleration sensor 90.

  In step S12, the brake control circuit 230 generates a brake control signal SG2 based on the brake braking force signal SG1 input from the control circuit 130, and outputs the brake control signal SG2 to the hydraulic control circuit 220. As described above, the hydraulic control circuit 220 controls the hydraulic pressure supplied to the braking devices 208, 209, 210, and 211 based on the brake control signal SG2, so that the braking force as instructed in the brake control signal SG2 is obtained. generate.

  As described above, instead of the method of increasing the braking force at a predetermined gradient, based on the deviation between the current deceleration of the vehicle and the target deceleration so that the current deceleration of the vehicle becomes the target deceleration. Thus, feedback control of the braking force applied to the vehicle can be performed. In this case, the change rate of the brake control amount can be limited so that the brake control amount does not change abruptly. Further, the deceleration control can be smoothly performed by a method such as performing an annealing process on the target deceleration value. After step S12, this control flow is returned.

  As described above, in a normal state, that is, when it is not determined that the driver relies excessively on the deceleration control for the driving operation (step S7-N, step S8-N, or step S9-N). A braking force is applied so that the deceleration of the host vehicle becomes the target deceleration obtained in step S4. On the other hand, when it is determined that the driver relies excessively on the deceleration control for the driving operation (step S7-Y, step S8-Y, and step S9-Y), the deceleration of the host vehicle is The braking force is applied so that the target deceleration is changed to a value smaller than the target deceleration obtained in step S4.

  In the present embodiment, who the driver is is identified (step S1), and the collision time at the start of deceleration control (when the accelerator is OFF) is stored for each driver in the ECU mounted on the vehicle. The transition of the collision time recorded for each driver is monitored. If the collision time is decreasing (step S8-Y) and less than the set value (step S9-Y), the driver performs deceleration control. Therefore, the control amount of the deceleration control (in this example, the brake braking amount may be the downshift amount in other examples) is controlled to decrease (step S10, Step S12). As a result, it is possible to achieve both the effect of the deceleration control (driver convenience) and the suppression of excessive dependence on the driver deceleration control.

(First modification of the first embodiment)
In the first embodiment, when it is determined that the driver is excessively dependent on the deceleration control (step S9-Y), control is performed such that the control amount of the deceleration control is reduced. (Step S10, Step S12). Instead, in this modified example, when it is determined that the driver is excessively dependent on the deceleration control (step S9-Y), an alarm is issued to the driver, The driver is notified that the driver is excessively dependent on the deceleration control.

  That is, in this modification, when it is determined that the driver is excessively dependent on the deceleration control (step S9-Y), an alarm sound is generated by the alarm sound generation unit 139, and the alarm is generated. The sound is output to the driver via the speaker 140. Furthermore, it can be notified that the driver is excessively dependent on the deceleration control by notifying means such as vibration and an alarm lamp instead of the alarm sound.

(Second modification of the first embodiment)
In the control flow of FIG. 1, when the collision time tends to decrease (step S8-Y) and the collision time is less than the set value (step S9-Y), the target deceleration is set to step S4. (Step S10), the amount of deceleration control is controlled so that the vehicle deceleration becomes the target deceleration after the change (step S12). .

  In FIG. 1 described above, if the driver advances the accelerator OFF operation timing in the subsequent control flow cycle (during deceleration control) and the tendency of the moving average of the collision time is not decreasing, the result is negative in step S8. So that the vehicle deceleration remains at the target deceleration obtained in step S4 as described above (determined that the driver is not overly dependent on the deceleration control). Deceleration control is performed (step S12).

  As described above, in the flow of FIG. 1, when the tendency of the collision time to decrease is eliminated (step S8-N), the deceleration control is performed regardless of whether the collision time has recovered to the set value or more (step S9). Since the control amount returns to the normal one (step S8-N → step S12), the driver may feel that he is no longer excessively dependent on the deceleration control. .

  Therefore, in this modified example, although the control flow is not shown in the figure, there is no tendency for the collision time to decrease (corresponding to step S8-N), but the collision time has not yet returned to the set value or more (step S9-). (Corresponding to Y), the target deceleration is subsequently set to a value smaller than the value obtained in step S4 (corresponding to step S10), and deceleration control is performed (corresponding to step S12). Here, when the target deceleration is decreased from the value obtained in the above step S4, the decrease amount when the collision time does not decrease tends to decrease (before the decrease tendency disappears). ) Can be reduced.

  Thus, in this modification, not only does the tendency of the collision time to decrease, but the control amount of the deceleration control is restored to the normal one only after the collision time returns to the set value or more. . As a result, there is no tendency for the collision time to decrease, but if the collision time has not yet returned to the set value or more, the driver continues to rely excessively on the deceleration control. Can communicate the situation.

(Third Modification of First Embodiment)
In the first embodiment, when determining whether or not the driver relies excessively on the deceleration control, the parameter of the collision time is used (steps S8 and S9). The parameter used for the determination is not limited to the collision time. As long as the parameter represents the timing at which the accelerator is turned off (deceleration control is started), the degree of dependence on the deceleration control can be determined even with other parameters. In other words, if the timing to turn off the accelerator tends to be delayed, it means that the driver has no intention to decelerate, despite the fact that the possibility of a collision with the front car is increasing. Therefore, it can be determined that the state is excessively dependent on the deceleration control.

  For example, the inter-vehicle time when the accelerator is turned off can be used as a parameter representing the timing at which the accelerator is turned off. Here, unlike the collision time (= inter-vehicle distance / relative vehicle speed), the inter-vehicle time (= inter-vehicle distance / relative vehicle speed) does not include the parameter of the vehicle speed of the previous vehicle. If the inter-vehicle time when the accelerator is OFF is stored in h), it becomes a parameter indicating the possibility of a collision with the front vehicle, and the degree of dependence on the driver's deceleration control can be determined as described above.

(Fourth modification of the first embodiment)
In the first embodiment, who the driver is is identified (step S1), and the collision time at the time of the accelerator OFF operation for each driver is recorded based on the identification result, and based on the recorded result. Thus, it is determined whether or not the driver is excessively dependent on the deceleration control.

  In this modification, the identification of who the driver is (step S1) is omitted, and when the vehicle is driven by the same driver from when the ignition switch is turned on to when it is turned off. Based on this estimation, the collision time when the accelerator is OFF within the permitted area of the follow-up control from when the ignition is turned ON until it is turned OFF is recorded, and the driver performs deceleration control based on the recorded result It can be determined whether or not it is excessively dependent on.

  The first to fourth modified examples can be combined as appropriate.

  In the above description, the brake control may be performed using a braking device that generates a braking force on the vehicle, such as a regenerative brake or an exhaust brake, instead of the brake. In the above description, an example in which the brake control device is used as a means capable of controlling the acceleration of the host vehicle to the target deceleration has been described. However, a shift control device can be used instead of the brake control device. Alternatively, a cooperative control device that cooperatively controls the brake and the transmission can be used as a means that can control the acceleration of the vehicle to the target deceleration. In the present embodiment, the expressions “deceleration” and “acceleration” are both used, but it goes without saying that they are substantially the same. Further, in the above description, the deceleration indicating the amount that the vehicle should decelerate has been described using the deceleration acceleration (G), but it is also possible to control based on the deceleration torque.

It is a flowchart which shows operation | movement of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a schematic block diagram of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the tracking control permission area | region of 1st Embodiment of the deceleration control apparatus of the vehicle of this invention. It is a figure which shows the target deceleration map in 1st Embodiment of the deceleration control apparatus of the vehicle of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Automatic transmission 40 Engine 90 Acceleration sensor 95 Navigation system apparatus 100 Inter-vehicle distance measurement part 114 Throttle opening degree sensor 115 Relative vehicle speed measurement part 116 Engine speed sensor 117 Pattern selection switch 118 Driver identification part 122 Vehicle speed sensor 123 Shift position sensor 130 Control circuit 131 CPU
133 ROM
137 Collision time storage unit 139 Alarm sound generation unit 140 Speaker 200 Brake device 230 Brake control circuit L10 Brake braking force signal line SG1 Brake braking force signal SG2 Brake control signal

Claims (5)

The driver excessively controls the vehicle deceleration control that is performed when the vehicle driver's intention to decelerate is detected in order to make the positional relationship between the vehicle and the front vehicle ahead of the vehicle appropriate. A driver's control dependence detecting device for detecting dependence,
An estimation unit that estimates the possibility of a collision between the front vehicle and the vehicle at the time when the driver's intention to decelerate is detected;
A storage unit for storing data indicating the estimated possibility of collision;
A detection unit that refers to the stored data and detects that the driver is excessively dependent on the deceleration control when the estimated possibility of collision increases. A control dependence detecting device for a driver characterized by that. In the driver's control dependence detecting device according to claim 1,
The detection unit has an excessive dependence on the deceleration control by the driver when the estimated possibility of the collision increases and the estimated possibility of the collision exceeds a set value. A control dependence detecting device for a driver, characterized in that In the driver's control dependence detecting device according to claim 1 or 2,
Furthermore,
A driver identification unit for identifying a driver of the vehicle;
The storage unit stores data indicating the possibility of the estimated collision for each driver,
The detection unit refers to data stored for each driver, and the driver relies excessively on the deceleration control when the estimated possibility of collision increases. A control dependence detecting device for a driver characterized by detecting the above. In the driver | operator's control dependence detection apparatus of any one of Claim 1 to 3,
When it is detected that the driver is excessively dependent on the deceleration control, the driver may be excessively dependent on the deceleration control using a notification means including an alarm. A control dependence detecting device for a driver characterized by being notified. A driver control dependence detecting device according to any one of claims 1 to 4, comprising: a driver's control dependence detecting device according to any one of claims 1 to 4; A vehicle deceleration control device that performs deceleration control of the vehicle when a deceleration intention is detected,
When it is detected that the driver is excessively dependent on the deceleration control, the deceleration is compared to when it is not detected that the driver is excessively dependent on the deceleration control. A deceleration control apparatus for a vehicle, characterized in that the control amount by the control is controlled to be small.

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