JP2006307798A - Running control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a running control device which can suitably perform and release the running speed limitation control corresponding to a driver's intention and a running environment. <P>SOLUTION: The running control device controls driving/braking force so that a vehicle velocity does not exceed a set limiting speed, controlling the driving/braking force based on the driver's acceleration/deceleration operation. When the detected driver's acceleration/deceleration satisfies a predetermined standard (S 1400), the driving/braking force is controlled based on the driver's acceleration/deceleration operation notwithstanding the set limiting speed, and the predetermined standard is set based on the detected driver's living body information. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a travel control device that controls braking / driving force so that a vehicle speed does not exceed a set speed limit while controlling braking / driving force based on an acceleration / deceleration operation of a driver.

As a background art, there is known a technique for limiting the vehicle speed to the speed limit obtained from the navigation system in the above-described type of travel control device (for example, see Patent Document 1).
JP-A-10-159615

  By the way, the vehicle is generally provided with a speed limiter function that prevents the vehicle speed from exceeding a certain limit (180 km / h). As in the art, it is useful to set the speed limit in accordance with the traveling road of the vehicle.

  This speed limiter function is essentially a function that emphasizes safe driving rather than the driver's intention, but even if the driver wants to drive at a speed exceeding the set speed limit, the vehicle speed will not exceed the set speed limit. There is a risk that the driver's intention is unnecessarily suppressed.

  In this regard, in the configuration of the above-described prior art, a control mode that is an overtaking mode that allows the vehicle to travel beyond the speed limit is set. ) To the overtaking mode is not certain, and there is a possibility that appropriate switching according to the driver's intention and driving environment may not be realized.

  The present invention has been made in view of such problems, and an object of the present invention is to provide a travel control device that can appropriately execute and cancel travel speed limit control according to the driver's intention and travel environment. Is to provide.

  A travel control device according to a first aspect of the present invention is the travel control device that controls the braking / driving force so that the vehicle speed does not exceed the set speed limit while controlling the braking / driving force based on the acceleration / deceleration operation of the driver. If the driver's acceleration / deceleration operation satisfies a predetermined standard, the braking / driving force is controlled based on the driver's acceleration / deceleration operation regardless of the set speed limit, and the driver's acceleration / deceleration operation is controlled based on the detected biological information of the driver. It is characterized by setting a reference.

  A travel control device according to a second invention is the travel control device according to the first invention, wherein the biological information is a heart rate of a driver, and the predetermined reference is canceled when the heart rate satisfies a predetermined condition. It is characterized in that it is a standard that is easy to be used.

  A travel control device according to a third aspect of the present invention is the travel control device according to the first aspect, wherein the biological information is a driver's breathing, and when the breathing satisfies a predetermined condition, the predetermined standard is easily released. It is characterized by being a standard.

  A travel control device according to a fourth aspect of the present invention is the travel control device for controlling the braking / driving force so that the vehicle speed does not exceed the set speed limit while controlling the braking / driving force based on the acceleration / deceleration operation of the driver. When the driver's acceleration / deceleration operation satisfies a predetermined standard, the braking / driving force is controlled based on the driver's acceleration / deceleration operation regardless of the set speed limit, and the detected traveling road has a large upward gradient. The predetermined reference is set to a reference that is difficult to be canceled compared to a case where the predetermined reference is small.

  A travel control apparatus according to a fifth aspect of the present invention is the travel control apparatus for controlling the braking / driving force so that the vehicle speed does not exceed the set speed limit while controlling the braking / driving force based on the acceleration / deceleration operation of the driver. If the driver's acceleration / deceleration operation satisfies a predetermined criterion, the braking / driving force is controlled based on the driver's acceleration / deceleration operation regardless of the set speed limit, and the predetermined acceleration is determined based on the detected type of travel path. It is characterized by setting a reference.

  The travel control device according to a sixth aspect of the present invention is the travel control device according to the fifth aspect of the present invention, when traveling on a highway, a bypass road, a double lane road, or an overtaking lane, The predetermined standard is a standard that is easily canceled.

  A travel control device according to a seventh invention is the travel control device according to the fifth invention, wherein the travel control device according to the fifth invention is running on a one-sided single road, a lane change prohibition section, a curved road having a curvature exceeding a predetermined reference, or an overtaking prohibition section. Compared with the case where it is not so, the said predetermined reference | standard is made into the reference | standard which is hard to be cancelled | released.

  As described above, according to the traveling control apparatus according to the first to third aspects of the present invention, when the detected acceleration / deceleration operation of the driver satisfies a predetermined standard, the driver's acceleration / deceleration operation is performed regardless of the set speed limit. By controlling the braking / driving force and setting the predetermined reference based on the detected biological information of the driver, it is possible to appropriately realize the traveling speed limit control according to the driver's intention.

  According to the travel control device of the fourth invention, when the detected acceleration / deceleration operation of the driver satisfies a predetermined standard, the braking / driving force is applied based on the acceleration / deceleration operation of the driver regardless of the set speed limit. By setting the predetermined standard to be a standard that is difficult to cancel compared to the case when the detected upward gradient of the traveling road is large, the traveling speed limit control is appropriately performed according to the driver's intention and the traveling environment. Can be realized.

  According to the fifth and seventh aspects of the invention, when the detected acceleration / deceleration operation of the driver satisfies a predetermined standard, the braking / driving operation is performed based on the acceleration / deceleration operation of the driver regardless of the set speed limit. By controlling the force and setting the predetermined reference based on the detected type of travel path, it is possible to appropriately realize travel speed limit control according to the driver's intention and travel environment.

  The best mode for carrying out the present invention will be described below with reference to the drawings.

  First, an example of a vehicle on which the traveling control device of the present invention is mounted will be described with reference to FIG.

  This vehicle includes wheels 100 on the front, rear, left and right respectively. In FIG. 1, “FL” indicates a left front wheel, “FR” indicates a right front wheel, “RL” indicates a left rear wheel, and “RR” indicates a left rear wheel.

  This vehicle includes an engine 140 as a power source. The drive source is not limited to the engine, and may be only an electric motor or a combination of the engine and the electric motor. The power source of the electric motor may be a secondary battery or a fuel cell.

  The driving state of engine 140 is electrically controlled according to the amount of operation of accelerator pedal 200 (an example of an operating member operated by the driver to control the longitudinal movement of the vehicle) by the driver. The operating state of the engine 140 is also automatically controlled as necessary regardless of the operation of the accelerator pedal 200 by the driver.

  Such electrical control of the engine 140 is, for example, electrically controlling the opening degree of a throttle valve (that is, the throttle opening degree) disposed in the intake manifold of the engine 140, although not shown, This can be realized by electrically controlling the amount of fuel injected into the 140 combustion chambers and electrically controlling the phase of the intake camshaft for adjusting the valve opening / closing timing.

  This vehicle is a rear wheel drive type in which left and right front wheels are rolling wheels and left and right rear wheels are drive wheels. Therefore, the output shaft of engine 140 is connected to each rear wheel via torque converter 220, transmission 240, propeller shaft 260 and differential 280, and drive shaft 300 that rotates with each rear wheel in that order. The torque converter 220, the transmission 240, the propeller shaft 260, and the differential 280 are power transmission elements common to the left and right rear wheels. The vehicle does not need to be a rear wheel drive type. For example, even if the vehicle is a front wheel drive type in which the left and right front wheels are drive wheels and the left and right rear wheels are rolling wheels, the vehicle is a 4WD type in which all wheels are drive wheels. There may be.

  The transmission 240 includes an automatic transmission (not shown). This automatic transmission electrically controls the gear ratio when shifting the rotational speed of engine 140 to the rotational speed of the output shaft of transmission 240. The automatic transmission may be a stepped transmission or a continuously variable transmission (CVT).

  Each wheel 100 is provided with a brake 560 that is actuated to suppress its rotation. Each brake 560 is electrically operated according to an operation amount of a brake pedal 580 (an example of an operation member operated by the driver to control the longitudinal movement of the vehicle) by a driver by an actuator provided for each brake 560. In addition, it is automatically controlled for each wheel 100 as needed.

  As shown in FIG. 1, the travel control device 1000 is mounted on a vehicle in a state where it is electrically connected to the various actuators described above. The travel control apparatus 1000 is a control apparatus that operates using an auxiliary battery (not shown) as a power source and performs travel speed limit control as described in detail below.

  FIG. 2 is a system configuration diagram showing an embodiment of the travel control apparatus 1000 of the present embodiment.

  The travel control device 1000 is configured with a vehicle control ECU 10 (Electronic Control Unit) as a center. The ECU is constituted by a microcomputer and means, for example, a device having a ROM for storing a control program, a readable / writable RAM for storing calculation results, a timer, a counter, an input interface, an output interface, and the like. .

  The vehicle control ECU 10 includes various sensors such as the accelerator pedal sensor 30 that detects the amount of depression of the accelerator pedal 200 described above via an appropriate bus such as a CAN (controller area network), the engine 140, the transmission 240, and the brake described above. In addition to the various actuators 560 (and subordinate ECUs that control the actuators), the navigation system ECU 20 and the biological information detection device 40 are connected.

  The navigation system ECU 20 is a device that determines the current position of the vehicle and the currently traveling road form (road gradient, road type, etc.) from map data or the like. The current position of the vehicle can be detected by various sensors such as a GPS (Global Positioning System) receiver, a beacon receiver, an FM multiplex receiver, a vehicle speed sensor, and a gyro sensor. In the map data, as usual, the coordinate information of each node corresponding to the junction / branch point of an intersection / highway, link information connecting adjacent nodes, shape information of each link (for example, curved road) , Turning angle, section length of constant curvature section, radius of curvature, etc.), road width information corresponding to each link, lane number information, speed limit information if set speed limit, corresponding to each link Information on road types such as national roads, bypass roads, prefectural roads, and highways, overtaking lanes for each link, overtaking prohibited sections between links, and the like are included.

  The biometric information detection device 40 is a device that detects biometric information of a driver including heartbeat, breath (breathing), voice, and the like. The heartbeat can be detected, for example, via two or more electrodes (heartbeat detection devices) set in the steering device that is gripped when the driver operates the steering wheel. Breath is, for example, by analyzing voice (breathing) input via a microphone set in the passenger compartment (if the navigation system includes a microphone for voice input, the microphone may be used). Can be detected.

  FIG. 3 is a flowchart showing an example of basic processing realized by the travel control apparatus 1000 (vehicle control ECU 10) of this embodiment.

  In step 1000, the current vehicle position is determined based on the vehicle position information from the navigation system ECU 20.

  In step 1100, a speed limit corresponding to the current vehicle position (traveling road) is detected based on the map data of the navigation system ECU 20. Here, the speed limit typically corresponds to the legal speed assigned to each road, but this is not necessarily the case, the value set by the driver voluntarily, Any value that is an upper limit value for determining the braking / driving force, such as a value determined from the inter-vehicle distance or a value determined from the viewpoint of harmony with the surrounding vehicle flow, may be used. As is clear from this, the information on the speed limit is not necessarily acquired based on the map data of the navigation system ECU 20, and for example, if it is a value determined from the inter-vehicle distance from the preceding vehicle, the inter-vehicle control ECU Moreover, even if it is similar to the legal speed, it can be acquired from communication with an external information providing center or road-to-vehicle communication (for example, VICS (Vehicle Information Communication System) center). Further, the speed limit may be estimated based on the width information or the road type information in the map data. In a vehicle equipped with a camera, the speed limit may be detected from an imaging result (image processing result) of a camera road sign (including a signboard and a sign written on the road).

  In step 1200, the current host vehicle speed is detected. The current host vehicle speed can be detected based on a sensor signal (pulse signal) of a wheel speed sensor disposed on each wheel 100, for example.

  In step 1300, it is determined whether or not the current vehicle speed detected in step 1200 is equal to or higher than the speed limit detected in step 1100. If the current vehicle speed is equal to or higher than the speed limit, the process proceeds to step 1400. If the current vehicle speed is less than the speed limit, the process proceeds to step 1600.

  In step 1400, whether or not an override state is set is determined based on whether or not an override flag is set. The override state is a state in which a target value (for example, target acceleration) based on the acceleration / deceleration operation of the driver is prioritized over the target value based on another control request (in this case, a limit request from the travel speed limit control). To tell. The setting mode of the override flag will be described in detail later with reference to FIG.

  If it is in the override state, the process proceeds to step 1600, and if not, the process proceeds to step 1500.

  In Step 1500, the travel speed limit control (speed limit mode) is maintained, and the throttle opening limit value is output so that the host vehicle speed is equal to or lower than the limit speed. That is, a travel speed limit state is formed. In the travel speed limit state, the throttle opening degree limit value is output as opposed to the throttle opening degree corresponding to the depression amount (accelerator opening degree) of the accelerator pedal 200 being output in step 1600 described later. Even if the driver greatly depresses the accelerator pedal 200, the throttle opening is limited, so that acceleration is suppressed. Instead of or in addition to the electronic throttle control as described above, the fuel injection amount may be limited so that the host vehicle speed is equal to or lower than the speed limit.

  In step 1600, the throttle opening corresponding to the accelerator opening is output as usual. Thereby, the acceleration / deceleration mode reflecting the driver's intention (the amount of depression of the accelerator pedal 200) is realized. The throttle opening corresponding to the accelerator opening does not mean that the final throttle opening is uniquely determined from the accelerator opening. That is, from a viewpoint other than limiting the speed limit until the final throttle opening is determined from the accelerator opening based on the depression amount of the accelerator pedal 200, a target value (for example, an intermediate target throttle opening, target adjustment) Speed, target engine torque, target driving force, etc.) and mediation may be involved. For example, the correction of the target value based on the running resistance of the vehicle or the like and the arbitration of the same target value according to a request from another system (for example, a traction control system) may be interposed.

  In step 1600, as described above, the acceleration / deceleration mode corresponding to the accelerator opening is realized, so that the braking / driving force is controlled based on the driver's acceleration / deceleration operation regardless of the speed limit. Therefore, in this embodiment, when the vehicle is not in the override state, that is, when the later-described override state flag is OFF, the braking / driving force is controlled so that the vehicle speed does not exceed the speed limit, while the override state is set. In this case, that is, when an after-mentioned override state flag is on, the braking / driving force is controlled based on the acceleration / deceleration operation of the driver regardless of the speed limit.

  FIG. 4 is a flowchart showing an example (Example 1) of the setting state of the override state flag realized by the traveling control apparatus 1000 (vehicle control ECU 10) of the present example.

  In step 2000, it is determined whether traveling speed limit control is being executed. The travel speed limit control may be set / released by, for example, a user turning on / off an operation switch, or automatically when traveling on a road with a speed limit as described above. It may be executed (forcibly). If the traveling speed limit control is not executed, the process proceeds to step 2600, where the override state flag is turned on. On the other hand, if the traveling speed limit control is being executed, the process proceeds to step 2100.

  In step 2100, biological information representing heartbeat, breath (breathing), and the like is acquired from the biological information detection device 40. The biological information may be information within a predetermined time from the current time.

  In step 2200, in order to determine whether or not the driver intends to overtake, it is determined whether or not the amount of change in biological information is greater than a predetermined threshold. This is based on the knowledge that when the driver intends to pass, the intention appears externally as a biological change, and a large change occurs in the biological information.

  For example, if the biological information is a heartbeat, the change amount of the biological information may be a difference between the heart rate acquired before the previous cycle (for example, an average value thereof) and the heart rate acquired in the current cycle. Further, if the biological information is breath (breathing), it may be the difference between the size and amplitude (for example, the average value) of the breath acquired before the previous cycle and the same size acquired in the current cycle. The predetermined threshold value is set to an appropriate value that can detect a driver's intention change (enthusiasm, tension, and height). The predetermined threshold value is detected in the normal state of the driver's normal state (i.e., normal driving without an overtaking intention) in consideration of the appearance of change in the biological information depending on the driver's personality. It may be changed based on a learning result related to a change amount of biological information when a change in biological information) occurs.

  FIG. 5 is a diagram showing a change in breath (breathing) as an example of a change in biometric information, and FIG. 5 (A) shows a change mode of breath when a person operates involuntarily and unconsciously. (B) is a graph which shows the change mode of breath when a person operates intentionally.

  When a person operates unconsciously and unconsciously, as shown in FIG. 5 (A), no significant change occurs in the size of the breath, whereas when a person operates intentionally, FIG. As indicated by the position of the arrow in (B), it appears externally as a large breath amplitude, for example, when breathing in.

  If such a change in biological information appears in step 2200, it is determined that the driver is intentionally operating, and the process proceeds to step 2300. On the other hand, if such a change in the biometric information does not appear, it is determined that the driver is not intentionally operating, and the process proceeds to step 2700, where the override state flag is turned off.

  In step 2300, the amount of depression of the accelerator pedal 200 (the amount of operation of the accelerator pedal 200) is read.

  In step 2400, the change gradient of the depression amount of the accelerator pedal 200 (depression gradient of the accelerator pedal 200), that is, the operation speed of the accelerator pedal 200 is calculated.

  In step 2500, it is determined whether or not the depression amount of the accelerator pedal 200 read in step 2300 is greater than a predetermined threshold value and the depression gradient of the accelerator pedal 200 calculated in step 2400 is greater than or equal to a predetermined threshold value. If either is negative, the process proceeds to step 2700 where the override state flag is turned off.

  If the depression amount of the accelerator pedal 200 is larger than the predetermined threshold value and the depression gradient of the accelerator pedal 200 is larger than the predetermined threshold value, it is determined that it is certain that the driver intends to pass, and the process proceeds to step 2600 to override The status flag is turned on. In this embodiment, in order to more reliably detect that the driver intends to overtake, the override state flag is turned on when both of the two conditions are satisfied in the AND condition in step 2500. However, even if either one is established, it can be determined that there is a high possibility that the driver intends to overtake, so it is also possible to turn on the override state flag.

  When it is determined that the driver intends to pass the vehicle and the override state flag is turned on, it is determined in step 1400 described with reference to FIG. Will be executed. That is, the travel speed limit control is canceled, and an acceleration / deceleration mode corresponding to the amount of depression of the accelerator pedal 200 by the driver is realized.

  On the other hand, if it is determined that there is no intention of overtaking the driver and the override state flag is turned off, it is determined in step 1400 described with reference to FIG. Will be executed. That is, the travel speed limit control is not released, and the acceleration / deceleration mode corresponding to the amount of depression of the accelerator pedal 200 by the driver is limited.

  As described above, according to the present embodiment, whether or not the driver intends to pass is determined based on not only the operation mode of the accelerator pedal 200 but also the biological information, so that the determination accuracy is improved. Thus, it is possible to realize travel speed limit control that more accurately reflects the driver's intention. That is, according to this embodiment, when the driver intends to overtake, the system can immediately detect it and cancel the travel speed limit control, thereby forming a state where acceleration can be quickly performed. It becomes. This facilitates overtaking by acceleration that matches the driver's overtaking intention even during execution of the traveling speed limit control.

  FIG. 6 is a flowchart showing an example (Example 2) of the setting state of the override state flag realized by the traveling control apparatus 1000 (vehicle control ECU 10) of the present example. The configuration of the second embodiment is not contrary to the configuration of the first embodiment described above with reference to FIG. 4, and the two embodiments can be combined.

  In step 3000, it is determined whether traveling speed limit control is being executed. If the traveling speed limit control is not executed, the process proceeds to step 3600, where the override state flag is turned on. On the other hand, if the traveling speed limit control is being executed, the process proceeds to step 3100.

  In step 3100, the vehicle position information from the navigation system ECU 20 is acquired, and the road structure information of the road corresponding to the current vehicle position is acquired from the map data of the navigation system ECU 20. Road structure information includes road shape information (eg road gradient, curvature radius for curved roads), width information, lane number information, road type information such as national roads / bypass roads / prefectural roads / highways, overtaking lanes and overtaking Includes information on prohibited sections. In addition, when there is no road structure information in map data, you may estimate based on the detection result of another sensor. For example, the road gradient can be estimated based on the detection value of the G sensor that detects acceleration in the vehicle longitudinal direction, and the curvature radius of the curved road is the detection value of the lateral G sensor that detects acceleration in the vehicle lateral direction. And the vehicle speed can be estimated. Further, in a vehicle equipped with a camera, lane number information, road type information, overtaking lane information, and the like may be detected from an imaging result (image processing result) of the camera.

  In step 3200, a threshold value 1 for the depression amount of the accelerator pedal 200 and a threshold value 2 for the depression gradient of the accelerator pedal 200 are set according to the own vehicle road position (and road structure information). As described later, the threshold value 1 and the threshold value 2 are threshold values at which the override state flag is turned on when exceeding the threshold value, that is, threshold values at which the traveling speed limit control is canceled when exceeding the threshold value (see step 3500).

  In step 3300, the depression amount of the accelerator pedal 200 is read.

  In step 3400, the depression gradient of the accelerator pedal 200 is calculated.

  In Step 3500, the depression amount of the accelerator pedal 200 read in Step 3300 is larger than the threshold value 1 set in Step 3200, and the depression gradient of the accelerator pedal 200 calculated in Step 3400 is determined in Step 3200. It is determined whether or not it is larger than the set threshold value 2. If either is negative, the process proceeds to step 3700 where the override state flag is turned off.

  When the depression amount of the accelerator pedal 200 is larger than the threshold value 1 and the depression gradient of the accelerator pedal 200 is larger than the threshold value 2, the process proceeds to step 3600, and the override state flag is turned on. In the present embodiment, the override state flag is set to ON when both of the two conditions are satisfied in the above-mentioned step 3500 under the AND condition. It is also possible to turn on the flag.

  As described above, according to the present embodiment, by making the threshold value 1 and the threshold value 2 variable according to the road structure information, it becomes difficult to cancel the travel speed limit control appropriately according to the road structure, or it is easy to cancel. Can be.

  Specifically, the threshold value 1 and threshold value 2 when the ascending slope of the traveling road is large are values (that is, both the threshold value 1 and the threshold value 2 are large values) in which the traveling speed restriction control is difficult to be released compared to when the gradient is small. Is set. As a result, when traveling on an uphill road that requires a relatively large amount of depression of the accelerator pedal 200, it becomes more difficult to enter an override state than when traveling on a flat road or downhill road. Can be prevented from being canceled.

  Moreover, the threshold value 1 and the threshold value 2 can be made variable based on the type of the traveling road.

  For example, when the travel road is an expressway, a bypass road, a multi-lane road, or an overtaking lane, the threshold 1 and the threshold 2 are compared with the case where the travel road is a normal road. It is set to a value that can be easily canceled (that is, both threshold value 1 and threshold value 2 are small values). In addition, when the traveling road is a one-sided single road, a lane change prohibited section, a curved road having a curvature exceeding a predetermined reference, or an overtaking prohibited section, the threshold 1 and the threshold 2 are when the traveling road is a normal road. As compared with the above, the travel speed limit control is set to a value that is difficult to be released (that is, a large value). This makes it possible to quickly enter the acceleration system while traveling on a highway or bypass road, while preventing unintentional cancellation of travel speed limit control when acceleration is not required. it can.

  The preferred embodiments of the present invention have been described in detail above, but the present invention is not limited to such specific embodiments, and various modifications and changes can be made within the scope of the gist of the present invention described in the claims. It can be changed.

  For example, the release of the travel speed limit control is not only to eliminate the speed limit (as a result, 180 km / h may be the speed limit) but also to a value that is sufficiently larger than the previous speed limit, for example. It may be realized by changing the speed. That is, in the above-described embodiment, when the travel speed limit control is canceled, the depressing operation of the accelerator pedal 200 (for example, overtaking acceleration) is permitted because the limit speed disappears. It can also be realized by sufficiently increasing the value (that is, by increasing the upper limit value at which the limiter works).

  Further, in the first embodiment described with reference to FIG. 3, it is necessary to cancel the travel speed restriction control reflecting the biological information by adding the condition from the biological information to the condition for the depression amount and the depression gradient of the accelerator pedal 200. However, the threshold value 1 for the depression amount of the accelerator pedal 200 and the threshold value 2 for the depression gradient of the accelerator pedal 200 are set in the same manner as in the second embodiment described with reference to FIG. It is also possible to obtain the same effect by varying it according to various conditions.

It is a top view of a vehicle. 1 is a system configuration diagram illustrating an embodiment of a travel control device according to the present embodiment. It is a flowchart which shows one Example of the basic process implement | achieved by the traveling control apparatus of a present Example. It is a flowchart which shows one Example (Example 1) of the setting mode of an override state flag. FIG. 5A shows a breathing change mode when a person operates unconsciously, and FIG. 5B is a graph showing a breath change mode when a person intentionally moves. . It is a flowchart which shows one Example (Example 2) of the setting aspect of an override state flag.

Explanation of symbols

10 Vehicle control ECU
20 Navigation system ECU
DESCRIPTION OF SYMBOLS 30 Accelerator pedal sensor 40 Biological information detection apparatus 100 Wheel 140 Engine 200 Accelerator pedal 220 Torque converter 240 Transmission 260 Propeller shaft 280 Differential 300 Drive shaft 560 Brake 580 Brake pedal

Claims (7)

In the travel control device that controls the braking / driving force so that the vehicle speed does not exceed the set speed limit while controlling the braking / driving force based on the acceleration / deceleration operation of the driver,
When the detected acceleration / deceleration operation of the driver satisfies a predetermined standard, the braking / driving force is controlled based on the acceleration / deceleration operation of the driver regardless of the set speed limit,
The travel control device characterized in that the predetermined reference is set based on the detected biological information of the driver.   The travel control apparatus according to claim 1, wherein the biological information is a heart rate of a driver, and the predetermined reference is easily canceled when the heart rate satisfies a predetermined condition.   The travel control device according to claim 1, wherein the biological information is a driver's breathing, and the predetermined reference is easily canceled when the breathing satisfies a predetermined condition. In the travel control device that controls the braking / driving force so that the vehicle speed does not exceed the set speed limit while controlling the braking / driving force based on the acceleration / deceleration operation of the driver,
When the detected acceleration / deceleration operation of the driver satisfies a predetermined standard, the braking / driving force is controlled based on the acceleration / deceleration operation of the driver regardless of the set speed limit,
The traveling control device characterized in that the predetermined reference is set to a reference that is difficult to be canceled when the detected upward gradient of the traveling road is large compared to a case where the upward gradient is small. In the travel control device that controls the braking / driving force so that the vehicle speed does not exceed the set speed limit while controlling the braking / driving force based on the acceleration / deceleration operation of the driver,
When the detected acceleration / deceleration operation of the driver satisfies a predetermined standard, the braking / driving force is controlled based on the acceleration / deceleration operation of the driver regardless of the set speed limit,
The travel control device characterized in that the predetermined reference is set based on the detected type of travel path.   The travel control device according to claim 5, wherein the predetermined standard is more easily canceled when traveling on an expressway, a bypass road, a multi-lane road, or an overtaking lane. 6. The vehicle according to claim 5, wherein the predetermined standard is less likely to be canceled when traveling on a one-sided single road, a lane change prohibited section, a curved road having a curvature greater than a predetermined standard, or an overtaking prohibited section. The travel control device described.

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