JP2007233539A - Travel control device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To prevent operation of vehicle control which is not intended by a user. <P>SOLUTION: When it is determined that there is a possibility of a navigation device 4 falsely recognizing the running route of a user's vehicle, the vehicle control executed based on the information on the running route of the user's vehicle acquired from the navigation device 4 and the conditions of the vehicle is prohibited. The user is prompted to resume the vehicle control, and, when the instruction to resume the vehicle control is given by the user, the prohibition of the vehicle control is canceled. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to an apparatus for controlling traveling of a vehicle.

  Conventionally, in a system that obtains curve information of a road ahead from a navigation device and performs deceleration control according to the driving state with respect to the curve, the road on which the vehicle is traveling differs from the road recognized by the navigation device In addition, a curve approach control device that temporarily prohibits execution of deceleration control is known (see Patent Document 1).

JP 2001-84498 A

  However, in the conventional curve approach control device, the prohibition of the deceleration control is automatically canceled after the elapse of a predetermined time or after traveling for a predetermined distance after the execution of the deceleration control is prohibited. There was a possibility of continuing driving without knowing that the prohibition of control was lifted.

  The vehicle travel control device according to the present invention performs vehicle control based on own vehicle travel route information obtained from the navigation device and vehicle conditions, and the navigation device misrecognizes the own vehicle travel route. If it is determined that there is a possibility, the vehicle control is prohibited, the user is prompted to resume the vehicle control, and when the user gives an instruction to resume the vehicle control, the prohibition of the vehicle control is canceled.

  According to the vehicle travel control device of the present invention, when the vehicle control is prohibited because the navigation device may misrecognize the own vehicle travel path, an instruction to restart the vehicle control is issued from the user. Otherwise, since prohibition of vehicle control is not canceled, it is possible to prevent the vehicle control from operating unintentionally by the user.

  FIG. 1 is a diagram illustrating a configuration of a vehicle travel control apparatus according to an embodiment. The vehicle travel control device according to the embodiment includes a vehicle speed sensor 1, a longitudinal acceleration sensor 2, a lateral acceleration sensor 3, a navigation device 4, a brake actuator 5, a display 6, a speaker 7, and a controller 10. Is provided.

  The vehicle speed sensor 1 detects the speed of the vehicle. The longitudinal acceleration sensor 2 detects the longitudinal acceleration of the vehicle. The lateral acceleration sensor 3 detects lateral acceleration of the vehicle.

  The navigation device 4 includes at least a GPS unit 11 and a map database 12. The GPS unit 11 receives a GPS signal transmitted from a GPS satellite (not shown) and detects the current position of the host vehicle. The map database 12 stores map data of a plurality of scales (scale ratios). The map data includes road data that expresses a road map with nodes and links. In road data, nodes correspond to intersections, and line segments connecting the nodes, that is, road sections correspond to links.

  The navigation device 4 performs general processing of the car navigation device such as calculation of a recommended route to the destination and display of a map near the current location of the vehicle. When performing processing for displaying the current location of the vehicle on the map, if the vehicle position detected by the GPS unit 11 deviates from the road on the map data, the map for correcting the vehicle position on the road of the map data Perform the matching process.

  The navigation device 4 also extracts n nodes (n is an integer) existing in front of the host vehicle on the estimated route that the host vehicle is supposed to travel, and outputs the extracted n node data to the controller 10. . For example, when the user has set a destination for the navigation device 4, a recommended route to the destination is calculated, and the calculated recommended route is set as an estimated route. If the user has not set a destination, the route priority and route priority are estimated based on data such as road type and road width, and the route with the highest priority is estimated. Set as a route.

  The brake actuator 5 controls the brake based on the brake fluid pressure command value instructed from the controller 10. The display 6 displays a map or the like near the current location of the vehicle based on an instruction from the controller 10. The speaker 7 issues an alarm based on an instruction from the controller 10.

  The controller 10 performs vehicle control based on the own vehicle travel route information obtained from the navigation device 4 and the vehicle status. Specifically, when the vehicle enters a curved road, control is performed to alert the driver or decelerate the vehicle according to the shape of the curved road and the vehicle situation. Further, the controller 10 determines whether or not the navigation device 4 may misrecognize the vehicle traveling path. If the controller 10 determines that there is a possibility of misrecognizing, the vehicle control described above is prohibited. In addition, when the user is prompted to resume vehicle control, and the user issues a vehicle control restart instruction (vehicle control prohibition release instruction), the vehicle control prohibition is canceled.

  FIG. 2 is a flowchart showing the contents of processing performed by the controller 10. When the vehicle is activated, the controller 10 starts the process of step S10. In step S10, the sensor values detected by the sensors 1 to 3 are acquired, the position data (X, Y) indicating the current location of the host vehicle, and the estimated route that the host vehicle is supposed to travel from the navigation device 4. In the above, data (Xj, Yj, Lj) relating to the node Nj (j = 1, 2,..., N) existing in front of the host vehicle is acquired. However, (Xj, Yj) is the position data of the node Nj, and Lj is the distance from the current location (X, Y) of the host vehicle to the position (Xj, Yj) of the node Nj. Further, the larger the value of j, the farther the position of the node Nj is from the current location of the vehicle.

  In step S20 following step S10, it is determined whether or not there is a possibility that the navigation device 4 has misrecognized the own vehicle traveling path. The process of step S10 is repeated, and the navigation device 4 misrecognizes the own vehicle traveling path when the node data acquired during the previous process and the node data acquired during the current process do not match. It is determined that there is a possibility.

  When the vehicle position detected by the GPS unit 11 deviates from the recognized own vehicle travel path, the navigation device 4 sets the vehicle position on the road on which the vehicle is considered traveling by map matching. Perform the matching process. At this time, a node existing in front of the host vehicle on the travel route recognized before performing the map matching, and a node existing in front of the host vehicle on the travel route determined after performing the map matching Will be different. Thus, when the node data acquired at the time of the previous processing and the node data acquired at the time of the current processing do not match, there is a possibility that the navigation device 4 has misrecognized the own vehicle traveling path. Is determined.

  If it is determined in step S20 that there is a possibility that the navigation device 4 has misrecognized the traveling road of the vehicle, the process proceeds to step S200 of the flowchart shown in FIG. In addition, when the determination in step S20 is affirmed last time and the processing after step S200 in the flowchart shown in FIG. 3 described later is performed, in step S280, the vehicle traveling path specified by the user and the vehicle traveling path When the degree of approximation SR with the candidate road is determined to be 1, it is determined whether or not the traveling state of the vehicle matches the own vehicle traveling path specified by the user. Determines that there is a possibility that the vehicle traveling path is specified incorrectly, and the process proceeds again to step S200 in the flowchart shown in FIG. The running state of the vehicle is determined based on sensor values acquired from the sensors 1 to 3. For example, if the vehicle traveling path specified by the user is a curved road even though the vehicle traveling state is a straight traveling traveling state, it is determined that the user may have erroneously specified the vehicle traveling path. .

  On the other hand, if it is determined in step S20 that there is no possibility that the navigation device 4 has misrecognized the own vehicle traveling path, the process proceeds to step S30. Further, when the determination in step S20 is affirmed last time and the processing after step S200 in the flowchart shown in FIG. 3 to be described later is performed, if the degree of approximation SR is determined to be 1 in step S280, the vehicle It is determined whether or not the traveling state coincides with the own vehicle traveling path specified by the user. If it is determined that the traveling state matches, the approximation degree SR is set to 0, and the process proceeds to step S30.

  First, the contents of processing performed after it is determined that there is a possibility that the navigation device 4 has misrecognized the vehicle traveling path will be described with reference to the flowchart shown in FIG. In step S200 of the flowchart shown in FIG. 3, since it is determined that there is a possibility that the navigation device 4 has misrecognized the vehicle traveling path, the misrecognition flag Fstry is set to 1, and the process proceeds to step S210. Note that the initial value of the misrecognition flag Fstry is zero.

  In step S210, the control cancel flag Fcn is set to 1, and the process proceeds to step S220. The initial value of the control cancel flag Fcn is 0, and while the control cancel flag Fcn is set to 1, vehicle control based on the own vehicle travel path information and the vehicle status is not performed (vehicle control is prohibited). . The vehicle control based on the own vehicle travel path information and the vehicle situation is, for example, deceleration control or alarm control.

  In step S220, when the vehicle enters the curved road, the driver is informed that the vehicle control performed based on the own vehicle travel path information and the vehicle status is canceled (prohibited). For example, a sound indicating that the vehicle control is canceled may be output from the speaker 7, or a predetermined sound may be generated from the speaker 7. Moreover, you may make it display on the display 6 that vehicle control was canceled. If the driver is notified that vehicle control has been canceled (prohibited), the process proceeds to step S230.

  In step S230, based on the vehicle position detected by the GPS unit 12 and the map data stored in the map database 12, candidate roads for the vehicle traveling path are extracted. For example, when driving on a highway, if the position of the vehicle is corrected to a general road near the highway by map matching, the highway before map matching and the general road after map matching are The candidate road is extracted as a candidate road of the own vehicle traveling road. If there is another road in the vicinity of the road whose vehicle position has been corrected by map matching, the road whose vehicle position has been corrected and the road existing in the vicinity of the road are candidates for the vehicle traveling road. Extract as a road. Note that the number of candidate roads is not limited to one, and a plurality of candidate roads are extracted if there are a plurality of roads that can serve as the own vehicle traveling path. When candidate roads for the own vehicle travel path are extracted, the process proceeds to step S240.

  In step S240, the user is prompted to select a road on which the host vehicle is traveling from among the candidate roads of the host vehicle traveling road extracted in step S230. For example, the speaker 7 reads out the characteristics of the candidate roads (for example, road types such as ordinary roads and highways) by voice and asks the user to select an actual driving road. At this time, if the user asks the question “Is the road a highway?” And the user responds with “Yes” or “No”, the burden on the user to select the vehicle's travel route is reduced. Can be reduced. The user's response is recognized by a voice recognition device (not shown).

  In step S250, it is determined whether or not the user has selected the own vehicle travel path. If it is determined that the user has selected the traveling road of the vehicle, the process proceeds to step S260, and if it is determined that the traveling road has not been selected, the process proceeds to step S270. In step S260, a flag Fsr indicating that the user has selected a travel road is set to 1, a control cancel flag Fcn is set to 0, and an erroneous recognition flag Fstry is set to 0, and the process proceeds to step S280. On the other hand, in step S270, the flag Fsr is set to 0, and the process proceeds to step S280.

  In step S280, the degree of approximation SR between the road selected by the user and other candidate roads not selected by the user is obtained based on the characteristics of the own vehicle travel path selected by the user. For example, when there is only one expressway among the candidate roads and the other candidate roads are general roads, when the expressway is selected as the own vehicle travel path, the road selected by the user Since the degree of approximation with other candidate roads is low, the degree of approximation SR is set to zero. On the other hand, if there are multiple ordinary roads in the candidate road and the ordinary road is selected as the own vehicle travel path, it is determined that the degree of approximation between the road selected by the user and the other road candidates is high. Thus, the degree of approximation SR is set to 1. When the degree of approximation SR is obtained, the process proceeds to step S30 of the flowchart shown in FIG.

  In step S30 of the flowchart shown in FIG. 2, the turning radius Rj at the position of each node Nj is calculated based on the node data acquired in step S10. The turning radius Rj is calculated based on, for example, a commonly used three-point method, that is, the node coordinates of three points.

  However, in step S20, when it is determined that there is a possibility that the navigation device 4 has misrecognized the own vehicle traveling path, and the flag Fsr is set to 0 (the user is traveling on the own vehicle traveling path). Is not selected), the turning radius is calculated for the nodes Nj (j = 1, 2,..., N) of all candidate roads of the own vehicle travel path, but the flag Fsr is set to 1. If the vehicle is traveling (when the driver selects the vehicle traveling path), the turning radius is calculated only for the node on the traveling path selected by the user.

  In step S40 following step S30, a target node to be controlled is determined from each node Nj. Here, the node having the smallest turning radius Rj calculated in step S30 or the node that is the starting point of the curve (the starting point of the corner) and is closest to the current location of the host vehicle is determined as the target node. When the target node is determined, the process proceeds to step S50.

In step S50, the target vehicle speed Vr is obtained based on the following equation (1).
Vr ² = Yg ^* × | Rj | (1)
However, Yg ^* is a set value of the lateral acceleration of the vehicle, and is set to 0.4 G, for example. Rj is the turning radius at the target node determined in step S40. As is clear from equation (1), the target vehicle speed Vr increases as the turning radius Rj increases.

  In step S20, when it is determined that there is a possibility that the navigation device 4 has misrecognized the own vehicle traveling path, and the flag Fsr is set to 0 (the user is traveling on the own vehicle traveling path). If the vehicle is not selected), the target vehicle speed is calculated for all candidate roads of the own vehicle travel path. However, when the flag Fsr is set to 1 (when the user selects the own vehicle travel path), the target vehicle speed is calculated for the host vehicle travel path selected by the user.

When the target vehicle speed Vr is obtained in step S50, the process proceeds to step S60. In step S60, the target deceleration Xgs is calculated based on the following equation (2).
Xgs = (V ² −Vr ² ) / (2 × Lj) (2)
However, V is the vehicle speed detected by the vehicle speed sensor 1, Vr is the target vehicle speed obtained in step S50, and Lj is the distance from the current location of the vehicle to the target node.

  The target deceleration Xgs calculated by equation (2) has a positive value on the deceleration side and a negative value on the acceleration side. As is clear from equation (2), the target deceleration Xgs increases as the target vehicle speed Vr decreases and as the distance Lj from the current location of the vehicle to the target node decreases. Since the target vehicle speed Vr is obtained from the equation (1), the target deceleration Xgs increases as the turning radius Rj decreases.

  In step S20, when it is determined that the navigation device 4 may have misrecognized the own vehicle traveling path, and the flag Fsr is set to 0 (the user selects the own vehicle traveling path). If not selected), the target deceleration Xgs is calculated for all candidate roads of the own vehicle travel path. However, when the flag Fsr is set to 1 (when the user selects the own vehicle travel route), the target deceleration Xgs is calculated for the travel route selected by the user.

  In step S70 following step S60, it is determined whether or not an alarm operation for the driver should be started. Here, if the target deceleration Xgs calculated in step S60 is greater than the predetermined value W1, it is determined that the alarm should be started. If the target deceleration Xgs is equal to or less than the predetermined value W1, an alarm needs to be issued. Judge that there is no. The predetermined value W1 is, for example, 0.05G.

  In step S20, when it is determined that the navigation device 4 may have misrecognized the own vehicle traveling path, and the flag Fsr is set to 0 (the user selects the own vehicle traveling path). If it is not selected), whether or not an alarm is activated is determined for all candidate roads on the own vehicle travel path, but if the flag Fsr is set to 1 (the user selects the travel path) In the case where the alarm is activated), the presence or absence of the alarm operation is determined for the travel route selected by the user.

  If it is determined in step S70 that it is not necessary to issue an alarm, the process returns to step S10, and if it is determined that the alarm needs to be started, the process proceeds to step S80. In step S80, a warning sound is emitted from the speaker 7 to alert the driver. FIG. 4 is a diagram illustrating the relationship between the target deceleration Xgs and the alarm activation timing. When a warning sound is emitted from the speaker 7, the process proceeds to step S90.

  In addition, when the flag Fsr is set to 1 (when the user selects the own vehicle travel route), when the flag Fsr is set to 0 (when the user does not select the own vehicle travel route). A warning sound having a tone different from that of the warning sound is generated.

  In step S90, it is determined whether or not the control cancel flag Fcn is set to 0. If it is determined that the control cancel flag Fcn is set to 1, the control returns to step S10 without performing vehicle control described later (forbidden from performing vehicle control). On the other hand, if it is determined that the control cancel flag Fcn is set to 0, the process proceeds to step S100.

  In step S100, it is determined whether deceleration control should be started. Here, if the target deceleration Xgs calculated in step S60 is larger than the predetermined value W2, it is determined that the deceleration control should be started. If the target deceleration Xgs is equal to or less than the predetermined value W2, the deceleration control is started. Determine that it is not necessary. The predetermined value W2 is a value larger than the predetermined value W1, for example, 0.1G.

  However, in step S20, when it is determined that there is a possibility that the navigation device 4 has misrecognized the own vehicle traveling path, and the flag Fsr is set to 1 (the user is traveling on the own vehicle traveling path). Is selected), the predetermined value W2 is changed according to the approximation degree SR. That is, when the approximate degree SR is 1, the predetermined value W2 is changed to a large value (for example, 0.7 G). When the predetermined value W2 is a large value, the deceleration control becomes difficult to operate. Therefore, the user can select the user under a situation in which the travel road selected by the user is similar to another candidate road that the user has not selected. When the vehicle traveling path is selected by mistake, it is possible to prevent the deceleration control not intended by the driver from being started.

If it is determined in step S100 that the deceleration control need not be started, the process returns to step S10, and if it is determined that the deceleration control should be started, the process proceeds to step S110. In step S110, the target brake fluid pressure Ps is calculated based on the following equation (3).
Ps = Xgsk × K (3)
Here, K is a predetermined gain. Xgsk is set to a smaller value by comparing the target deceleration Xgs calculated in step S60 with a predetermined upper limit deceleration Xgmax (for example, 0.1 G).

  When the target brake fluid pressure Ps is calculated in step S110, the process proceeds to step S120. In step S120, the target brake fluid pressure Ps calculated in step S110 is output to the brake actuator 5. The brake actuator 5 operates the brake based on the target brake fluid pressure Ps received from the controller 10 to decelerate the vehicle. When the target brake fluid pressure Ps is output to the brake actuator 5, the process returns to step S10. FIG. 5 is a diagram showing the relationship between the target deceleration Xgs, the operation timing of the deceleration control, and the brake fluid pressure Ps.

  According to the vehicle travel control device in the embodiment, the vehicle control is performed based on the information on the own vehicle travel path obtained from the navigation device 4 and the vehicle status, and the navigation device 4 travels on the own vehicle. When it is determined that there is a possibility of misrecognizing the road, the vehicle control is prohibited and the user is prompted to resume the vehicle control. When the user gives an instruction to resume the vehicle control, the vehicle control prohibition is canceled. To do. Thereby, it can prevent that vehicle control will operate | move unintentionally by a user.

  In particular, according to the vehicle travel control device in the embodiment, the user is prompted to specify the vehicle travel path, and when the vehicle travel path is identified by the user, the vehicle control prohibition is canceled. Appropriate vehicle control can be performed based on the information on the identified own vehicle travel path and the vehicle status.

  Further, according to the vehicle travel control device in one embodiment, when the navigation device 4 determines that there is a possibility that the vehicle travel path is erroneously recognized, the candidate road of the vehicle travel road is extracted, Since it shows to a user, the burden at the time of a user specifying the own vehicle traveling path can be reduced. In particular, by asking the user whether or not the candidate road is the own vehicle travel path, the user is prompted to answer, thereby further reducing the burden on the user specifying the own vehicle travel path.

  According to the vehicle travel control device in the embodiment, when the user's own vehicle travel path is specified by the user, the degree of approximation between the user's own vehicle travel path specified by the user and the candidate road not selected by the user is determined. However, the higher the determined degree of approximation, the stricter the conditions for starting vehicle control. This makes it difficult to operate the vehicle control even when the user mistakenly specifies the own vehicle traveling path under a situation where the user is likely to mistake the identification of the own vehicle traveling path.

  According to the vehicle travel control apparatus in the embodiment, when the own vehicle travel path is specified by the user, there is a possibility that the own vehicle travel path specified by the user does not coincide with the actual travel path. If it is determined that there is a possibility that the vehicle traveling path specified by the user does not match the actual traveling path, vehicle control is prohibited. In this case, it is possible to prevent vehicle control based on information on the own vehicle traveling path specified by mistake. Further, since it is determined whether or not the own vehicle traveling path specified by the user matches the actual traveling path based on whether or not the own vehicle traveling path specified by the user matches the driving state of the vehicle. It is possible to make an appropriate determination based on the running state.

  The present invention is not limited to the embodiment described above. For example, in step S240 in the flowchart shown in FIG. 3, the feature of the candidate road is read out by voice and the driver selects the actual driving road, but the candidate road is displayed on the display 6 and the driver is prompted. You may make it choose. At this time, if an aerial photograph including all candidate roads is displayed, the user can easily select the own vehicle traveling path. In addition, if a touch panel is employ | adopted as the display 6, the user can select the own vehicle traveling path easily from the displayed candidate roads.

  Further, when there are a plurality of candidate roads, a plurality of candidate roads may be displayed on the display 6 in a plurality of times. For example, when there are four candidate roads, a method of displaying the candidate roads twice is conceivable. Thus, when displaying candidate roads divided into multiple times, if the user selects a candidate road within a predetermined time after switching to the screen displaying the next candidate road, the screen is switched. It is preferable to determine that the user has selected a candidate road that was previously displayed. In other words, if the user selects a candidate road immediately after the screen is switched, it is appropriate that the user has selected the candidate road that was displayed before the screen was switched. Appropriate vehicle control based on the information on the vehicle travel path can be performed.

  Although an example has been given in which the user can respond with “Yes” or “No” when selecting the own vehicle travel path from among the candidate roads, the user may be able to respond with an operation switch (not shown).

  When it is determined that there is a possibility that the vehicle traveling path specified by the user does not coincide with the actual traveling path, in order to prompt the user to identify the vehicle traveling path, The candidate road corresponding to the traveling state of the vehicle may be preferentially notified to the user from among the candidate roads not selected by the user. According to this method, candidate roads that are considered appropriate from the traveling state of the vehicle are preferentially presented to the user, so that the user can identify the own vehicle traveling path at an early stage. The traveling state of the vehicle can be determined based on the sensor values detected by the sensors 1 to 3.

  In the above-described embodiment, even when the control cancel flag Fcn is set to 1, the alarm is activated based on the information on the own vehicle traveling path and the vehicle status. It is also possible to prohibit the operation of.

  Although the current location of the vehicle is detected by using the GPS unit 11, it can also be detected by autonomous navigation by detecting the travel distance and traveling direction of the vehicle. Further, as the vehicle speed, instead of using the value detected by the vehicle speed sensor 1, the vehicle speed estimated in the ABS control can be used when the ABS control is activated.

  The degree of approximation SR between the road selected by the user and another candidate road not selected by the user is set to 0 or 1, but more detailed values may be set according to the degree of approximation.

  The correspondence between the constituent elements of the claims and the constituent elements of the embodiment is as follows. That is, the controller 10 and the brake actuator 5 constitute control means, the controller 10 constitutes erroneous recognition judgment means, control prohibition means, candidate road extraction means and approximation degree judgment means, and the display 6 and / or speaker 7 constitute notification means. To do. In addition, the above description is an example to the last, and when interpreting invention, it is not limited to the correspondence of the component of said embodiment and the component of this invention at all.

The figure which shows the structure of the traveling control apparatus for vehicles in one embodiment. Flow chart showing processing contents performed by the controller The flowchart which shows the processing content performed after it determines with there being a possibility that the navigation apparatus has misrecognized the own vehicle travel path. Diagram showing the relationship between the target deceleration and the alarm activation timing The figure which shows the relationship between the target deceleration, the operation timing of deceleration control, and the brake fluid pressure

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle speed sensor, 2 ... Longitudinal acceleration sensor, 3 ... Lateral acceleration sensor, 4 ... Navigation apparatus, 5 ... Brake actuator, 6 ... Display, 7 ... Speaker, 10 ... Controller, 11 ... GPS unit, 12 ... Map database

Claims (13)

Control means for performing vehicle control based on information on the own vehicle travel path obtained from the navigation device and vehicle status;
A misrecognition judging means for judging whether or not the navigation device may misrecognize the vehicle traveling path;
When it is determined by the misrecognition determining means that there is a possibility that the navigation device has misrecognized the vehicle traveling path, control prohibiting means for prohibiting vehicle control by the control means;
A notification means for prompting a user to resume the vehicle control when vehicle control by the control means is prohibited by the control prohibiting means;
The vehicle travel control device according to claim 1, wherein the control prohibiting unit releases the prohibition of the vehicle control when an instruction to resume the vehicle control is issued from a user. The vehicle travel control apparatus according to claim 1,
The condition for canceling the prohibition of the vehicle control is that the vehicle traveling path is specified by the user,
The informing means prompts the user to specify the own vehicle travel path,
The vehicle travel control device, wherein the control prohibiting unit cancels the prohibition of the vehicle control when the own vehicle travel path is specified by a user. The vehicle travel control apparatus according to claim 2,
When it is determined by the misrecognition determination means that the navigation device may have misrecognized the own vehicle travel path, the misrecognition determination means further comprises candidate road extraction means for extracting a candidate road of the own vehicle travel road,
The vehicle travel control device, wherein the notification means notifies a user of a candidate road extracted by the candidate road extraction means and prompts the user to select a travel path of the vehicle. In the vehicle travel control device according to claim 3,
The vehicle travel control device characterized in that the notification means prompts the user to answer by asking the user whether or not the candidate road extracted by the candidate road extraction means is an own vehicle travel path. . In the vehicle travel control device according to claim 3,
The vehicle travel control apparatus, wherein the notification means is a display means and displays all candidate roads extracted by the candidate road extraction means. In the vehicle travel control device according to claim 5,
The vehicle travel control apparatus, wherein the notification unit displays an aerial photograph including all candidate roads extracted by the candidate road extraction unit. In the vehicle travel control device according to claim 5,
When there are a plurality of candidate roads extracted by the candidate road extracting means, the plurality of candidate roads are displayed in a plurality of times. The vehicle travel control apparatus according to claim 7, wherein
In the case where the user selects a candidate road within a predetermined time after switching to a screen displaying the next candidate road when the plurality of candidate roads are displayed in a plurality of times when the plurality of candidate roads are displayed. The vehicle travel control device is characterized in that it determines that the candidate road that was displayed before the screen was switched is selected, and cancels the prohibition of the vehicle control. In the vehicle travel control device according to any one of claims 3 to 8,
When the user's own vehicle driving path is specified by the user, the degree of approximation between the user's own driving path specified by the user and a candidate road that has not been selected by the user among the candidate roads extracted by the candidate road extracting means is determined. Approximating degree judging means for
The vehicle travel control device further comprising vehicle control start condition changing means for making the condition that the control means starts vehicle control stricter as the degree of approximation determined by the approximation degree determining means is higher. In the vehicle travel control device according to any one of claims 3 to 9,
The misrecognition determining means determines whether or not the vehicle traveling path specified by the user may not match the actual traveling path when the vehicle traveling path is identified by the user,
The control prohibiting means prohibits the vehicle control by the control means when the misrecognition determining means determines that there is a possibility that the vehicle traveling path specified by the user does not coincide with the actual traveling path. A vehicular travel control device. The vehicle travel control apparatus according to claim 10,
If it is determined by the misrecognition determining means that the vehicle travel path specified by the user may not match the actual travel path, the notification means determines the vehicle travel path to the user. In order to promote, the candidate road corresponding to the running state of the vehicle is preferentially notified to the user from among the candidate roads extracted by the candidate road extracting means and not selected by the user. A vehicle travel control device. In the vehicle travel control device according to any one of claims 3 to 11,
Based on the information on the own vehicle traveling path obtained from the navigation device and the vehicle status, the vehicle further comprises warning means for issuing a warning to the user,
When the warning means determines that there is no possibility that the navigation device has misrecognized the host vehicle travel path by the misrecognition determination unit, the information on the host vehicle travel path recognized by the navigation device, and Based on the vehicle situation, when a warning is issued to the user, and the misrecognition determining means determines that there is a possibility that the navigation device has misrecognized the own vehicle traveling path, the candidate road extracting means A vehicular travel control apparatus that issues a warning to a user based on information on all extracted candidate roads and vehicle conditions. In the vehicle travel control device according to any one of claims 1 to 12,
The vehicular travel control device, wherein the control means performs deceleration control for decelerating the vehicle based on own vehicle travel path information obtained from a navigation device and a vehicle situation.

Images