JP2008068751A - Driving controller for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving controller of a vehicle for preventing any unnecessary acceleration by an ACC when the vehicle drifts away from a main track roadway such as a speedway. <P>SOLUTION: This driving controller of a vehicle is provided with an ACC control part 10; a direction indication detection part 12 for detecting the indication direction of a turn signal lamp 5 of its own vehicle; and an acceleration limiting part 11 for limiting acceleration by the ACC control part 10 according to the direction indication by the turn signal lamp 5 during the operation of the ACC control part 10. The acceleration control part 11 limits acceleration when a left winker is detected by the direction indication detection means 12, and does not limit the acceleration when the a right winker is detected by the direction indication detection means 12. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle travel control device. More specifically, the present invention relates to a vehicle travel control device, and moreover, when active cruising control shifts from following travel control to constant speed travel control by changing the lane of the own vehicle, unnecessary acceleration is performed. The present invention relates to a vehicle travel control device that can be prevented.

In recent years, a traveling control device having an active cruise control (ACC) function has been put into practical use). Here, the active cruise control refers to one that performs automatic control of both constant speed traveling control and follow-up traveling control. The constant speed traveling control is also called cruise control (CC), and is control for causing the host vehicle to travel so as to maintain a set target speed. The follow-up running control is also referred to as adaptive cruise control (ACC), and is control for causing the host vehicle to follow the preceding vehicle while maintaining a set inter-vehicle distance.
Hereinafter, in the present specification, “ACC” is used as an abbreviation for active cruise control.

  Under ACC, when there is no preceding vehicle, the vehicle is controlled to travel at a constant speed so as to travel while maintaining the set target speed. In addition, when there is a preceding vehicle, the vehicle is automatically tracked so as to travel while maintaining the set inter-vehicle distance. Therefore, for example, when you are following the preceding vehicle in the driving lane on the highway, if you change the lane to the passing lane to overtake the preceding vehicle, there is usually no preceding vehicle in front of your vehicle, ACC switches from follow-up running control to constant speed running control. As a result, for example, when the host vehicle is following at 80 km / h (80 km / h), if the set speed is 100 km / h, the host vehicle that has moved to the overtaking lane automatically accelerates to 100 km / h. To do.

  Furthermore, the following Patent Document 1 describes an invention for shortening the overtaking time by temporarily canceling the follow-up traveling control or temporarily increasing the set speed when overtaking the preceding vehicle. Has been.

JP 2002-2111270 A

  When a vehicle under follow-up control that is traveling on a motorway such as an expressway leaves the main road and enters the ramp way to enter an interchange or enter a service area, etc. However, if there is no preceding vehicle on the ramp, the ACC is switched from the following traveling control to the constant speed traveling control. However, if the set speed is higher than the vehicle speed during the follow-up running on the main road, the vehicle that has entered the rampway is accelerated by the ACC. Such acceleration is not preferred.

  Accordingly, an object of the present invention is to provide a vehicle travel control device that can prevent unnecessary acceleration due to ACC when the vehicle leaves a main road such as an expressway.

  In order to achieve the above object, a travel control device for a vehicle according to the present invention comprises active cruise control means, direction indication detection means for detecting an indication direction of a direction indicator of the host vehicle, and active cruise control means. And an acceleration limiting means for limiting the acceleration by the active cruise control means in accordance with the direction indicated by the direction indicator. When the direction indication is detected, the acceleration is limited. When the direction indication detection means detects the right direction indication, the acceleration is not limited. On the right-handed road, the direction indication detection means is the right direction indication. Acceleration is limited when the direction is detected, and acceleration is not limited when the direction indication detection means detects the left direction indication.

As in Japan, in the case of left-hand traffic, a vehicle leaving a main road such as an expressway usually gives a left direction indicator (left turn signal). In the present invention, acceleration is limited when a left turn signal is detected. Therefore, according to the present invention, unnecessary acceleration due to ACC can be prevented when the vehicle leaves a main road such as an expressway. Further, when a right direction instruction (right turn signal) is detected, acceleration by ACC is not limited. For this reason, when moving to an overtaking lane, acceleration is possible as usual.
When the vehicle is on the right side, the left and right turn signals are the reverse of the above description.

  In order to achieve the above object, according to the vehicle travel control device of the present invention, the active cruise control means and the departure of the own vehicle from the main road to the branch road during the operation of the active cruise control means. When the departure determination means and the departure determination means determine that there is a departure from the main road, the acceleration by the active cruise control means is limited or the operation of the active cruise control means is stopped. And an acceleration limiting means.

  According to the vehicle travel control device of the present invention configured as described above, when it is determined that there is a departure from a main road such as an expressway, acceleration by ACC is limited or ACC is stopped. Thereby, when it leaves | separates from main roads, such as a highway, the unnecessary acceleration by ACC can be prevented.

  In the present invention, the main road is preferably a highway main road. Many active cruise controls are used when driving at high speeds on highways. For this reason, the present invention is also particularly suitable for application to prevention of acceleration when leaving the main lane on a high-speed road.

In the present invention, preferably, the departure determination means determines whether or not there is a departure from the main road based on the current position of the host vehicle indicated by the car navigation unit.
As a result, it can be seen by car navigation that the host vehicle has left the main road such as an expressway, so unnecessary acceleration can be prevented.

In the present invention, preferably, the vehicle is provided with direction indication detection means for detecting a direction indication of the direction indicator of the host vehicle, and the current position of the host vehicle indicated by the car navigation unit is determined between the main road and the branch road on the map data. When the direction indication detection means detects the direction indication on the branch road side in the vicinity of the branch point, the departure determination means determines that there is a departure from the main road.
In this way, by combining the car navigation information and the direction indication information, it is possible to more accurately determine whether or not there is a departure from a main road such as an expressway.

  Preferably, in the present invention, lane estimation means for estimating whether a vehicle lane in which the vehicle on the main road is traveling is a traveling lane or an overtaking lane, and a direction indication of a direction indicator of the own vehicle A direction indicator detecting means for detecting the lane direction detecting means, wherein the lane estimating means is opposite to the overtaking lane when the lane estimating means estimates the vehicle lane where the host vehicle is traveling as a driving lane. When the direction indication on the side is detected, it is determined that there is a departure from the main road.

A vehicle that leaves a main road such as an expressway usually gives a direction indication on the opposite side of the overtaking lane while traveling in the driving lane. Therefore, by using such a condition as a determination material, it is possible to easily determine whether or not the vehicle has left the main road.
The direction indication on the side opposite to the overtaking lane means the left direction indication (left turn signal) in the case of left-hand traffic, and the right direction indication (right turn signal) in the case of right-hand traffic. .

In the present invention, it is preferable that the lane estimation unit estimates a vehicle lane in which the host vehicle is traveling based on a history of left and right direction indications detected by the direction indication detection unit.
A traveling vehicle usually gives direction instructions each time a lane change is made. For this reason, the present traveling lane can be logically estimated based on the direction instruction history.

  In the present invention, preferably, a radar apparatus is provided, and the lane estimating means detects the stationary object row within a predetermined distance on the first side of the left and right sides of the vehicle, or the vehicle When the other vehicle that the host vehicle overtakes is detected on the second side of the left and right sides of the vehicle, the vehicle lane in which the host vehicle is traveling is estimated as the overtaking lane, and the radar device When a stationary object row is detected within a predetermined distance on the second side, or when another vehicle that overtakes the own vehicle is detected on the first side of the vehicle, the vehicle traveled by the own vehicle Estimating the belt as a driving lane, the first side is the right side on the left-handed road, the left side on the right-handed road, the second side is the left side on the left-handed road, and the right-hand side road On the right side of the road.

  Thereby, it is possible to easily estimate the vehicle traffic zone in which the host vehicle is traveling using the radar device.

In the present invention, preferably, the image processing apparatus includes an imaging unit that captures a landscape in front of the host vehicle, and an image recognition unit that recognizes an image captured by the imaging unit. Based on the result, whether or not there is a departure from the main road is determined.
Accordingly, it is possible to determine whether or not there is a departure from the main road by performing image processing on the image of the front landscape.

Preferably, in the present invention, the image recognition means recognizes the number of lanes on the roadway in the image captured by the imaging means, and the departure determination means has a number of lanes recognized by the image recognition means of 2 or more. When it becomes 1, it is determined that there is a departure from the main road.
Main roads such as expressways generally have two or more lanes on one side. In contrast, a rampway at an interchange in a highway prison or a rampway at the entrance of a service area or the like is generally one lane. Therefore, it is possible to easily determine whether or not the vehicle has left the main road by extracting the number of lanes by performing image processing on the captured image.

  In the present invention, it is preferable that the image recognition unit recognizes a road sign in the image captured by the imaging unit, and the departure determination unit starts from the main road based on the road sign recognized by the image recognition unit. Detect the presence or absence of.

  The road sign is generally installed at a position where it can be easily seen from the vehicle, and the size and shape of each road sign are constant. Also, road signs installed on the side of the road usually have a fixed installation height. For this reason, the road sign is easy to recognize by image processing and is suitable for use in determining whether or not there is a departure from the main road.

  Preferably, in the present invention, when the road sign recognized by the image recognition means is a restriction sign indicating a maximum speed, and the maximum speed indicated by the restriction sign is equal to or less than a predetermined speed, the departure determination means is It is determined that there is a departure from the main road.

On the rampway branched from the main road on the high-speed road, the maximum speed is normally limited to be lower than the speed limit on the main road. Therefore, if the maximum speed indicated by the restriction sign on the lampway is recognized by image processing, it is possible to easily determine whether or not the vehicle has left the main road.
It should be noted that the character indicating the maximum speed displayed on the regulation sign is suitable as an object of image recognition because its size shape and color are defined.

  In the present invention, preferably, the vehicle is provided with direction indication detection means for detecting the indication direction of the direction indicator of the host vehicle, and the road sign recognized by the image recognition means indicates an exit or branch from the main road on the high speed road. In the case of the guide sign shown, when the direction indication detection means detects the direction indication on the exit or branch side, the departure determination means determines that there is a departure from the main road.

In this way, by combining the information of the guide sign recognized from the captured image and the information of the direction instruction, it is possible to easily determine whether or not the vehicle has left the main road.
Note that the direction of the exit or branch side usually means the left side on a left-handed road and the right side on a right-handed road. Alternatively, the direction indicated by the arrow such as the exit indicated by the guide sign may be recognized as an exit or branching direction.

  Preferably, in the present invention, when the road sign recognized by the image recognition means is a guide sign indicating a distance from the main road to an exit or a branch, after traveling the distance indicated by the guide sign, the host vehicle When the direction indicator indicates the direction of the exit or branch side, the departure determination means determines that there is a departure from the main road.

In this way, by combining the information on the distance to the exit displayed on the information sign, the information on the distance traveled after image recognition of the characters, and the direction indication information, the presence or absence of departure from the main road is determined. It can be easily determined.
Note that the direction of the exit or branch side usually means the left side on a left-handed road and the right side on a right-handed road. Further, when measuring the distance traveled after the image recognition of the guide sign, for example, it is preferable to have an allowable width of about 100 m forward and backward.

  By the way, also in the overtaking lane, if there is a preceding vehicle, the follow-up running control is activated. When the lane is changed from the overtaking lane to the traveling lane, if there is no preceding vehicle in the traveling lane, the ACC is switched from the following traveling control to the constant speed traveling control. At this time, if the set speed of the constant speed traveling control is higher than the vehicle speed during the follow-up traveling in the overtaking lane, the vehicle moved to the traveling lane will be accelerated. Such acceleration is not desirable.

Therefore, in the present invention, it is preferable that the vehicle further includes lane change determining means for determining whether or not the lane change of the own vehicle from the overtaking lane to the traveling lane on the main lane, and the lane change determining means is a lane from the overtaking lane to the traveling lane. When it is determined that there is a change, the acceleration limiting means limits the acceleration by the active cruise control means.
Thereby, when the lane is changed from the overtaking lane to the traveling lane, unnecessary acceleration due to ACC can be prevented.

In the present invention, it is preferable that the lane changing means is the overtaking when the lane estimation means detects the direction instruction when the lane estimation means estimates the vehicle lane where the host vehicle is traveling as the overtaking lane. It is determined that there is a lane change from the lane to the travel lane.
In this manner, by combining the estimated lane information and the direction indication information, it is possible to easily determine whether or not there is a lane change from the overtaking lane to the traveling lane.

  According to the vehicle travel control device of the present invention, unnecessary acceleration due to ACC can be prevented when the vehicle is separated from a main road such as an expressway.

DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a vehicle travel control device of the present invention will be described with reference to the accompanying drawings.
First, the configuration of the vehicle travel control device of the first embodiment will be described with reference to the block diagram of FIG. As shown in FIG. 1, the vehicle travel control apparatus 1 of the first embodiment includes an active cruise control (ACC) control unit 10, a direction indication detection unit 12, and an acceleration limiting unit 11.

  These blocks of the respective units 10 to 12 respectively represent processing functions corresponding to the ACC means, the direction instruction detecting means, and the acceleration limiting means in the vehicle travel control apparatus of the present invention. These processing functions are realized by executing a predetermined program in a computer such as an ECU (electric control unit) mounted on the host vehicle.

  The ACC control unit 10 includes a constant speed travel control unit 101 and a follow travel control unit 102. The constant speed travel control unit 101 controls the travel speed of the host vehicle so that the travel speed of the host vehicle detected by the vehicle speed detection unit 2 matches the set target speed. Further, the follow-up travel control unit 102 controls the travel speed of the host vehicle so that the preceding vehicle detected by the inter-vehicle distance detection unit 3 follows the vehicle while maintaining a predetermined inter-vehicle distance. Then, the constant speed traveling control unit 101 and the follow traveling control unit 102 respectively instruct the auto actuator 4 to accelerate / decelerate. The auto actuator 4 adjusts the traveling speed of the host vehicle by opening and closing the throttle and operating the brake according to an instruction from the ACC control unit 1.

  In addition, as the speed detection means 2, conventionally well-known arbitrary suitable things, such as what detects the rotational speed of the wheel of the own vehicle, can be used, for example. Further, the inter-vehicle distance detection 3 is preferably one that detects the relative speed between the preceding vehicle and the preceding vehicle in addition to the inter-vehicle distance between the preceding vehicle and the host vehicle, for example, by a radar device or a laser beam generating means that irradiates the front of the vehicle.

  Further, the direction indication detection unit 2 detects the indication direction of the direction indicator 5 of the host vehicle. Specifically, it is detected whether the left turn signal and the right turn signal are maintained.

Further, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 according to the instruction direction of the direction indicator 5 during the operation of the ACC control unit 10. On a left-handed road like Japan, the acceleration restriction unit 11 restricts acceleration when the direction indication detection unit 12 detects a left direction indication (left blinker) and a right direction indication (right blinker). ) Is detected, acceleration is not limited.
When the vehicle is on the right side as in continental countries, the left and right turn signals are the reverse of the above description.

Next, an example of the operation of the vehicle travel control apparatus of the first embodiment will be described with reference to the flowchart of FIG.
First, the direction indication detection unit 12 detects the indication direction of the direction indicator 5 of the host vehicle (step S1).

  Here, for example, the case shown in FIG. 3A is assumed as the case where the pointing direction is the left turn signal. In the example shown in FIG. 3A, the left turn signal is displayed in order for the host vehicle Q to exit from the main road R on the expressway to the interchange ramp way B.

  When the host vehicle Q is traveling behind the preceding vehicle P on the main road R of the expressway, the ACC follow-up control is activated, and the host vehicle Q has a certain inter-vehicle distance with respect to the preceding vehicle P. It is automatically controlled to keep running.

  When the host vehicle Q leaves the main road R to enter the ramp way B, there is no preceding vehicle in front of the host vehicle Q. As a result, the ACC is switched from the following traveling control to the constant speed traveling control. However, when the set speed is higher than the vehicle speed during the follow-up traveling on the main road R, the host vehicle Q entering the ramp way B is accelerated by the ACC.

Therefore, when the direction indication detection unit 12 detects the left turn signal, the acceleration limiting unit 11 limits the acceleration by the ACC (step S3). Thereby, it is possible to prevent the host vehicle Q from being accelerated by the ACC on the ramp way B.
In addition to the interchange rampway, for example, rampways leading to a service area or a parking area of an expressway are included in the branch road where the own vehicle leaves and enters the main road.

  On the other hand, as a case where the pointing direction is the right turn signal, for example, a case illustrated in FIG. In the example shown in FIG. 3B, the host vehicle Q traveling on the highway driving lane (first driving lane) R1 changes the lane to the overtaking lane (second driving lane) R2. indicate.

  When the host vehicle Q changes lanes to the overtaking lane R2, there is no preceding vehicle ahead of the host vehicle Q. As a result, the ACC is switched from the following traveling control to the constant speed traveling control. As a result, when the set speed is higher than the vehicle speed during follow-up traveling on the main road R, the host vehicle Q accelerates to the set speed. In such a case, it is not necessary to limit the acceleration of the host vehicle Q by ACC.

  Therefore, when the direction indication detection unit 12 detects the right turn signal, the acceleration limiting unit 11 does not limit acceleration by ACC (step S4).

  In addition, as a case where an instruction | indication direction is a left turn signal, the case shown in FIG.3 (c) is also assumed, for example. In the example shown in FIG. 3C, the host vehicle Q traveling on the overtaking lane R2 of the main road R on the highway displays a left turn signal in order to change the lane to the driving lane R1 on the highway.

  When the own vehicle Q is traveling behind the preceding vehicle P in the overtaking lane R2 of the highway, the follow-up traveling control of the ACC is activated, and the own vehicle Q It is automatically controlled to keep the distance.

  When the own vehicle Q changes the lane to the travel lane R1, if there is no preceding vehicle on the travel lane R1, the ACC is switched from the following travel control to the constant speed travel control. However, when the set speed is higher than the vehicle speed during the follow-up traveling on the main road R, the host vehicle Q that has changed the lane to the traveling lane R1 is accelerated by the ACC.

  Therefore, even in such a case, when the direction indication detection unit 12 detects the left turn signal, the acceleration limiting unit 11 limits the acceleration by the ACC (step S3). Thereby, it is possible to prevent the host vehicle Q from being accelerated by the ACC on the traveling lane R1.

Next, a second embodiment of the present invention will be described.
First, the configuration of the vehicle travel control apparatus of the second embodiment will be described with reference to the block diagram of FIG. As shown in FIG. 4, the vehicle travel control device 1 according to the embodiment includes an active cruise control (ACC) control unit 10, an acceleration limiting unit 11, and a departure determination unit 13.

  These blocks of the respective units 10, 11 and 13 respectively represent processing functions corresponding to the ACC means, the direction indication detecting means and the acceleration limiting means in the vehicle travel control apparatus of the present invention. These processing functions are realized by executing a predetermined program in a computer such as an ECU (electric control unit) mounted on the host vehicle.

  The configurations and functions of the ACC control unit 10 and the vehicle speed control means 2, the inter-vehicle distance detection means 3, and the autoactuator 4 associated therewith are the same as those in the first embodiment described above. Omitted.

  Based on the current position of the host vehicle indicated by the car navigation unit 6, the departure determination unit 13 determines whether the host vehicle has left the main road to the branch road while the ACC control unit 10 is operating. Further, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10 when the separation determination unit 13 determines that there is separation.

Next, with reference to the flowchart of FIG. 5, the operation example of the vehicle travel control apparatus of 2nd Embodiment is demonstrated.
First, the departure determination unit 13 acquires the current position of the host vehicle from the car navigation unit 6 (step S1).

  Here, FIG. 6 shows a display example of the current position of the host vehicle by car navigation. In FIG. 6, the current position of the host vehicle Q is indicated by a black triangle. In the example shown in FIG. 6, the host vehicle Q leaves the main road R of the expressway and enters the interchange ramp way B. Therefore, in the case shown in FIG. 6, the departure determination unit 13 determines that there is a departure from the main road R based on the current position of the host vehicle.

  When the departure determination unit 13 determines that there is a departure from the main road, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10. Thereby, it is possible to prevent the host vehicle Q from being accelerated by the ACC on the ramp way B.

  On the other hand, when the departure determining unit 13 does not determine that there is a departure from the main road, the acceleration limiting unit 11 does not limit acceleration by the ACC control unit 10. That is, normal ACC control continues.

Next, a third embodiment of the present invention will be described.
First, the configuration of the vehicle travel control apparatus of the third embodiment will be described with reference to the block diagram of FIG. As illustrated in FIG. 7, the vehicle travel control device 1 according to the embodiment includes an active cruise control (ACC) control unit 10, an acceleration limiting unit 11, a direction indication detection unit 12, and a departure determination unit 13. Have.

  The blocks of these units 10 to 13 represent processing functions corresponding to ACC means, acceleration limiting means, direction instruction detecting means, and departure determination means, respectively, in the vehicle travel control apparatus of the present invention. These processing functions are realized by executing a predetermined program in a computer such as an ECU (electronic control unit) mounted on the host vehicle.

  The configuration of the travel control device of the third embodiment shown in FIG. 7 is the same as that shown in FIG. 4 except that a direction indication detection unit 12 that detects a direction indication of the direction indicator 5 of the host vehicle is added. It is the same as that of 2 embodiment. For this reason, detailed description of the same part is omitted.

  However, the departure determination unit 13 in the travel control device of the second embodiment provides a direction indication when the current position of the host vehicle indicated by the car navigation unit 6 is near the branch point between the main road and the branch road on the map data. When the detection unit 12 detects a direction instruction on the branch road side, it is determined that there is a departure from the main road.

Next, with reference to the flowchart of FIG. 8, the operation example of the vehicle travel control apparatus of 3rd Embodiment is demonstrated.
First, the departure determination unit 13 acquires the current position of the host vehicle from the car navigation unit 6 (step S1).

  Subsequently, the departure determination unit 13 determines whether or not the current position of the host vehicle indicated by the car navigation unit 6 is near the branch point between the main road and the branch road on the map data (step S2).

  Here, FIG. 9 shows a display example of the current position of the host vehicle by car navigation. In FIG. 9, the current position of the host vehicle Q is indicated by a black triangle. In the example shown in FIG. 9, the host vehicle Q is traveling near the branch point between the main road R and the branch road B of the highway.

  When the departure determination unit 13 determines that the host vehicle Q is near the branch point (in the case of “Yes” in step S2), the direction instruction detection unit 12 detects the direction instruction on the branch road side, that is, the left turn signal. Is determined (step S3). In the example shown in FIG. 9, the left turn signal is schematically shown by a white arrow. Then, as shown in FIG. 9, when the host vehicle Q displays a left turn signal near the branch point, the departure determination unit 13 determines that there is a departure from the main road R.

  When the departure determination unit 13 determines that there is a departure from the main road R, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10. Thereby, it is possible to prevent the host vehicle Q from being accelerated by the ACC on the ramp way B.

  In contrast, when the current position of the host vehicle is not near the branch point (in the case of “No” in step S2), or even when the host vehicle is not near the branch point, the host vehicle does not issue the left turn signal (step S3 In the case of “No” in FIG. 5), the leaving determination unit 13 does not determine that there is a leaving. In that case, the acceleration limiting unit 11 does not limit the acceleration by the ACC control unit 10 (step S5 in FIG. 8). That is, normal ACC control continues.

Next, a fourth embodiment of the present invention will be described.
First, the configuration of the vehicle travel control apparatus of the second embodiment will be described with reference to the block diagram of FIG. As shown in FIG. 10, the vehicle travel control apparatus 1 according to the embodiment includes an active cruise control (ACC) control unit 10, an acceleration limiting unit 11, a direction indication detection unit 13, a departure determination unit 13, And a lane estimation unit 14.

  The blocks of these units 10 to 14 represent processing functions corresponding to the ACC means, the direction instruction detecting means, and the acceleration limiting means in the vehicle travel control apparatus of the present invention. These processing functions are realized by executing a predetermined program in a computer such as an ECU (electric control unit) mounted on the host vehicle.

  The configurations and functions of the ACC control unit 10 and the vehicle speed control means 2, the inter-vehicle distance detection means 3, and the autoactuator 4 associated therewith are the same as those in the first embodiment described above. Omitted.

  The direction indication detection unit 12 detects the direction indication of the direction indicator 5 of the host vehicle.

  The lane estimation unit 14 estimates whether the vehicle traffic zone in which the host vehicle is traveling is a traveling lane or an overtaking lane on the main road of the highway. In estimating the lane, for example, the lane may be estimated based on the current position of the host vehicle indicated by the car navigation unit used in the second and third embodiments.

  In addition, the width | variety of each vehicle traffic zone of the main roadway of a highway is about 3.5m-3.75m normally. For this reason, it is preferable that the position accuracy of the car navigation unit is equal to or less than the width of the vehicle lane, and more preferably, the position accuracy is 2 m.

  When the lane estimating unit 14 detects the direction indication on the side opposite to the overtaking lane when the lane estimating unit 14 estimates the vehicle lane where the host vehicle is traveling as the driving lane, It is determined that there is a departure from the main road. Here, the direction indication on the side opposite to the overtaking lane refers to the left turn signal on the left-hand traffic road. On the right-hand road, it means the right turn signal.

  Further, the acceleration limiter 11 limits the acceleration by the ACC controller 10 or stops the operation of the ACC controller 10 when the departure determination unit 13 determines that there is a departure from the main lane.

Next, with reference to the flowchart of FIG. 11, the operation example of the vehicle travel control apparatus of 4th Embodiment is demonstrated.
First, the lane estimation unit 14 estimates whether the vehicle lane in which the host vehicle is traveling is a traveling lane or an overtaking lane on the main road (step S1). In lane estimation, as described above, estimation can be performed based on the current position indicated by the car navigation unit. For example, in the display example of the current position of the host vehicle by the car navigation shown in FIG. 9, it can be seen that the host vehicle Q indicated by a black triangle mark is traveling in the driving lane R1 in the vehicle traffic zone R of the highway.

  In addition, the vehicle traffic zone in which the host vehicle is currently traveling can be estimated based on the history of the left and right direction indications detected by the direction indication detection unit 12. For example, the blinker display is performed corresponding to the lane change from when the vehicle enters the highway to when it leaves the highway. Therefore, as in the example shown in Table 1 below, the traveling lane of the host vehicle at that time can be estimated based on the history of the number of operations of the left and right blinker displays.

In Table 1 above, the right turn signal in state 1 corresponds to entry to the highway. Then, due to the completion of the right winker in state 2, it is estimated that the host vehicle is currently traveling in the travel lane (first travel lane) of the highway. Furthermore, the right turn signal in state 3 corresponds to a lane change from the travel lane (first travel lane) to the overtaking lane (second travel lane). Then, due to the completion of the right turn signal in state 4, it is estimated that the host vehicle is currently traveling on the overtaking lane (second traveling lane) of the highway. The left turn signal in state 5 corresponds to a lane change from the passing lane (second traveling lane) to the traveling lane (first traveling lane). Then, due to the end of the left turn signal in state 6, it is estimated that the host vehicle is currently traveling in the travel lane (first travel lane) of the highway. Furthermore, the left turn signal in state 7 corresponds to the departure from the highway, as will be described later.
In this manner, the currently running lane can be estimated based on the turn signal display history.

  Then, the departure determination unit 13 determines whether or not the vehicle traffic band estimated by the lane estimation unit 14 is a traveling lane (step S2).

  When the lane estimated by the lane estimation unit is a travel lane (in the case of “Yes” in step S2), the departure determination unit 13 determines that the direction indication detection means has a direction indication opposite to the overtaking lane, that is, left It is determined whether or not a turn signal has been detected (step S3).

  In the example shown in FIG. 9, the host vehicle Q is traveling on the traveling lane R1 of the main road R of the highway, and the left turn signal is displayed. In such a case, the departure determination unit 13 determines that there is a departure from the main road on the highway.

  In that case, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10 (step S4). Thereby, it is possible to prevent the host vehicle Q from being accelerated by the ACC on the ramp way B.

  On the other hand, when the estimated vehicle traffic zone of the own vehicle is not a traveling lane (in the case of “No” in step S2), or even if the own vehicle does not emit a left turn signal even if it is a traveling lane (step S3) In the case of “No” in FIG. 5), the leaving determination unit 13 does not determine that there is a leaving. In that case, the acceleration limiting unit 11 does not limit the acceleration by the ACC control unit 10 (step S5 in FIG. 11). That is, normal ACC control continues.

Next, a fifth embodiment of the present invention will be described.
First, the configuration of the vehicle travel control apparatus of the fifth embodiment will be described with reference to the block diagram of FIG. The travel control device 1 of the fifth embodiment shown in FIG. 12 has the same configuration as the travel control device 1 of the fourth embodiment shown in FIG. 10 except that it further includes a radar device 15. Detailed description thereof will be omitted.

However, the lane estimation unit 14 in the travel control device of the fifth embodiment is such that the own vehicle passes the vehicle on the left side of the vehicle when the radar device 15 detects a stationary object row within a predetermined distance on the right side of the vehicle. When another vehicle is detected, the vehicle lane where the vehicle is traveling is estimated as an overtaking lane, and when the radar device 15 detects a stationary object row within a predetermined distance on the left side of the vehicle, Alternatively, when another vehicle that overtakes the host vehicle is detected on the right side of the host vehicle, the vehicle traffic zone in which the host vehicle is traveling is estimated as a travel lane.
The above description applies to the case of a left-handed road, and in the case of a right-handed road, the above description is reversed for the left and right.

  The radar device 15 may be any suitable device such as a millimeter wave radar. Further, the inter-vehicle distance detection means 3 may also serve as the radar device 15 of the present embodiment.

Next, with reference to the flowchart of FIG. 13, the operation example of the lane estimation part 14 of the traveling control apparatus of 5th Embodiment is demonstrated.
First, the lane estimation unit 14 acquires a radar detection result from the radar device 15 (step S1).

  Subsequently, the lane estimation unit 14 determines whether or not the radar device 15 has detected a stationary object row within a predetermined distance on the right side of the host vehicle (step S2). Here, the predetermined distance is, for example, approximately 3.5 m to 3.75 m because the width of the vehicle lane on the highway is normally approximately 3.5 m to 3.75 m. The stationary object row corresponds to, for example, a guard rail or a fence post.

  Here, FIG. 14A and FIG. 14B schematically show the host vehicle Q traveling on the main road R of the expressway. In the example shown in FIG. 14A, the host vehicle Q is traveling in the travel lane R1. For this reason, the guard rail 151 provided on the right side of the main road R is not detected within a predetermined distance from the host vehicle. On the other hand, in the example shown in FIG. 14B, the host vehicle Q is traveling on the overtaking lane R2. For this reason, the guard race 151 provided on the right side of the main road is detected within a predetermined distance from the host vehicle.

  14A and 14B, the shape and distance of the radar irradiation range 150 indicated by a broken line in a fan shape do not necessarily correspond to those of an actual vehicle. For example, the radar irradiation range of a radar device for detecting a distance between vehicles mounted on a vehicle usually extends farther than that shown in FIG.

  When the radar device 15 detects a stationary object row on the right side (in the case of “Yes” in step S2), the lane estimation unit 14 estimates that the vehicle lane in which the host vehicle is traveling is an overtaking lane ( Step S7).

Further, when the radar device 15 does not detect a stationary object row on the right side (in the case of “No” in Step S2), the lane estimation unit 14 determines that the radar device 15 is within a predetermined distance on the left side of the host vehicle within the stationary object row. Is detected (step S3).
In the example shown in FIG. 14A, the guardrail 152 is detected on the left side of the host vehicle Q.

  When the radar device 15 detects a stationary object row on the left side (in the case of “Yes” in step S3), the lane estimation unit 14 estimates that the vehicle lane in which the host vehicle is traveling is a traveling lane ( Step S6).

On the other hand, when the radar device 15 does not detect a stationary object row on the left side (in the case of “No” in step S3), the lane estimation unit 14 causes the radar device 15 to move to the left side of the vehicle and another vehicle over which the host vehicle passes. Is detected (step S4).
In the example shown in FIG. 14B, another vehicle S over which the host vehicle has passed is detected.

  When the radar device 15 detects another vehicle to be overtaken on the left side (in the case of “Yes” in step S4), the lane estimation unit 14 estimates that the vehicle lane in which the vehicle is traveling is an overtaking lane. (Step S7).

On the other hand, when the radar device 15 does not detect another vehicle that is overtaken to the left side (in the case of “No” in step S4), the lane estimation unit 14 is configured so that the radar device 15 overtakes the own vehicle on the right side of the vehicle. It is determined whether or not a vehicle is detected (step S5).
In the example shown in FIG. 14A, another vehicle T that overtakes the right side of the host vehicle Q is detected.

  When the radar device 15 detects another vehicle overtaking the right side (in the case of “Yes” in step S5), the lane estimation unit 14 estimates that the vehicle lane in which the host vehicle is traveling is a traveling lane. (Step S6).

  On the other hand, when the radar device 15 does not detect another vehicle overtaking the right side (in the case of “Yes” in step S5), that is, the stationary object row is not detected on both sides of the own vehicle and the vehicle is overtaken by the own vehicle. When neither a vehicle nor a vehicle that overtakes the host vehicle is detected, the lane estimation unit 14 maintains the lane estimation determined immediately before without being changed (step S8).

  In this way, after the lane is estimated based on the detection result of the radar device 15, in the fifth embodiment, there is a departure from the main road as shown in the flowchart of FIG. 11 of the fourth embodiment. Is determined, acceleration by ACC is limited.

Next, a sixth embodiment of the present invention will be described.
First, the configuration of the vehicle travel control apparatus of the sixth embodiment will be described with reference to the block diagram of FIG. As illustrated in FIG. 15, the vehicle travel control apparatus 1 according to the embodiment includes an active cruise control (ACC) control unit 10, an acceleration limiting unit 11, a departure determination unit 13, an image recognition unit 17, and an imaging. And a camera 16 as means.

  The blocks of these units 10, 11, 13, and 17 excluding the camera 16 represent processing functions corresponding to ACC means, acceleration limiting means, departure determination means, and image recognition means in the vehicle travel control device of the present invention, respectively. These processing functions are realized by executing a predetermined program in a computer such as an ECU (electronic control unit) mounted on the host vehicle.

  The configurations and functions of the ACC control unit 10 and the vehicle speed control means 2, the inter-vehicle distance detection means 3, and the autoactuator 4 associated therewith are the same as those in the first embodiment described above. Omitted.

  The camera 16 images a landscape in front of the host vehicle. Any suitable camera such as a CCD camera can be used as the camera 16.

  The image recognition unit 17 recognizes an image captured by the camera 16. In the present embodiment, the image recognition unit 17 recognizes the number of lanes on the roadway in the image captured by. Main roads such as expressways generally have two or more lanes on one side. In contrast, a rampway at an interchange in a highway prison or a rampway at the entrance of a service area or the like is generally one lane.

  In addition, the vehicle traffic zone of the roadway is usually divided by a white broken line, a white or yellow line, a roadway center line, a boundary line of the vehicle traffic zone, a white line indicating a boundary with the roadside zone, or the like. These white lines and the like are marked with a certain thickness so that they can be easily seen from the vehicle, and are suitable for image processing. Therefore, by recognizing these white lines and the like, the number of lanes on the roadway can be easily extracted. For image recognition, any known suitable method can be used.

  The departure determination unit 13 determines the presence or absence of departure from the main road based on the result of image recognition by the image recognition unit 17. In the present embodiment, the departure determination unit 13 determines that there is a departure from the main road when the number of lanes recognized by the image recognition unit 17 changes from 2 or more to 1.

  When the departure determination unit 13 determines that there is a departure from the main road, the acceleration limiting unit 11 limits the acceleration by the ACC.

  Next, with reference to the flowchart of FIG. 16, the operation example of the vehicle travel control apparatus of 6th Embodiment is demonstrated. Here, a case will be described where the vehicle enters the one-lane ramp way B from the two-lane main road R of the expressway as shown in FIG.

  First, the camera 16 images a landscape in front of the vehicle (step S1 in FIG. 16). Subsequently, the image recognition unit 17 extracts the number of lanes from the captured image (step S2). For example, when the host vehicle is traveling in a two-lane traveling lane R shown in FIG. 17A, the two-lane R1 and R2 traveling lanes R shown in FIG. 17B are imaged. Then, the image recognition unit 17 recognizes the number of lanes as “2”.

Again, the camera 16 captures the scenery in front of the vehicle (step S3 in FIG. 16). Subsequently, the image recognition unit 17 extracts the number of lanes from the captured image (step S4). At this time, if the host vehicle enters the one-lane ramp way B shown in FIG. 17A, a one-lane traveling lane as shown in FIG. 17C is imaged. Then, the image recognition unit 17 recognizes the number of lanes as “1”.
For example, it is preferable that the number of times of imaging per second is determined empirically.

  The departure determination 13 determines whether or not the number of lanes recognized by the image recognition unit 17 has changed from 2 or more to 1 (step S5). In the example shown in FIG. 17, since the number of lanes is changed from “2” to “1”, the departure determination unit 13 determines that there is a departure from the main road.

  In that case, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10 (step S6). Thereby, it is possible to prevent the host vehicle Q from being accelerated by the ACC on the ramp way B.

  On the other hand, when the number of lanes is not 2 or more, the departure determination unit 13 does not determine that there is separation. In that case, the acceleration limiting unit 11 does not limit the acceleration by the ACC control unit 10 (step S75 in FIG. 16). That is, normal ACC control continues.

Next, a seventh embodiment of the present invention will be described.
First, the configuration of the travel control device of the seventh embodiment is basically the same as that of the above-described sixth embodiment shown in FIG. 15, and thus detailed description of individual blocks is omitted.

  However, in the seventh embodiment, the recorded image recognition unit 17 recognizes a road sign in the image captured by the camera 16. Then, the departure determination unit 13 detects the presence / absence of departure from the main road based on the road sign recognized by the image recognition unit 17. More specifically, in the case where the road sign recognized by the image recognition hand unit 17 is a restriction sign indicating the maximum speed, and the maximum speed indicated by the restriction sign is equal to or less than a predetermined speed, the departure determination part 13 Determines that there is a departure from the main road.

  Here, the predetermined speed is, for example, a speed that is lower than the speed limit on the main road lane of the highway and is preferably higher than the speed limit on the ramp. An example of such a predetermined speed is 50 km / h.

Next, with reference to the flowchart of FIG. 18, the operation example of the traveling control apparatus of 7th Embodiment is demonstrated.
First, the camera 16 images a landscape in front of the vehicle (step S1 in FIG. 18).
Subsequently, the image recognition unit 17 extracts a road sign from the captured image (step S2). Here, for example, the road sign shown in FIG.

  The road sign is generally installed at a position where it can be easily seen from the vehicle, and the size and shape of each road sign are constant. Also, road signs installed on the side of the road usually have a fixed installation height. For this reason, the road sign is easy to recognize by image processing and is suitable for use in determining whether or not there is a departure from the main road.

  Next, the departure determination unit 13 determines whether or not the road sign recognized by the image recognition unit 17 is a restriction sign indicating the maximum speed (step S3). The character indicating the maximum speed displayed on the regulation sign is suitable as an object of image recognition because its size shape and color are defined.

  Next, the departure determination unit 13 determines whether or not the maximum speed indicated by the extracted restriction mark is equal to or lower than a predetermined speed (step S4). Here, the predetermined speed is, for example, 50 km / h. Since the road sign shown in FIG. 19A is a restriction sign indicating that the maximum speed is 50 km / h, it is determined that there is a departure from the departure determination unit 13 and the main lane.

  In that case, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10 (step S5). Thereby, it is possible to prevent the host vehicle Q from being accelerated by ACC on the ramp.

  On the other hand, when there is no road sign in the captured image, when the captured road sign is not a restriction sign indicating the maximum speed (“No” in step S3), or the maximum speed indicated by the restriction sign is predetermined. When it is higher than the speed (in the case of “No” in step S4), the departure determination unit 13 does not determine that there is separation. In that case, the acceleration limiting unit 11 does not limit the acceleration by the ACC control unit 10 (step S6 in FIG. 18). That is, normal ACC control continues.

Next, an eighth embodiment of the present invention will be described.
First, the configuration of the travel control device of the eighth embodiment will be described with reference to the block diagram of FIG. The configuration of the travel control apparatus of the eighth embodiment shown in FIG. 20 is the above-described sixth embodiment shown in FIG. 15 except that it further includes a direction indication detection unit 12 that detects the indication direction of the direction indicator of the host vehicle. Since this is the same as the embodiment, detailed description of each block is omitted.

However, in the eighth embodiment, the departure determination unit 13 is a direction indication detection unit when the road sign recognized by the image recognition unit 17 is a guide sign indicating an exit or a branch from a main road on a high speed road. 12 determines that there is a departure from the main road when it detects an exit or branch direction indication.
Note that the direction indication on the exit or branch side usually means a left turn signal on a left-handed road and a right turn signal on a right-handed road. Further, the direction indicated by the arrow such as the exit indicated by the guide sign may be recognized to determine the direction of the exit or the branch side.

Next, with reference to the flowchart of FIG. 21, the operation example of the traveling control apparatus of 8th Embodiment is demonstrated.
First, the camera 16 images a landscape in front of the vehicle (step S1).
Subsequently, the image recognition unit 17 extracts a road sign from the captured image (step S2). Here, for example, the road sign shown in FIG. 19B is extracted.

  Next, the departure determination unit 13 determines whether or not the extracted road sign is a guide sign indicating an exit from the high speed road to the interchange (step S3). The guide sign shown in FIG. 19 (b) indicates the exit.

  In that case, the leaving determination unit 13 determines whether or not the direction indication detection unit 12 has detected the left turn signal (step S4). For example, the turn signal detection timing is preferably within a predetermined time, for example, several tens of seconds after the guidance sign indicating the exit is recognized.

  When the left turn signal is detected, the separation determination unit determines that there is separation. As described above, in the eighth embodiment, the presence / absence of the departure from the main road is determined by combining the information on the guide sign recognized from the captured image and the information on the direction.

  When the left turn signal is detected, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10 (step S5). Thereby, it is possible to prevent the host vehicle Q from being accelerated by ACC on the ramp.

  On the other hand, when there is no road sign in the captured image, when the captured road sign is not a guide sign indicating an exit to the interchange or service area (in the case of “No” in step S3), or when the left turn signal is When it is not detected (in the case of “No” in step S4), the departure determination unit 13 does not determine that there is separation. In that case, the acceleration limiting unit 11 does not limit the acceleration by the ACC control unit 10 (step S6 in FIG. 21). That is, normal ACC control continues.

Next, a ninth embodiment of the present invention will be described.
First, the configuration of the travel control device of the ninth embodiment will be described with reference to the block diagram of FIG. The configuration of the travel control device of the ninth embodiment shown in FIG. 22 is the same as that of the above-described eighth embodiment shown in FIG. 20 except that the travel distance detection unit 18 is further included. Description is omitted.

  However, in the ninth embodiment, when the road sign recognized by the image recognition unit 17 is a guide sign indicating the distance from the main road on the high speed road to the branch or branch, After traveling the distance indicated by the guide sign, when the direction indicator of the host vehicle indicates the direction of the exit or branch side, the departure determination means determines that there is a departure from the main road.

  In addition, the travel distance detection unit 18 detects the distance traveled by the host vehicle after recognizing a guide sign indicating the distance to the exit or the branch.

Next, with reference to the flowchart of FIG. 23, the operation example of the traveling control apparatus of 9th Embodiment is demonstrated.
First, the camera 16 images a landscape in front of the vehicle (step S1).
Subsequently, the image recognition unit 17 extracts a road sign from the captured image (step S2). Here, for example, the road sign shown in FIG. 19C or FIG. 19D is extracted.

  Next, the departure determination unit 13 determines whether or not the road sign recognized by the image recognition unit 17 is a guide sign indicating the distance from the main road on the high speed road to the exit or branch (step S3). . The road sign shown in FIG. 19 (c) is a guide sign indicating that it is 1 km until the branch of the service area, and the road sign shown in FIG. 19 (d) indicates that it is 1 km until the branch of the parking area. It is a guide sign shown.

  Next, the departure determination unit 13 determines whether or not the travel distance detection unit 18 has detected that the vehicle has traveled the distance indicated by the guide sign after recognizing these guide signs (step S5). That is, when the guidance sign shown in FIG. 19C or FIG. 19D is recognized, it is then determined whether or not the vehicle has traveled 1 km.

  Next, the departure determination unit 13 determines whether or not the left turn signal is indicated after traveling the distance indicated by the guide sign. In measuring the distance traveled after image recognition of the guide sign, it is preferable to have a predetermined allowable width, for example, an allowable width of about 100 m before and after.

  When the left turn signal is detected, the separation determination unit 13 determines that there is separation. Thus, in the ninth embodiment, by combining the information on the distance to the exit displayed on the guide sign, the information on the distance traveled after image recognition of the character, and the direction indication information, the main roadway The presence or absence of the departure from is determined.

  When the left turn signal is detected, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10 or stops the operation of the ACC control unit 10 (step S6). Thereby, it is possible to prevent the host vehicle Q from being accelerated by ACC on the ramp.

  On the other hand, when there is no road sign in the captured image, when the captured road sign is not a guidance sign indicating the distance to the exit or the branch (in the case of “No” in step S3), or When the left turn signal is not detected after traveling the distance (in the case of “No” in step S5), the departure determination unit 13 does not determine that there is separation. In that case, the acceleration limiting unit 11 does not limit the acceleration by the ACC control unit 10 (step S7 in FIG. 23). That is, normal ACC control continues.

Next, a tenth embodiment of the present invention will be described.
First, the configuration of the travel control device of the ninth embodiment will be described with reference to the block diagram of FIG. The configuration of the travel control device of the tenth embodiment shown in FIG. 24 is the same as that of the above-described fourth embodiment shown in FIG. 10 except that it further includes a lane change transformation unit 19, so that each block is detailed. Description is omitted.

  Note that the block of the lane change determination unit 19 in FIG. 24 represents the processing function of the lane change determination means of the travel control device of the present invention. This processing function is, for example, an ECU (electronic control device) mounted on the host vehicle. ) And the like by executing a predetermined program on the computer.

  In 10th Embodiment, the lane change determination part 19 determines the presence or absence of the lane change of the own vehicle from the overtaking lane to a driving lane in a main road. The acceleration limiting unit 11 limits acceleration by the ACC control unit 10 when the lane change determination unit 19 determines that there is a lane change from the overtaking lane to the traveling lane.

Next, with reference to the flowchart of FIG. 25, the operation example of the traveling control apparatus of 10th Embodiment is demonstrated.
First, the lane estimation unit 14 estimates whether the vehicle traffic zone in which the host vehicle is traveling is a traveling lane or an overtaking lane (step S1). The method described in any of the above-described embodiments may be used as the lane estimation method.
Here, FIG. 26 schematically shows the host vehicle traveling on the main road of the highway. In the example shown in FIG. 26, the host vehicle Q is traveling on the overtaking lane R <b> 2 on the main road R.

  Next, the lane changing unit 19 determines whether or not the lane estimating unit 14 is in the overtaking lane in which the vehicle lane in which the host vehicle is traveling (step S2). When it is determined that the lane is an overtaking lane, the lane change determination unit 19 further determines whether or not the direction indication detection unit 12 has detected the left turn signal (step S3). In the example shown in FIG. 26, the sign of the left turn signal is schematically shown by a white arrow. On the left-handed road, the overtaking lane is the rightmost vehicle lane, so the turn signal for changing the lane is usually the left turn signal.

  When the left turn signal is issued, the lane change determination unit 19 determines that there is a lane change from the overtaking lane to the traveling lane (step S4).

When the lane change determination unit 19 determines that there is a lane change from the overtaking lane to the traveling lane, the acceleration limiting unit 11 limits the acceleration by the ACC control unit 10. Thereby, when the lane is changed from the overtaking lane to the traveling lane, unnecessary acceleration by the ACC can be prevented.
Note that the acceleration restriction control at the time of changing the lane of the host vehicle from the overtaking lane to the traveling lane described in the tenth embodiment is preferably combined with the control described in the second to ninth embodiments.

Next, as an eleventh embodiment, an example of travel control that combines the second to tenth embodiments described above will be described with reference to the flowchart of FIG.
First, information on the current position of the host vehicle is acquired from the car navigation unit (step S1).
Next, based on the information from the car navigation unit, it is determined whether or not the host vehicle is traveling on the main road of the highway (step S2).

Next, when the vehicle is traveling on the main road of the expressway, it is determined whether or not the host vehicle is leaving the main road (step S3).
If it is determined that the vehicle is leaving the main road, control by ACC is stopped (step S4). Instead of stopping the control by ACC, the set speed by ACC may be set to the speed limit on the ramp way, for example, 40 km / h.

In step S3, if it is not leaving the main road of the expressway or if it is not possible to determine whether or not the vehicle navigation information is leaving, it is determined whether or not the vehicle lane in which the vehicle is traveling is a traveling lane. (Step S5).
If it is determined that the vehicle is traveling in the traveling lane, it is determined whether or not the right turn signal has been issued (step S6).
When the right turn signal is issued, a flag indicating that the lane is being changed from the traveling lane to the overtaking lane is set. In such a case, acceleration by ACC is permitted (step S13).

If the right turn signal is not output in step S6, it is determined whether the left turn signal is output (step S7).
When the left turn signal is issued, a flag indicating that the departure from the main lane of the expressway has been started is set. In such a case, the control of the ACC is stopped or the set speed is set to a low speed (step) S4).

In step S5, if the vehicle traffic zone in which the host vehicle is traveling is not a driving lane, that is, if it is an overtaking lane, it is determined whether the left turn signal has ended (step S8).
When the left turn signal is finished, a flag is set that the vehicle traffic zone in which the host vehicle is traveling is a traveling lane, and acceleration by ACC is permitted (step S13).

  If the left turn signal has not ended in step S8, it is determined whether or not the left turn signal has been issued (step S9). When the left turn signal is displayed, a flag is set that the own vehicle is changing lanes from the overtaking lane to the traveling lane, and acceleration by ACC is prohibited (step S10).

  In step S9, if the left turn signal is not released, a flag indicating that the vehicle lane in which the vehicle is traveling is an overtaking lane is set, and ACC acceleration is permitted (step S13).

In step S2, if the host vehicle is not on the main road of the highway, whether or not the host vehicle is entering the main road of the highway, that is, whether or not the host vehicle is positioned on the ramp way to the main road Is determined (step S11).
If the host vehicle is entering the main road, it is determined whether or not the right turn signal has ended (step S12).
When the right turn signal is finished, a flag indicating that the vehicle has entered the main road on the highway is flagged, and a flag indicating that the vehicle lane in which the vehicle is traveling is a driving lane is vertically displayed. Is allowed to be accelerated (step S13).

  In step S11, acceleration by ACC is also permitted when not entering the highway or when the right turn signal is not terminated (step S13).

  In each embodiment mentioned above, although the example which constituted the present invention on specific conditions was explained, the present invention can perform various change and combination, and is not limited to this. For example, in each of the above-described embodiments, the case where the vehicle travels on a highway has been described. However, the present invention can also be applied to an automobile-only road other than a highway. Moreover, although each embodiment mentioned above demonstrated the example of the main lane of 2 lanes on one side, this invention is applicable also in the case of the main lane of 3 lanes or more on one side.

It is a block diagram explaining the structure of the traveling control apparatus of 1st Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 1st Embodiment of this invention. (A) is a schematic diagram showing how the host vehicle exits the left turn signal and leaves the main road to the branch road, and (b) shows that the host vehicle exits the right turn signal and overtakes the driving lane. It is a schematic diagram which shows a mode that a lane change is carried out to a lane, (c) is a schematic diagram which shows a mode that the own vehicle leaves the left turn signal and changes a lane from a passing lane to a traveling lane. It is a block diagram explaining the structure of the traveling control apparatus of 2nd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 2nd Embodiment of this invention. It is an example of a display of the present position of the own vehicle by car navigation. It is a block diagram explaining the structure of the traveling control apparatus of 3rd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 3rd Embodiment of this invention. It is a schematic diagram which shows a mode that the own vehicle takes out the left turn signal in the vicinity of the branch point of the main road. It is a block diagram explaining the structure of the traveling control apparatus of 4th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 4th Embodiment of this invention. It is a block diagram explaining the structure of the traveling control apparatus of 5th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the lane estimation part of the traveling control apparatus of 5th Embodiment of this invention. (A) is a schematic diagram which shows the own vehicle which is drive | working a driving lane, (b) is a schematic diagram which shows the own vehicle which is drive | working an overtaking lane. It is a block diagram explaining the structure of the traveling control apparatus of 6th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 6th Embodiment of this invention. (A) is a schematic diagram showing a two-lane main road and a one-lane ramp way, (b) is an imaging example of a two-lane main road, and (c) is a one-lane ramp way. It is an example of imaging. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 7th Embodiment of this invention. (A) is an example of a regulation sign indicating the maximum speed on the ramp, (b) is an example of a guide sign indicating an exit of an expressway interchange, and (c) is a service area of the expressway. (D) is an example of a guide sign indicating the distance to the parking area of the expressway. It is a block diagram explaining the structure of the traveling control apparatus of 8th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 8th Embodiment of this invention. It is a block diagram explaining the structure of the traveling control apparatus of 9th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 9th Embodiment of this invention. It is a block diagram explaining the structure of the traveling control apparatus of 10th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 10th Embodiment of this invention. It is a schematic diagram which shows a mode that the own vehicle leaves a left turn signal and changes a lane from the overtaking lane of a highway to a driving lane. It is a flowchart for demonstrating operation | movement of the traveling control apparatus of 11th Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Traveling control apparatus 2 Vehicle speed detection means 3 Inter-vehicle distance detection means 4 Autoactuator 11 Acceleration limiting part 12 Direction indication detection part 13 Departure determination part 14 Lane estimation part 15 Radar apparatus 16 Camera 17 Image recognition part 18 Travel distance detection part 19 Lane change Judging part P Leading vehicle Q Own vehicle

Claims (16)

Active cruise control means,
Direction indication detecting means for detecting the direction indicated by the direction indicator of the host vehicle;
Acceleration limiting means for limiting acceleration by the active cruise control means according to the direction indicated by the direction indicator during operation of the active cruise control means,
The acceleration limiting means includes
On a left-handed road, acceleration is limited when the direction indication detection means detects a left direction indication, and acceleration is not restricted when the direction indication detection means detects a right direction indication,
On a right-handed road, acceleration is limited when the direction indication detection means detects a right direction indication, and acceleration is not restricted when the direction indication detection means detects a left direction indication. A vehicle travel control device. Active cruise control means,
During the operation of the active cruise control means, a departure determination means for determining the presence or absence of the own vehicle from the main road to the branch road,
An acceleration limiting means for limiting the acceleration by the active cruise control means when the departure determination means determines that there is a departure from the main road, or for stopping the operation of the active cruise control means;
A vehicle travel control device comprising: 3. The vehicle travel control apparatus according to claim 2, wherein the main road is a main road of an expressway. 4. The vehicle travel control apparatus according to claim 2, wherein the departure determination unit determines whether or not the vehicle has left the main road based on a current position of the host vehicle indicated by the car navigation unit. A direction indication detection means for detecting a direction indication of the direction indicator of the host vehicle,
When the current position of the host vehicle indicated by the car navigation unit is near the branch point between the main road and the branch road on the map data, when the direction indication detection means detects the direction indication on the branch road side, 5. The vehicle travel control apparatus according to claim 4, wherein the departure determination means determines that there is a departure from the main road. Lane estimation means for estimating whether a vehicle lane in which the vehicle on the main road is traveling is a traveling lane or an overtaking lane;
Direction indication detection means for detecting the direction indication of the direction indicator of the host vehicle;
With
When the lane estimating means detects a direction instruction on the side opposite to the overtaking lane, when the lane estimating means estimates the vehicle lane where the host vehicle is traveling as a driving lane, 6. The vehicle travel control device according to claim 2, wherein it is determined that there is a departure from the main road. 7. The vehicle according to claim 6, wherein the lane estimation unit estimates a vehicle lane where the host vehicle is traveling based on a history of left and right direction indications detected by the direction indication detection unit. Travel control device. Equipped with radar equipment,
The lane estimation means includes
When the radar device detects a stationary object row within a predetermined distance on the first side of the left and right sides of the vehicle, or the vehicle overtakes on the second side of the left and right sides of the vehicle If the vehicle is detected, the vehicle lane where the vehicle is traveling is estimated as an overtaking lane,
When the radar device detects a stationary object row within a predetermined distance on the second side of the vehicle, or when it detects another vehicle overtaking its own vehicle on the first side of the vehicle, Estimate the vehicle lane where the vehicle is traveling as the driving lane,
The first side is the right side on a left-handed road and the left side on a right-handed road;
The vehicle travel control device according to claim 6 or 7, wherein the second side is a left side on a left-handed road and a right side on a right-handed road. Imaging means for imaging a landscape in front of the host vehicle;
Image recognition means for recognizing an image taken by the imaging means,
The vehicle travel according to any one of claims 2 to 8, wherein the departure determination unit determines whether or not there is a departure from a main road based on a result of image recognition by the image recognition unit. Control device. The image recognition means recognizes the number of road lanes in the image taken by the imaging means;
10. The vehicle according to claim 9, wherein the departure determination unit determines that there is a departure from the main road when the number of lanes recognized by the image recognition unit is changed from 2 or more to 1. Travel control device. The image recognition means recognizes a road sign in the image taken by the imaging means;
11. The vehicle travel control apparatus according to claim 10, wherein the departure determination unit detects presence / absence of departure from a main road based on a road sign recognized by the image recognition unit. In the case where the road sign recognized by the image recognition means is a restriction sign indicating a maximum speed, and the maximum speed indicated by the restriction sign is equal to or less than a predetermined speed, the departure determination means is a departure from the main road. The vehicle travel control apparatus according to claim 11, wherein it is determined that the vehicle is present. Comprising direction indication detection means for detecting the direction indicated by the direction indicator of the host vehicle,
When the road sign recognized by the image recognition means is a guide sign indicating an exit or a branch from a main road on a high speed road, the direction indication detection means detects a direction indication on the exit or the branch side The vehicle travel control apparatus according to claim 11 or 12, wherein the departure determination means determines that there is a departure from the main road. When the road sign recognized by the image recognition means is a guide sign indicating the distance from the main road to the exit or branch, after traveling the distance indicated by the guide sign, the direction indicator of the host vehicle exits or The vehicle travel control device according to any one of claims 11 to 13, wherein when the direction on the branch side is instructed, the departure determination means determines that there is a departure from the main road. Lane change determination means for determining whether or not there is a lane change of the own vehicle from the overtaking lane to the driving lane on the main road,
When the lane change determining means determines that there is a lane change from the overtaking lane to the traveling lane, the acceleration limiting means limits the acceleration by the active cruise control means,
The vehicle travel control device according to any one of claims 2 to 14, wherein the vehicle travel control device is a vehicle travel control device. Lane estimation means for estimating whether the vehicle traffic zone in which the host vehicle is traveling is a traveling lane or an overtaking lane;
With direction indication detection means for detecting the direction indicated by the direction indicator of the host vehicle,
When the lane change determining means detects the direction indication when the lane estimation means detects the direction indication when the lane estimation means estimates the vehicle lane where the host vehicle is traveling as an overtaking lane, the lane change means is: 15. The vehicle travel control apparatus according to claim 14, wherein it is determined that there is a lane change from an overtaking lane to a travel lane.

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